Breakbulk Magazine Issue 2 2025

Issue 2 2025

Mohamed Al Ali ADNOC L&S Expands Its Global Reach ADNOC L&S is strengthening offshore logistics, driving decarbonization, and shaping the future of energy transportation ENERGY SPECIAL Keeping Mega Cracker Complex on Track New Tech Fuels Texas Power Surge Southeast Asia Readies for Oil & Gas Boom Plus News and Features From Our Writers Around the World

Credit: Aramco

Inside This Issue

44

Cover Story

Charting a New Course: ADNOC L&S Expands Its Global Reach ADNOC L&S is strengthening offshore logistics, driving decarbonization, and shaping the future of energy transportation

Be a part of Breakbulk

46 Riding the Wave of Change 27 Energy Special Southeast Asia Readies for Oil & Gas Boom

46 Energy Special Riding the Wave of Change

Region Is ‘Hedging Its Bets’ on Energy Transition

Breakbulk Europe May 13-15 Rotterdam Ahoy Rotterdam, Netherlands

Breakbulk Americas Sept. 30 - Oct. 2 George R. Brown Convention Center Houston, US

4-5

Breakbulk Middle East Feb. 4-5 Dubai World Trade Centre Dubai, UAE

32 Energy Special Keeping Mega Cracker Complex On Track

Partners Deliver Complex Cargo for INEOS Project One

36 Energy Special New Tech Fuels Texas Power Surge Logistics Sector to Benefit From Growing Energy Demand in Lone Star State

40 Energy Special Serial Inventor’s Net Zero Shipping Solution

Remora Project Envisages Nuclear-Powered Motherships Carrying Electric Barges

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LSPs Respond to Saudi Arabia’s Bold Reshaping of Its Energy Landscape

50 Energy Special High Risk, High Reward in West Africa Project Cargo Sector to Benefit From Regional ‘Boom’

55 Energy Special Fair Winds Set to Transform South Korea’s Energy Mix

Country Set to Leverage Existing Shipping and Maritime Base to Develop Offshore Wind

60 Global Sharing Strategies for Project Cargo Success

Shippers Reveal Priorities and Pain Points

Inside This Issue

60

Sharing Strategies for Project Cargo Success

Also in This Issue 06

Foreword

09

UpFront

81

Breakbulk Middle East Recap

93

Best of BreakbulkONE

96

Projects in This Issue

64 Global Future Fleets, Present Problems

74 Americas Going for Gold in El Salvador

67 Global Seeking Solutions to Congestion

78 Middle East “Disruptions Are Inevitable, But Trade Always Finds a Way”

Demand Is High, but There’s No Easy Answer to Adding Capacity

Industry Leaders Warn There Are No Quick Fixes

70 Europe Shaping the Future of an Italian Icon Fernando Bertoni on Fagioli’s Strategic Evolution

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Mining Returns as Central American Nation Eyes Logistics Powerhouse Status

DP World’s Shahab Al Jassmi on a RecordBreaking Year at Jebel Ali

Port Houston City Docks

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Foreword

HELLO BREAKBULK COMMUNITY!

Welcome to our annual energy issue, where we explore the opportunities ahead and the forces driving investment decisions.

While fossil Leslie Meredith fuels remain dominant, the energy transition is reshaping the sector. Carbon capture and storage is adding new layers of complexity and cost to oil and gas development, requiring more components to move and more intricate logistics planning.

Refining and manufacturing are evolving alongside a greener economy, integrating hydrogen and emerging technologies. Offshore wind is entering a new phase as the first large-scale floating projects take shape. The demand for energy continues to grow, and we’re here to cover it all.

Read how Southeast Asia is on the verge of an oil and gas boom, with billions in projects set to drive investment and logistics demand across Indonesia, Vietnam, and Malaysia. Saudi Arabia is making a strategic move into lithium production, positioning itself in the global battery supply chain. In Texas, a tech-driven surge in power demand is fueling major infrastructure projects in renewables, LNG, and nuclear power. Meanwhile, in Europe, INEOS Project ONE marks one of the largest chemical investments in decades, requiring complex transport and logistics solutions.

But projects don’t move forward without the right people. In our cover story Q&A, Capt. Mohamed Al Ali of ADNOC shares how the national oil company is shaping its future, from offshore logistics to decarbonization and fleet expansion. Bertoni Fernando, CEO of Fagioli, reflects on his first year

Editorial Director

leading one of the industry’s top heavy transport specialists. Having spent decades on “the other side” working in oil and gas, he knows firsthand what his customers need and how to deliver.

This issue also brings insights from Breakbulk Middle East, where more than 80 speakers took the Main Stage last month in Dubai. Our ongoing global panel series, the Shippers Perspective, is covered in Sharing Strategies for Project Cargo Success, highlighting how shippers are structuring contracts, managing risk, and balancing reliability with the flexibility to adapt. It’s a must-read for service providers looking to stay ahead.

Have you heard about Breakbulk’s first awards program? The Green World Awards celebrate industry achievements in sustainability, including two major honors: Project of the Year and 2025 Sustainability Champion. The awards are open to all industry participants – free to enter – until March 21. Finalists will be featured in the next issue of the magazine, and winners will be announced on Tuesday evening at Breakbulk Europe in Rotterdam.

Speaking of Breakbulk Europe, the industry’s biggest event is just around the corner. This May marks its 20th anniversary, and we’re celebrating with a special feature in Issue 3. Who could have imagined that a gathering of 700 at the Hilton would grow into an event hosting more than 12,000 at Rotterdam Ahoy?

If you want to reach this audience, now’s the time to secure your place at breakbulk.com/page/advertise.

For now, enjoy this issue and all it has to offer. I look forward to seeing many of you in Rotterdam.

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Managing Editor

Luke King luke.king@breakbulk.com

Senior Reporter

Simon West simon.west@breakbulk.com

Designer Mark Clubb

Reporters

Dennis Daniel Felicity Landon Joanna Marsh Amy McLellan Malcolm Ramsay Liesl Venter

Breakbulk Magazine Editorial Board John Amos Amos Logistics Tina Benjamin-Lea Air Products Dea Chincuanco dship Carriers Elisabeth Cosmatos Cosmatos Group of Companies Dennis Devlin Maersk Project Logistics Dharmendra Gangrade Larsen & Toubro Margaret Kidd University of Houston Jake Swanson DHL Global Forwarding Edward Talbot Roll Group Grant Wattman Combi Lift Americas Andrew Young Bechtel Corporation Portfolio Director Jessica Dawnay Jessica.Dawnay@breakbulk.com To advertise in Breakbulk Media products, visit: http://breakbulk.com/page/advertise Subscriptions To subscribe, go to https://breakbulk.com/page/ breakbulk-magazine A publication of Hyve Group plc.

The Studios, 2 Kingdom Street Paddington, London W2 6JG, UK

Best, Leslie Meredith Editorial Director Breakbulk Events & Media

Breakbulk Magazine

Leslie Meredith Leslie.Meredith@breakbulk.com

breakbulk.com

ou Pr d n ri be 3 em M 202 LN ce GP Sin a di In

Visit us at Breakbulk Europe Rotterdam / Netherlands May 13-15, 2025 GPLN Booth No: 1A20

Inside This Issue

Exhibitors and Breakbulk Global Shipper Network members in this issue: Movers & Shakers (pp. 10-11) JSI Alliance, Chapman Freeborn, Spliethoff, deugro, DHL Global Forwarding, Fracht Group, Vestas

High Risk, High Reward in West Africa (pp. 50-53) Fracht Group, Maurilog, DB Schenker, IMGS Group, GAC, Breadbox, OBT Shipping Group

Comark Steers Success With Heavy Cargo Delivery Along the Danube (pp. 12-13) Comark

Fair Winds Set to Transform South Korea’s Energy Mix (pp. 55-58) Tidal Transit, Mammoet, Sarens, DENZAI, Liebherr, Samsung Engineering

Unlocking AI’s Power for Project Success (pp. 14-15) DHL Global Forwarding, Maersk, Fluor

Sharing Strategies for Project Cargo Success (pp. 60-62) ADNOC Logistics, DSV, thyssenkrupp Uhde, JGC, NEOM

Southeast Asia Readies for Oil & Gas Boom (pp. 28-31) AAL Shipping, Chipolbrok, BP, JGC, Eni, Shell, Saipem, Mitsui, McDermott

Future Fleets, Present Problems (pp. 63-65) BBC Chartering, Roll Group, AAL Shipping

Keeping Mega Cracker Complex on Track (pp. 32-35) Port of Antwerp-Bruges, deugro, Jumbo Maritime, dteq, Felbermayr, PSA Breakbulk

Seeking Solutions to Congestion Chaos (pp. 67-69) Al Barrak, MSC, deugro, Gulftainer

New Tech Fuels Texas Power Surge (pp. 36-39) DHL Global Forwarding, AAL Shipping, Port of Galveston

Charting a New Course at an Italian Icon (pp. 70-73) Fagioli, DSV, ADNOC Logistics, TII Scheuerle, GE, ConocoPhillips

Serial Inventor’s Net Zero Shipping Solution (pp.40-42) Varamar, ABB

Going for Gold in El Salvador (pp. 74-76) Yilport Holding, WR Logistics

Charting a New Course (pp. 44-45) ADNOC

“Disruptions Are Inevitable, But Trade Always Finds a Way” (pp. 78-79) DP World

Riding the Wave of Change (pp. 46-49) DENZAI, Maersk Project Logistics, Roll Group, Aramco, MSC, Bahri, Ma’aden, Air Products

Credit: UTC Overseas

Key: Exhibitor Breakbulk Global Shipper Network Member

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INSIDE Movers & Shakers Waves of Cargo: Comark Steers Success With Heavy Cargo Delivery Along the Danube Unlocking AI’s Power Meet the New Exhibitors at Breakbulk Europe News Bites From Around the World: Quick Hits, Big Impact!

Women in Breakbulk: Where Connections Bloom Luck, Logistics AND a Good Pour: Breakbulk’s St. Patrick’s Day Roundup

Mammoet has been selected as a key subcontractor for the UK’s Hornsea 3 Offshore Wind Project.

Credit: Mammoet

MOVERS AND SHAKERS

world’s energy needs,” Wegge-Larsen said. “Having spent more than 20 years within logistics and shipping, I look forward to using my experience from global businesses to help Vestas continue its upwards trajectory.”

DNV

Highlighting Recent Industry Hires, Promotions and Departures

Cristina Saenz de Santa Maria

SAL Heavy Lift

Dominik Stehle

SAL Heavy Lift and the JSI Alliance have beefed up their ranks after securing Dominik Stehle as managing director in charge of global projects.

Stehle will be based at SAL’s headquarters in Hamburg and will lead the company’s global project initiatives as well as the commercial management of SAL’s five heavylift Orca Class new buildings.

In her new position, Saenz will streamline communication and coordination between regional teams and central functions, work closely with key customers globally and strengthen operational capabilities in key growth markets.

In his 25-year career, Stehle has worked at several big names in the industry including deugro, United Heavy Lift and Boskalis. He was also a founding member of deugro’s ocean transport division, dship Carriers. “Dominik’s vast experience in heavy-lift shipping and project logistics will be a tremendous asset to our team. His innovative perspective and deep expertise will be crucial as we continue to expand our fleet and seize new opportunities,” SAL Heavy Lift said.

“The maritime industry is navigating growing complexities, from its operating environment to the expanding network of diverse stakeholders it serves and interacts with,” said Knut Ørbeck-Nilssen, CEO of DNV Maritime. “To address these challenges and seize new opportunities, the addition of a COO strengthens our leadership team, ensuring we are well-positioned to meet evolving business needs.”

Chapman Freeborn

Vestas

Jakob Wegge-Larsen

Vestas has named Jakob Wegge-Larsen as its new chief financial officer (CFO), with his appointment expected to take effect in the second quarter.

Wegge-Larsen joins the Danish wind energy developer from DB Schenker, where he served as CFO and a member of the management board. He has also held CFO positions at Maersk, Hamburg Süd and MSC Denmark.

Cam Bolton-Wilson

Air charter specialist Chapman Freeborn has tapped Cam BoltonWilson to lead its humanitarian and government division in the Americas. Bolton-Wilson, a former UK Royal Marine, has worked for 18 years in the defense and humanitarian sectors, holding senior leadership positions on location in Afghanistan, Iraq and Yemen.

“Having served in active conflict and disaster zones, I have seen the impact of humanitarian airlifts firsthand,” said Bolton-Wilson. “Chapman Freeborn is an experienced and trusted partner for dozens of aid agencies, and I look forward to making sure it remains the charter broker of choice for humanitarian endeavors throughout the Americas.”

“I am truly excited to join Vestas at a point where the world needs energy more than ever and collaborate with the executive management team and my other 30,000 new colleagues to ensure Vestas plays a key role in meeting the

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DNV has stuck with a familiar face after appointing Cristina Saenz de Santa Maria in the newly created role of chief operating officer (COO) for maritime. The executive, who will be based in Singapore, joined the classification society in 2005, and has held several senior management roles, most recently as regional manager for Southeast Asia, Pacific and India.

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Hellmann Worldwide Logistics

Lee I’Ons

“The Spliethoff-BigLift office in Houston provides key players in the oil and gas, offshore and onshore wind and freight forwarding industries with direct access to a diverse fleet of Spliethoff and BigLift vessels, conveniently located in their region to meet future transportation needs,” the company said. “With the inclusion of Roberto Frigeni, the Houston team now comprises four skilled professionals.”

After more than 26 years at Kuehne+Nagel, Lee I’Ons has begun a fresh challenge at Hellmann Worldwide Logistics, taking on the role of regional CEO for India, the Middle East and Africa (IMEA). Starting on April 1, I’Ons will succeed Madhav Kurup, who has transitioned to COO for airfreight, sea freight and contract logistics.

deugro

I’Ons began his career with a shipping agency in Durban before a move to Kuehne+Nagel where he most recently served as national manager, Gulf Cooperation Council (GCC) and president of the Middle East and Africa. In his new role, the executive will focus on accelerating expansion within the IMEA region – a vital growth driver for Hellmann, it said.

Mohamed Eltantawy

“We are delighted to welcome Lee on board to lead such a strategically important geographical cluster. IMEA has been a driving force of innovation and growth for Hellmann over the past decades,” said CEO Jens Drewes.

“Over the course of his career, Mohamed has successfully managed complex rail projects, including securing clearances, partnering with carriers, and ensuring compliance with AAR and regulatory standards,” deugro said on its social media channels. “His deep understanding of rail logistics and his extensive network within the industry will be instrumental in the delivery of exceptional results for our clients.”

Fracht Group

Ruwan Lindkvist has started a new role at Fracht Sweden as head of project development. Lindkvist previously worked for GEODIS in Sweden as a key account manager for project logistics. The executive has also enjoyed stints at DHL Global Forwarding and DB Schenker.

DHL Global Forwarding

Peter Dudas has begun a new position at DHL Global Forwarding as VP of Industrial Projects in the Middle East and Africa (MEA). Dudas, who joined DHL Global Forwarding in July 2021, had been serving as the group’s VP of strategy, Industrial Projects. The executive brings Peter Dudas extensive industry experience to the role, having previously held managerial positions at deugro and Panalpina.

Ruwan Lindkvist

“Ruwan Lindkvist has 20 years of experience in the logistics industry, where he has successfully led high-profile projects and built strong client relationships,” Fracht Sweden said on LinkedIn. “We are excited to have him on board and look forward to the contributions he will make.”

Spliethoff-BigLift

Roberto Frigeni

“MEA is a significant growth area for DHL Industrial Projects,” Dudas told Breakbulk. “My appointment builds on the strength of our extensive footprint and expertise in the region. We will now work to unlock growth beyond the market position we have established in recent years.”

Roberto Frigeni has joined SpliethoffBigLift Americas as vice president of business development. Frigeni, who will be based in Houston, boasts more than 35 years of experience in heavy lift, marine operations, engineering and sales. He has enjoyed executive stints with several carriers including Roll Group, BBC Chartering and Beluga Shipping.

To be considered for future editions of Movers & Shakers, email: simon.west@breakbulk.com

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deugro has welcomed back Mohamed Eltantawy as its new head of rail, following his previous tenure from October 2022 to February 2024 as senior project coordinator – specialized transport. The executive, who began his new position in January, has also enjoyed stints at Trans Global Projects (TGP), Mammoet and Egytrans.

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A gantry crane is deployed at the origin site to lift and position the 200-ton rotor onto a 20-axle trailer. Credit Comark

Waves of Cargo

COMARK STEERS SUCCESS WITH HEAVY CARGO DELIVERY ALONG THE DANUBE Comark has showcased its expertise in heavy cargo logistics by successfully delivering a 200-ton rotor for Siemens from Slovenia to Germany, following a complex transport route via Croatia’s Port of Vukovar and along the Danube River. We caught up with Klemen Butala, project manager at Comark, to find out more about this impressive cross-Europe project.

Q: What factors influenced the decision to route the shipment through the Port of Vukovar in Croatia?

KB: The transport of a 200-ton rotor is restricted by some road infrastructure limitations in Slovenia, Austria and Germany. The total weight of the cargo and transport composition exceeded the permissible road transport conditions in these countries, making a full road solution impractical and uneconomical.

Q: Can you break down the exact route taken from Slovenia to Such a move would have resulted in excessive transport Germany? costs, permit fees, escort requirements, and necessary infrastructure reinforcements. Given these constraints, the KB: The rotor’s journey began in Slovenia, only viable alternative was to move the cargo via a multimodal where it was loaded onto a 20-axle approach combining road and river transport. The Port of modular truck trailer. From there, it Vukovar was chosen because it provided a direct link to the traveled by road through Slovenia and Danube River, allowing for efficient waterway transport directly Croatia, reaching the Port of Vukovar. to customer, where the final unloading site was situated At Vukovar, the rotor was transferred along the river. Additionally, by shifting a major portion of the onto a barge vessel, which navigated the transport to waterways, Comark was able to bypass numerous Danube River toward Germany. The final road transport restrictions and significantly optimize costs and unloading point was located along a river logistics. canal in Mülheim an der Ruhr, Germany, Klemen Butala where the cargo was offloaded at the client’s facility.

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Q: What kind of specialized equipment was used to lift and move the rotor?

lifting at the loading site, transport, crane assembly in Vukovar, and barge loading. Another challenge was the barge schedule and river navigability. The Danube River’s water levels fluctuate significantly, especially in summer months when drought conditions can impact navigability. Transport had to be carefully timed to ensure the barge could navigate the full route without delays. Finally, we had to manage multiple contractors.

The project involved multiple service providers, including transport teams, crane operators, port personnel, and barge crews. Ensuring all schedules aligned was critical to keeping the project on track.

KB: The handling of the 200-ton rotor required highly specialized equipment, including a gantry crane used at the origin site to lift and position the rotor onto the truck, a 20axle modular truck trailer designed to distribute weight evenly and allow safe road transport, and a barge vessel, selected to handle extreme loads for river transport. Since Vukovar did not have cranes with sufficient lifting capacity, Comark organized lifting equipment at the port specifically for this operation, including a 500-ton heavy-duty mobile crane. This additional set-up ensured a safe and efficient cargo transfer from truck onto the barge.

Q: How long did the entire journey take, from departure to final delivery?

Q: Were any modifications made to existing infrastructure (ports, roads, or bridges) to accommodate the transport?

KB: The entire journey, from departure in Slovenia to final delivery in Mülheim an der Ruhr, Germany, took about three weeks. The transport required meticulous coordination between road and river transport, with careful planning to align with barge schedules and river navigability conditions.

The duration also included necessary preparations such as crane assembly at the Port of Vukovar and temporary road modifications to facilitate smooth passage.

KB: Yes, some temporary changes were made along the road route to make it easier for the cargo to pass. Before starting, we did a detailed route survey and identified areas that needed adjustments. This included moving overhead cables, temporarily removing traffic lights and signs, and making changes to roundabouts and urban areas for more space.

Luckily, no changes to bridges were needed because all the bridges on the route could handle the load.

Q: Was there a particular moment or aspect of this project that you found particularly rewarding?

Q: What were the biggest logistical challenges faced during this transport?

KB: The most rewarding aspect of this project was seeing months of planning come together seamlessly, from precise engineering calculations to the flawless transition between transport modes. The successful execution of this transport not only showcased Comark’s technical expertise but also reinforced the value of strategic planning and collaboration in the field of heavy and oversized cargo logistics.

KB: One of the most complex aspects of the project was the coordination of multiple operations, which had to align precisely to avoid delays. The biggest challenges included synchronizing all key stages, as the operation required close coordination between different phases, including hydraulic

*Breakbulk Exhibitor The rotor crosses a bridge on its way from Slovenia to Germany. Credit Comark

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FROM BREAKBULK MIDDLE EAST

UNLOCKING AI’S POWER FOR PROJECT SUCCESS

By Dennis Daniel

AI may be a buzzword, but the technology’s impact on project logistics has been profound, providing innovative solutions to a range of longstanding industry challenges.

“Unlike moving standard freight, we’re involved in managing highly complex, oversized, special cargo, and that often demands a tailored solution,” Dekkers told listeners.

“So from factory to foundation delivery to managing multimodal transport and heavy-lift, the stakes are high and the margin for error is very slim. This is where AI has come in as a gamechanger.”

That was one of the key takeaways from an “Unlocking the Power of AI” panel session at Breakbulk Middle East, moderated by Arnoud Dekkers, head of business development for Industrial Projects – Middle East and Africa at DHL Global Forwarding.

Dekkers highlighted exciting new developments that are directly impacting the logistics industry. These include computer vision, which allows machines to see and interpret their surroundings; generative AI, which enables them to create new content; and audio AI, which enhances their ability to understand and respond to sound.

Fellow panelist Vineet Bakshi, regional logistics director for Fluor, said his company deployed AI for cost and price prediction for major commodities – a frequent challenge EPCs face when bidding for projects.

“It’s common for EPC companies to submit price proposals for projects that may be executed three to five years in the future,” Bakshi said. “The challenge lies in determining the right price to avoid budget constraints later and to ensure the client or project owner understands the investments necessary for large capital projects.”

To address this, Fluor partnered with a technology provider to develop an AI predictive model that analyzes data from various sources including the company’s historical data, and predicts the price of commodities such as steel, aluminum and copper.

“The AI model could also predict container prices for the next three to five years. Our goal is to ensure that prices remain within budget so that projects are feasible and have long-term financial stability,” Bakshi said.

Arnoud Dekkers, DHL Global Forwarding.

Credit: Spaceplum

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“THE BENEFITS OF IMPLEMENTING AI IN VESSEL OPERATIONS INCLUDE IMPROVED OPERATIONAL EFFICIENCY, ENHANCED SAFETY AND EXTENDED EQUIPMENT LIFE.” JULIAN PANTER, SMARTSEA Credit: Spaceplum

AI is also transforming shipping by boosting efficiency, cutting costs, improving safety and promoting sustainability. Panelist, Julian Panter, CEO of SmartSea, said data analytics and machine learning can increase the uptime of vessels by detecting anomalies, predicting failures and optimizing maintenance schedules.

Vineet Bakshi, Fluor.

Credit: Spaceplum

“Sensors can be installed on ships for real-time data collection and monitoring a vessel’s performance and condition,” Panter said. “For example, the USS Fitzgerald, a U.S. Navy ship, has 10,000 sensors that provide data from the ship’s systems to help predict and prevent maintenance issues, which ensures that the vessel is always ready for deployment.”

Panter explained that Maersk has been leveraging AI to monitor engine performance, improving fuel efficiency and operational reliability across its fleet. He also cited the Yara Birkeland, an autonomous and emission-free container ship, which utilizes AI for functions such as predictive maintenance.

He concluded: “The benefits of implementing AI in vessel operations include reduced downtime, cost savings from timely dry docking, enhanced safety through early problem detection, extended equipment life by preventing wear and tear and improved operational efficiency through predictive maintenance.” *Breakbulk Exhibitor *BGSN Member

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NEW FACES AT BREAKBULK EUROPE Get to know some of the first-time exhibitors, and make a note to visit their stands at Breakbulk Europe global

Exen Global BV

PTP Group s.a.

What makes your company different from others in your sector?

Exen Global B.V. is the umbrella organization for its subsidiaries, an all-in-one company specializing in commercial and technical management services.

We offer contracted and spot chartering for general cargo, project cargo, dry bulk, grain and dangerous goods. With over 30 years of experience, we have earned an industry-leading reputation in this market, managing an exclusive fleet of 25 vessels (2,000–37,000 DWT). We are leaders in coaster operations and are successfully expanding our expertise into the handy-size segment, enabling us to engage in both regional and international trade. Headquartered in the Netherlands, with offices in Istanbul and Düsseldorf, we serve key markets across Europe, the Baltic, the Mediterranean and West Africa.

What makes your company different from others in your sector?

PTP Group is a terminal operator and logistics services provider with its roots in Latin America. With 14 dedicated, truly multipurpose terminals in Argentina, Brazil, Paraguay and Uruguay, PTP Group partners with clients for a long-term commitment. Breakbulk and project cargo is a solid division, next to bulk and liquid bulk. PTP Group is a diversified, family owned business.

Cengizhan Naiboğlu, General Manager Freight Forwarder Netherlands www.exenglobal.nl Stand 1F44

Linda Treuman Country Manager Netherlands Freight Forwarder Uruguay www.ptpgroup.com.ar Stand 2D17

What made you decide to exhibit at Breakbulk Europe 2025?

As we expand into Europe with a general cargo terminal & a coldstore in Cadiz and a branch in Rotterdam, BBEU is a great chance to inform the Breakbulk community more in depth about our company, the terminals and the possibilities we offer. Our port and maritime agencies can guide clients in Latin America. We welcome you at stand 2D17 to meet and explore opportunities.

What made you decide to exhibit at Breakbulk Europe 2025?

Breakbulk Europe is a key event for our industry, bringing together major players in project logistics. As a new exhibitor, we see this as a great opportunity to showcase our expertise, connect with industry leaders and explore new partnerships. By stepping onto this stage, we aim to make our presence visible with confidence, extending our hand for long-term partnerships and lasting business relationships.

What is your outlook for project opportunities this year? What types of projects are you pursuing and what regions look most promising?

Connecting markets is our slogan, and with the European branches, PTP Group takes this a step further; Latin America is growing and cargo can be consolidated at our terminals there to find the way into Europe or the other way around.

With Spain acting as a gateway between Europe and the African continent, we also see growth opportunities there.

What is your outlook for project opportunities this year? What types of projects are you pursuing and what regions look most promising?

Experts do not anticipate major market growth this year.

Instead, the focus will be on fleet renewal and new investments.

However, given the current geopolitical environment, we expect that activity will gain momentum in segments such as bulk shipping, defense and infrastructure projects, particularly in Europe and the Middle East. Our priority remains delivering high-quality logistics solutions for large-scale projects in these regions.

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Services Exporters’ Association (HIB)

What is your outlook for project opportunities this year? What types of projects are you pursuing and what regions look most promising?

For the upcoming year, we see strong opportunities, particularly in Europe, the Middle East, Central Asia and Africa. The increasing investments in infrastructure, energy and industry in these regions are driving the demand for specialized logistics solutions. With its strategic location, advanced transportation network and high-capacity, efficient transport solutions, Türkiye is an indispensable logistics hub connecting global markets.

Our member companies provide fast and efficient alternative transport routes across a wide range of sectors, including renewable energy, oil and gas, construction, and heavy industry projects. They offer solutions that ensure fast, reliable, on-time delivery with competitive freight rates.

Moreover, sustainable and digital logistics solutions are gaining increasing importance, and Turkish logistics companies are rapidly adapting to this transformation.

Murat Baykara Board Member and Chairman of the Freight Transport and Logistics Services Committee Türkiye hib.org.tr/en/homepage Stand 2H90 What makes your company different from others in your sector?

Service Exporters’ Association (HIB) is a semi-public institution that represents and supports Türkiye’s service sector on a global scale. In the field of logistics, we play a crucial role in enabling Turkish companies to expand into national and international markets, increasing trade opportunities, and fostering global collaborations.

As Service Exporters’ Association, we support our logistics companies in the sectoral context , undertake strategic initiatives that support the sector’s growth, digitalization, and sustainability, and promote Türkiye’s strength in project cargo, breakbulk, and heavy-lift transportation to the world.

Our association has been a pioneer of numerous innovations across the sectors it represents. It maintains a young, dynamic, and ever-evolving corporate structure that is always open to innovation.

Polaris Autoliners

Walid Salloum, Chairman Maritime Transport United Kingdom polarisautoliners.com Stand 2E81 What makes your company different from others in your sector?

Polaris Autoliners stands out in the shipping industry due to our comprehensive service catalog and end-to-end logistics expertise, being able to offer a wide range of solutions in both ocean and inland transportation with years of industry experience in both fields.

In addition to our expertise in intermodal logistics we are deeply customer-centric, working closely with all our clients to provide solutions tailored to their specific needs while going above and beyond to support them to the best of our abilities.

What made you decide to exhibit at Breakbulk Europe 2025?

Breakbulk Europe is one of the most significant trade fairs in the global logistics and project cargo sector, offering immense value for Turkish companies in terms of establishing business connections, exploring commercial opportunities, and keeping up with industry trends.

As Services Exporters’ Association (HIB), our primary objective is to enhance the global visibility of Turkish logistics firms and facilitate new commercial partnerships.

Through our national participation, we will be attending Breakbulk Europe 2025 alongside eight leading Turkish logistics companies, aiming to showcase Türkiye’s strategic advantages in breakbulk transportation, support our highcapacity logistics firms on the international stage, and reinforce Türkiye’s position as a key logistics hub connecting Europe, Asia, and Africa.

We invite all visitors to experience the exciting opportunities offered by Türkiye, the world’s meeting point, and the Turkish logistics sector at the Türkiye Pavilion, booth 2H90.

What made you decide to exhibit at Breakbulk Europe 2025?

Breakbulk is the premier gathering for project cargo and heavy-lift logistics but it has also become increasingly important for RoRo specialists like us, making it an ideal platform to engage with key industry players and providing us an opportunity to reinforce and expand our position as a trusted carrier for high & heavy and specialized vehicle logistics.

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What is your outlook for project opportunities this year? What types of projects are you pursuing and what regions look most promising?

We are excited to be part of the opportunities and developments arising in the industry in 2025. The demand for RoRo shipping solutions continues to expand, particularly in sectors such as renewable energy and industrial expansion.

With our newly launched Norway service we are reinforcing our presence in a region that has made a strong commitment to renewable infrastructure and has a high demand for offshore energy components and industrial cargo as well as continuing to lead the charge in electric mobility adoption.

Another very promising region is the Middle East with its rapid industrial expansion and large-scale infrastructure projects. The region’s strong shift toward renewable energy is driving the demand for construction equipment, EVs and sustainable transport solutions.

With major building projects and new initiatives on the rise, we look forward to strengthening our presence in the region and are excited for the opportunities ahead in 2025.

SUARDIAZ Group

Javier Nieto Project Cargo Manager Freight Forwarder Spain www.suardiaz.com Stand 1J41

family-owned company—is a significant achievement. It has driven us to be highly adaptable, making swift and efficient decisions to remain competitive. This agility allows us to respond quickly to industry demands, providing flexible and tailored solutions for our clients.

What made you decide to exhibit at Breakbulk Europe 2025?

Breakbulk Europe is the leading event for the project cargo, transport, and logistics industry, and we decided to be part of it. It’s a key opportunity to connect with industry professionals, explore new business opportunities and drive innovation in the supply chain.

What is your outlook for project opportunities this year? What types of projects are you pursuing and what regions look most promising?

This year, we see significant opportunities in sectors such as oil and gas, renewable energy, and civil construction. These industries continue to generate demand for specialized logistics solutions, and our expertise allows us to efficiently support complex and large-scale projects. Regarding regions, we are focusing on markets with strong growth potential, particularly in the Maghreb and Latin America.

These areas present promising opportunities due to ongoing infrastructure development, energy transition initiatives and increased industrial activity. Our agility and experience in these regions position us as a trusted partner for companies seeking efficient and customized logistics solutions.

What makes your company different from others in your sector?

In a highly competitive and globalized market, being a Spanish operator—and more specifically, a

New Exhibitors at Breakbulk Europe 2025 Company name 2K Global Denizcilik ve Tic. A.Ş ALE Kazakhstan Asstra Associated traffic AG Borusan Port E-Crane ELEBIA AUTOHOOKS Exen Global BV GLOBE Group INTELS NIGERIA LIMITED Polaris Autoliners Limited Port of Middlesbrough PTP Group Services Exporters’ Association

Stand number 2A70 2F101 2M21 2B73 1D44 2B71 1F44 2C90-D91 1A43 2E81 2E85 2D17 2H90

Country

Sector

Türkiye Kazakhstan Switzerland Türkiye Netherlands Spain Netherlands Saudi Arabia Nigeria United Kingdom United Kingdom Netherlands Türkiye

Freight Forwarder Freight Forwarder Freight Forwarder Freight Forwarder Equipment Freight Forwarder Freight Forwarder Marine Transport Ports & Terminals Freight Forwarder Ports & Terminals Freight Forwarder Associations and Networks

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Shanghai Ming Wah Shipping Co., Ltd. SUARDIAZ Group ThPA S.A - Port of Thessaloniki Transport Logistica GmbH Triton WR Logistics TMA Bulk Kerry Project Logistics (Italia) S.p.A. ASSOCIATED BRITISH PORTS Gebruder Weiss, Inc. Transport and Logistics Buss Terminal Eemshaven De Bock Ship Management RIKON, JSC EST - Europea Servizi Terminalistici S.r.l.

PMS Industrie EFE PROJECT CARGO TRANSPORTATION Zhejiang Brilliant Logistics Co., Ltd. Sommer - Group Aertssen Group Thecla Bodewes Shipyards BV Soloplan GmbH Software for logistics and planning Practomar Inc. UAB Hegvita Hainan Huashen International Logistics Co., Ltd Air Charter by Le Bas Baltnautic Holding BV Bring South Jersey Port Corporation FUJIAN HIGHTON DEVELOPMENT CO.,LTD Qingdao Mutrade Co., Ltd. think 360 Limited South Jersey Port Corporation NATCO Logistics Services Company B2L Cargocare B.V. heyport GmbH Bellemare Transport | Engineering | Logistics Port of Pascagoula Trailer Bridge Trans Fast Logistics Pvt Ltd INSITE IT GmbH SARC BV Eastern Drayage UAB Tomegris Seyit Usta Treyler San ve Tic. Ltd Şti MULTIMODAL PROJECTS Holmatro Shultz Shipping Maritime Solutions Company LLC RailSync GmbH System Loco Headseaway International Logistics Co., Ltd Intercem Group Envision Middle East Solutions FZ LLC

2K70-L71 1J41 2E31 1M30 2E75 1K45-L44 2K50 2K02 1M15 2B74 1D51 2L30 2E100 2F30 1K30 2G74 2F111 2H50-J51 1E41 2K51 2G110 2F53 2F50 2H111 2M11 2J81 2G01 2A55 2A72 2C01 1F02 2M42 2D112 2E110 2J86 2L02 2J84 1M24 2K80 2J80 1C52 2K81 2E108 1F51 1H44 2M54 2C03 2E111 2K87 1L51 2M02 1E50 2D120

Singapore Spain Greece Austria Belgium Germany Germany Italy United Kingdom United States Netherlands Netherlands Latvia Italy France Türkiye China Germany Belgium Netherlands Germany Greece Lithuania China United Kingdom Lithuania Norway United States China China United Kingdom United States Saudi Arabia Netherlands Germany Canada United States United States Pakistan Austria Netherlands United States Lithuania Türkiye Romania Netherlands Denmark Saudi Arabia Germany United Kingdom China Germany United Arab Emirates

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Marine Transport Marine Transport Freight Forwarder Freight Forwarder Marine Transport Freight Forwarder Marine Transport Freight Forwarder Ports & Terminals Freight Forwarder Ports & Terminals Freight Forwarder Freight Forwarder Freight Forwarder Freight Forwarder Freight Forwarder Freight Forwarder Freight Forwarder Equipment Equipment Technology Marine Transport Freight Forwarder Marine Transport Air Transport Marine Transport Freight Forwarder Ports & Terminals Marine Transport Equipment Technology Ports & Terminals Freight Forwarder Freight Forwarder Technology Road and Rail Transport Ports & Terminals Freight Forwarder Freight Forwarder Technology Freight Forwarder Industry-related Services Freight Forwarder Equipment Freight Forwarder Equipment Freight Forwarder Marine Transport Technology Technology Freight Forwarder Ports & Terminals Freight Forwarder

NEWS BITES FROM AROUND THE WORLD: QUICK HITS, BIG IMPACT!

Credit: MSC

A roundup of Breakbulk shippers and exhibitors in the news

MSC DELIVERS FERMENTERS FROM INDIA TO OMAN

Credit: Blue Bell Shipping

BLUE BELL SHIPPING DELIVERS PROJECT CARGO TO REMOTE IRAQI OILFIELD Blue Bell Shipping is playing a key role in the logistics for a major oil project in southern Iraq, with the Dubai-based breakbulk mover already delivering 150,000 cubic meters of cargo as part of ongoing operations. Blue Bell has teamed up with BBC Chartering to

transport the cargo, much of which is heavy-lift and out-of-gauge. The forwarder is responsible for moving the cargo from factory sites in the UAE, shipping it via Jebel Ali to Umm Qasr Port, and overseeing its onward delivery to the remote oilfield in Iraq.

Credit: Cometto

COMETTO SPMTS DEPLOYED TO REPLACE AGING BRIDGE IN SWEDEN Cometto SPMTs have been deployed to move several heavy components for a bridge replacement project in Sweden. The bridge sections, which included the 147ton, 42-meter-long main bridge structure, were carried using a 10-axle combination in side-by-side mode in three nighttime moves over a 500-meter stretch from the production site to a ship pier. Cranes were then used to load the units onto a barge for delivery and installation.

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MSC has used its container vessel MSC Brianna to ship six giant fermenters weighing 62.7 tonnes apiece from India to Oman. Comprising a total volume of nearly 3,000 cubic meters, the cargo was transported on one voyage utilizing MSC’s Upper Gulf Service route from the ports of Mundra and Nhava Sheva on India’s eastern coast, across the Arabian Sea and into the Port of Sohar. The fermenters are set to play a critical role in the Middle East’s first biotechnology manufacturing facility.

KALEIDO LOGISTICS EXPANDS FOOTPRINT IN AFRICA Kaleido Logistics has strengthened its presence in Africa after opening a new base in Namibia, adding to its existing regional hubs in Angola and Mozambique. The site in Walvis Bay features offices and a 5,000-square-meter logistics center that offers integrated solutions for the import and export of oversized, containerized and bulk cargo. Spainbased Kaleido has invested close to five million euros between all its different locations across Africa.

SAIPEM, SUBSEA7 REVEAL MERGER PLANS

Credit: deugro

Saipem and Subsea7 have reached an agreement in principle to merge their operations to create a global energy services giant with a combined backlog of some 43 billion euros. The venture, named Saipem7, would boast a workforce of 45,000 people including more than 9,000

engineers and project managers.

It would comprise four business units: offshore engineering and construction, onshore engineering and construction, sustainable infrastructures and offshore drilling.

The deal is expected to conclude in the second half of 2026.

DEUGRO LAUNCHES NEW WAREHOUSE FACILITY IN US

Credit: Saipem

deugro has expanded its footprint in the U.S. after launching a new warehouse and laydown space in Baytown, Texas. The Cedar Port Operations and Logistics Terminal (COLT) has already begun operations and will function as an additional facility alongside deugro’s existing Baytown location. Future plans at COLT include setting up a free trade zone, deugro said.

ALLSEAS WINS MAJOR PIPELAY PROJECT IN BRAZIL contract, awarded by Petrobras, constitutes one of Allseas’ largest offshore pipeline installation projects in its 40-year history, the Swiss firm said. Work is slated to begin in the third quarter of 2026.

Credit: Ørsted

Allseas has won a contract for the design, procurement, construction and installation of subsea infrastructure for the Buzios-10 field in Brazil’s Santos Basin pre-salt province off the coast of Rio de Janeiro. The

ØRSTED, PGE TAKE FID ON POLAND’S BALTICA 2 WIND FARM

Credit: Allseas

Ørsted and Polska Grupa Energetyczna (PGE) have taken final investment decision on the 1.5-GW Baltica 2 offshore wind farm in Poland’s Baltic Sea. The companies have established a 50:50 joint venture to build, own and operate the wind farm, situated some 40 kilometers off the coast near Ustka. The project, expected to deliver first power in 2027, will comprise 107 Siemens Gamesa 14MW-222 wind turbines. Cadeler and Fred. Olsen Windcarrier will install the turbines, while Van Oord will install the foundations and offshore substations.

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WHERE CONNECTIONS

BLOOM

Women in Breakbulk at Breakbulk Middle East was a high-energy celebration of resilience, connection, and fun!

From tossing yarn to weave new relationships to swapping real stories of perseverance, women found moments of spontaneity in a serious industry. Laughter, insight, and new friendships bloomed, setting the stage for connections that will last for years.

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L-R: Industry panel Moderator Leslie Meredith, Breakbulk Events & Media; Yuxue Chen, deugro; Tuna Hazar Avcı, Cargoland International and Logifem Society Network; Liana Kouimtzi, GAC Group and WISTA UAE; Emma Nash, Tuscor Lloyds and Logifem Society Network; Zina Sujith, Gulftainer Co. and WISTA UAE

Keynote speaker Zai Mistiq, Step Up Journey

22 Breakbulk Magazine

L-R: Ba sma Mo ha SureFo rth Insu med, Orient C a rance C onsulta rgo; Migle Mate n cy a n d lionyte, WISTA UA E

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Event chair Leslie Meredith (center) with Women in Breakbulk ambassadors

Networki

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Lup tya Distefano (left) and wellness experts Kat ivity Women in Breakbulk tions” networking act nec con g avin “we the Almahuna organized

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Making connections in

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Next Women in Breakbulk event: Breakbulk Europe Register Now://europe.breakbulk. com/page/get-ticket Networking Breakfast, Tuesday, 13 May Dinner Cruise, Wednesday, 14 May Women in Breakbulk Lounge - open throughout exhibition

Women in Breakbulk Middle East

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INNOVATIVE & SUSTAINABLE BUSINESS SOLUTIONS

Let’s reach your companies’ goals!

Sales Consulting

Digital Marketing

Corporate Events

Core Services With over 30 + years of expertise in manufacturing, oil & gas, energy, and logistics, our team combines industry knowledge with cutting-edge technology and innovation. We help clients enhance strategies, optimize brand visibility, and drive growth in a competitive landscape by offering creative and holistic solutions with our core offerings.

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Well-being drives success. We help you integrate corporate wellness strategies that boost employee engagement, foster resilience, and enhance productivity. Check out our wellness partner Stressie App to learn more.

832-506-9441

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kattya@kattyaandco.com

LUCK, LOGISTICS AND A GOOD POUR: BREAKBULK’S ST. PATRICK’S DAY ROUNDUP This St. Patrick’s Day (March 17), we’re raising a glass to Ireland’s deep ties to trade and transport and celebrating the spirit of the day – wherever your business takes you.

Irish Pubs in Breakbulk Event Cities If you’re far from Ireland but still looking for a proper pint, these Irish pubs in Breakbulk’s key event cities bring the craic:

Paddy Murphy’s Irish Pub (Rotterdam): A lively spot in the Netherlands’ busiest port city, known for its warm atmosphere, live music, and proper Guinness pour.

Heavy Lifts & High Winds: Collett’s Record-Breaking Delivery Collett & Sons moved 90 components – including the longest turbine blades ever delivered in the UK and Ireland – for the Cushaling wind farm project.

McGettigan’s (Dubai): One of the most well-known Irish pub chains, offering a mix of traditional Irish fare and live sports in a modern setting.

Kenneally’s Irish Pub (Houston): A family-owned pub for over 40 years, famous for its Chicago-style thin-crust pizza and a strong selection of draught beers.

Superstitions & the Sea: The Pig and the Waves

Irish fishermen believed that mentioning pigs at sea – or even seeing one before setting sail – would bring terrible luck. To avoid misfortune, they used a workaround: never saying the word “pig” at all, referring to them instead as “the fellow with the curly tail.”

The Perfect Pour: Irish Coffee

Strong coffee, smooth whiskey, and a rich cream float— master the classic Irish coffee with this simple recipe.

6 ounces fresh, strong black coffee 1-½ ounces Irish whiskey 2 teaspoons Demerara sugar Heavy cream

A Bit of Irish Luck

Pour hot water into a mug or heatproof glass to take the chill off. Pour out the water. Fill the mug about 3/4 full with the coffee. Add the sugar and stir until dissolved.

Top with whipped cream. If using lightly whipped cream, pour it slowly over a warm spoon onto the coffee, being careful not to break the coffee’s surface.

Otherwise, spoon gently on top. Enjoy while hot.

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A potted four-leaf clover (Oxalis tetraphylla) adds a fresh touch of Irish charm – and maybe a little luck. Unlike the common shamrock, its rare fourth leaf symbolizes good fortune.

Easy to care for and available at many florists, it’s a perfect St. Patrick’s Day gift or desk companion.

BREAKBULK ENERGY SPECIAL

INSIDE Southeast Asia Readies for Oil & Gas Boom Keeping Mega Cracker Complex On Track New Tech Fuels Texas Power Surge Serial Inventor’s Net Zero Shipping Solution Charting a New Course: ADNOC L&S Expands Its Global Reach Riding the Wave of Change High Risk, High Reward in West Africa Fair Winds Set to Transform South Korea’s Energy Mix

deugro Houston moving a c6 column to Scott Bay, Texas. Credit: deugro

Energy Special

SOUTHEAST ASIA READIES

FOR OIL & GAS BOOM

Region Is ‘Hedging Its Bets’ on Energy Transition

S

outheast Asia looks set to be an exciting market for oil and gas logistics projects in the coming years with billions of dollars of investment anticipated, particularly in Indonesia, Vietnam and Malaysia.

Some US$100 billion worth of offshore gas investments could be

By Damon Evans and Luke King

approved between 2024 and 2028, data from Rystad Energy shows.

This would be more than double the US$45 billion worth of projects that took final investment decisions (FIDs) from 2014 to 2023 and reflects a “new wave of momentum” for Southeast Asia, noted the

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energy consultancy in a report.

“Southeast Asia finished 2024 on a high note, with over US$10 billion worth of greenfield projects sanctioned – a significant threefold growth from 2023,” Prateek Pandey, vice president of analysis at Rystad Energy, told Breakbulk.

Energy Special

outlook for oil and gas projects in Asia remains positive, driven by rising energy demand, economic growth and government support.

Asia’s rapid industrialization and urbanization are fuelling a significant increase in energy consumption, with projections indicating a two-thirds rise by 2040.

“This growing demand, coupled with the economic expansion of major markets like China, India and Southeast Asia, is prompting largescale investments in oil and gas infrastructure to support industrial activities and transportation needs.”

Grammare noted that, in the oil and gas market in general, sustainability is becoming an increasing priority, with the industry adopting measures such as carbon capture and storage (CCS) and investing in cleaner technologies to mitigate environmental impact.

“This means that existing facilities are being further developed to meet new environment standards,” he said.

“For AAL, oil and gas will continue to be a significant part of our business in Asia, as the sector maintains strong demand for heavy-lift and project cargo services. With ongoing investments in infrastructure and government-backed initiatives creating a favourable environment for growth, the industry remains a vital pillar of the region’s energy landscape.”

Carrier Interest

Christophe Grammare, AAL Shipping

Christophe Grammare, managing director of Singapore-based AAL Shipping, is also upbeat. “The

Chinese-Polish Joint Stock Shipping Company Chipolbrok said it is “highly interested” in the oil and gas sector. “Despite the ongoing vast development of the renewable energy sector, we still see the importance of more traditional energy sources, which recently are being modernized. This gives us possibility to transport heavy-lifts used in the process,” a spokesperson for the line’s management team in Shanghai and Gdynia told Breakbulk.

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On the subject of President Trump imposing tariffs or other trade barriers on China, the Chipolbrok spokesperson said: “We will have to wait and see whether the announced measures will have a lasting impact on trade flows. China plays a leading role in supplying other industrialized countries, so such penalties would represent a hindrance to global trade and would result in a painful backlash.”

Grammare stressed that, despite the growing momentum for renewable energy in Asia, many countries continue to invest in fossil fuel projects, particularly as governments prioritise energy security and economic stability. “Nations with abundant natural resources, such as Indonesia and Malaysia, still see fossil fuels as a key economic driver, leveraging their reserves for both domestic use and exports,” he said.

“Policymakers in the region are taking a balanced approach, hedging their bets between renewables and fossil fuels to ensure a steady energy supply while addressing environmental concerns. The transition to renewable energy is a complex process that requires substantial investment in infrastructure, technology and regulatory frameworks, making it a long-term effort rather than an immediate shift.”

Much of the present optimism around Asia’s oil and gas outlook can be attributed to two key projects – BP’s Tangguh Ubadari Compression project in Indonesia, and PetroVietnam’s giant Block B gas project in Vietnam.

Carbon Capture in Indonesia

In November, BP announced a US$7 billion investment decision for its Tangguh project, which aims to boost gas and LNG output, partly using carbon dioxide (CO2), while building a new carbon capture, utilization and storage (CCUS) business.

Energy Special

Following the FID announcement, Japan-based JGC said it had won a lump sum US$2.4 billion onshore engineering, procurement, construction (EPC) and installation turnkey contract to install onshore compression facilities at Tangguh.

The purpose of the integrated EGR/CCUS project is to separate the reservoir CO2 from the produced gas and reinject it back into the offshore Vorwata gas field for sequestration and EGR. Once completed, the EGR/CCUS part of UCC will have three injection wells, one offshore injection platform, one offshore CO2 pipeline and onshore facilities for CO2 removal, processing and compression.

JGC said that new units at the onshore LNG facility mainly consist of hydrocarbon compressors

The 19,000 dwt S-Class vessel AAL Fremantle loading heavy lift cargoes for Petronas’s refinery and petrochemical integrated development project (RAPID) in Pengerang, Southern Johor, Malaysia Credit: AAL Shipping

The project includes developing the as-yet untapped 3 trillion cubic feet Ubadari gas field to backfill Indonesia’s largest gas-producing facility — the 11.4 million ton per year capacity Tangguh LNG export plant.

Enhanced gas recovery (EGR), using CCUS and onshore compression, will be implemented both to boost

production and to partly decarbonize the Tangguh project, keeping the LNG plant pumping for decades.

Gas from Ubadari should start to flow in 2028, according to BP. The CCUS element is expected to start up two to three years later, a source close to the development told Breakbulk.

A Regional Resurgence “Southeast Asia is showing a lot of promise, with the oil and gas sector experiencing a significant resurgence and several smaller developments ongoing in Malaysia, Indonesia and Vietnam,” says Marc Willim, AAL Shipping’s global head of chartering.

Of late, discussions among Southeast Asian nations have focused on the future of domestic energy developments to limit their rising dependence on gas imports.

Thailand, Vietnam, Philippines, Malaysia, Singapore and Indonesia are all increasingly relying on importing liquefied natural gas (LNG).

Consequently, energy security and the transition to natural gas as a fuel to replace coal have become an increasing concern for governments in the region.

Looking ahead, Indonesia and Malaysia are expected to see the most FIDs for new projects. “The former stands out with expectations to accelerate its offshore gas activities,” reported Rystad.

A combination of faster approvals,

Marc Willim, AAL Shipping

improved financial terms and recent exploration successes are reviving interest in Indonesia’s upstream, especially for gas. Aside from BP’s Tangguh UCC project, the Inpex-led Abadi LNG project is planning FID in 2027, while Italy’s Eni is expecting to take FID on its Northern Hub project in the Kutei basin this year as part of its Indonesia Deepwater Development (IDD).

Meanwhile, in January, Petronas confirmed FID for its Hidayah oilfield project offshore East Java. The

US$900 million-plus development plan encompasses the drilling of oil production wells, supported by an unmanned integrated wellhead and central processing platform. The scheme entails a floating storage and offloading (FSO) unit with living quarters and a central control room.

More investment is also eyed in Malaysia following significant gas discoveries made since 2020, primarily managed by state energy company Petronas, as well as PTTEP and Shell, according to Rystad.

Thailand’s PTTEP achieved a historic milestone in 2021 with its largest-ever gas discovery and gas reserves at the Lang Lebah-2 well in the company’s operated Malaysia SK410B project offshore Sarawak.

Lang Lebah is expected to produce 3.3 billion cubic meters of gas per year at peak. However, recent delays make the development timeline uncertain, with the latest guidance suggesting FID later this year, although analysts expect this will be pushed back further.

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Energy Special

to boost natural gas pressure from the existing gas wells, EGR compressors to collect and compress acid gas from the existing acid gas removal unit, and a newlybuilt combined cycle power plant as well as associated utilities.

Italy’s Saipem and its local partner were awarded a US$1.2 billion contract covering EPC and installation for the offshore works. Saipem’s activities include the engineering, procurement, construction and installation of two wellhead production platforms, a wellhead platform for the re-injection of CO2, and approximately 90km of associated pipelines. The platforms will be fabricated locally in Karimun in Indonesia’s Riau Islands, close to Singapore. Karimun is Saipem’s largest yard worldwide and one of the largest in Southeast Asia.

Speaking to Breakbulk, Koichi Kaizu, logistics specialist at JGC, said the oil and gas sector would remain “a vital component of our business portfolio over the next decade.” He added: “We anticipate that several LNG projects will advance to FID and proceed towards realization. JGC’s focus encompasses leveraging digital technologies and implementing low-carbon and decarbonized technologies to ensure sustained growth in this core business area.”

Kaizu holds the view that Asia is comparatively less susceptible to any changes in energy policy in the U.S., though he said there could be some influence on the downstream energy supply chain.

“For example, Japan may need to manage additional LNG off-take from U.S. production. In terms of upstream activities, Japan might have to co-invest in the development of Alaska LNG. This does not mean that decarbonization efforts are being delayed, but it may extend the transition period to cleaner energy if these LNG off-takes are made on a long-term basis.

“It goes without saying that Trump’s policy outlook is unclear, and it is difficult to predict the next few years, based on his actions and statements since taking office.”

Vietnam’s Giant Gas Project

In March 2024, the Phu Quoc Petroleum Operating Company (PQPOC), led by PetroVietnam alongside its partners, Thailand’s PTT Exploration & Production (PTTEP) and Japan’s Mitsui, took FID on a giant gas project in Vietnam.

The US$7 billion Block B project consists of the phased development of Block B, 48/95 and 52/97, which are located in the shallow waters of the Malay-Tho Chu Basin, off the coast of the Ca Mau province. The blocks hold 3.95 trillion cubic feet of gas, equivalent to approximately 680 million barrels of oil.

In December, a consortium of McDermott and Petrovietnam Technical Services Corporation (PTSC) started building the central production platform that has a design capacity of 490 million cubic feet per day of gas and 20,000 barrels per day of condensate. It is being fabricated locally in Vietnam. The McDermott-PTSC consortium won a

deal worth over US$1 billion for engineering, procurement, construction, installation (EPCI), and hook-up and commissioning (HUC) services.

Under the full project scope, the consortium will provide EPCI and HUC services for the central production platform, living quarters platform, flare tower and bridges for the Block B gas development project off the southwest coast of Vietnam.

Block B gas will be piped through a US$1.3 billion pipeline covering a distance of 433 kilometers and will then mainly be used to feed the planned US$3.7 billion O Mon power complex. O Mon is a 3.8 gigawatt facility that consists of four units, of which only the 660 megawatt O Mon I facility is currently in service.

Three other units of 1,050 MW are still in the planning stage.

Damon Evans is a freelance journalist, analyst and consultant, specializing in the energy sector with 20 years of experience. He is based in Southeast Asia.

Involved in the project cargo industry since 2007, Luke King is managing editor of Breakbulk. * Breakbulk Exhibitor * BGSN Member

Chipolbrok said it is “highly interested” in the oil and gas sector.

Credit: Chipolbrok

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Energy Special

KEEPING CR COMPLEX ON

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Energy Special

G MEGA RACKER N TRACK Partners Deliver Complex Cargo for INEOS Project One

By Malcolm Ramsay

Loading operations at the port of Zhangjiagang, China. Credit: deugro

O

ne of the largest investments in Europe’s chemical sector for decades, the INEOS Project ONE in Belgium has been a hub of project cargo activity since construction began in late 2022. Over the last year however this activity has scaled up, as some of the largest and most complex components have started to arrive on site.

First announced in 2019, Project ONE is located within the industrial zone of the Port of Antwerp and entails the construction of an advanced ethane cracker and propane dehydrogenation (PDH) unit, which is expected to bring substantial economic and environmental benefits by producing ethylene and propylene with much lower CO2 emissions compared to traditional methods.

“Ethylene, which will be produced here, is essential for making solar panels, wind turbine blades, lightweight materials for cars, and packaging for the food and medical industries,” Jacques Vandermeiren, CEO of the Port of Antwerp-Bruges, comments.

“This project not only strengthens Antwerp’s role as a strategic hub but also helps anchor a forward-looking and sustainable industry in Europe.”

One of the most complex deliveries to date was the shipment of ten oversized storage bullets and ancillary equipment from China to Antwerp in 2024. To manage this project, INEOS selected global freight forwarder deugro to coordinate and complete transport of over 52,600 cubic meters of critical equipment.

David Richardson, operations manager at deugro, tells Breakbulk that “careful project preparation from the outset” was crucial, alongside “proactive communication and cooperation with all partners” to ensure smooth project execution and successful on-time delivery.

The huge dimensions and weight of some of the largest storage components complicated the task further, with single weights of up to 738 tonnes, and heights of almost 50 meters.

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With an investment of over €3 billion, the site for the new ethane cracker and PDH unit will cover an area of 55 hectares in Lillo, on the right bank of the Scheldt, within the Port of Antwerp. The ethane cracker will have capacity to produce 1,450 kilotonnes of ethane per year, and will be built alongside utilities including a steam and power generation plant and a quay for loading and unloading ships.

“This investment is necessary for the European economy, and we are therefore proud to see this progress at the port and look forward to the further realization of this pioneering investment,” Vandermeiren of the Port of Antwerp-Bruges, adds.

Giant Equipment

The giant storage bullets play a central role in the development of this project, as these cylindrical containers are used to store liquefied ethane within the plant. Following manufacture in China, deugro had to arrange shipment for the units from Zhangjiagang Gangxin Heavy Equipment Port in the East China Sea. The first step was to secure suitable heavy-lift vessels to handle these outsized tanks and for this deugro turned to multipurpose shipping group Jumbo Maritime. Following discussion of the requirements and timeframe, the heavy-lift vessels Jumbo Fairplayer and the K3000-class Jumbo Fairmaster were selected for the move. The latter of these being one of only two K-class ships in existence with a combined safe working load of 3,000 tonnes.

“We were not only dealing with relatively heavy but also quite large cargo items,” Kai von Taube, head of global chartering at deugro, tells Breakbulk. “This meant that we not only had to think about a ship with the necessary square meters to accommodate the cargo, but above all had to consider the crane outreach required.

“As is well-known, the lifting capacity of a crane decreases with increasing outreach. Therefore, the

Energy Special

Jumbo Fairplayer. Credit: Jumbo Maritime

Discharge operations at the Port of Antwerp, Belgium.

Credit: deugro

safe working load (swl) of the cranes used had to be significantly higher than the nominal cargo weight. That’s why we first looked for tonnage with the required crane capacity and then checked the feasibility in terms of square meters according to the possible crane outreach.”

The first vessel to load in Gangxin was the Jumbo Fairplayer, receiving two C4 product storage bullets and three C4 import storage bullets. These measured 47.8 meters in height, 9.2 meters in width and 11.5 meters in depth.

To optimize transport, the vessel’s tween deck hatch covers were placed on the weather deck to function as load-spreading equipment. Various stoppers were employed for longitudinal and transverse securing. Four of the five storage bullets were then loaded on the weather deck, with the final bullet stowed in the lower hold.

Meticulous Planning

Due to the size of the fifth bullet, the lifting, maneuvering and positioning of this final unit in the hold had to be carried out to the centimeter.

To achieve this, deugro relied on its independent sister company dteq Transport Engineering Solutions (dteq) which prepared an overarching method statement for the project.

Headquartered in Bremen in the north of Germany, dteq was founded

by Thomas C. Press, the owner and CEO of the deugro group and remains part of the family company. Alongside marine engineering solutions, dteq also provides port captain, surveying and supervision services and project consulting services.

For this project, the team completed detailed reviews and commentary on each different subcontractors’ input, ensuring that the interfaces were addressed and workable solutions agreed.

“Even meticulous planning may need to be amended on site due to sudden changes during the operations, [so] it is always good to attend as an experienced

The huge dimensions and weight of some of the components made the operation a very complicated task.

Credit: deugro

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Energy Special

Upon arrival in Antwerp, the discharge operations were coordinated with local logistics partner Gosselin Group and heavy-lift company Felbermayr.

Credit: Gosselin Group

engineer being able to take care of the management of change procedures and to prioritize safety even when the clock is ticking,” Arlan Baylon, regional director of dteq APAC, explains.

With all five bullets loaded, the Fairplayer was laden with more than 25,000 cubic meters of cargo, weighing over 2,800 tonnes.

Equivalent to roughly half the total cargo for this project, the vessel was then ready for its ocean journey of 13,000 nautical miles to Antwerp.

“Before heading to Europe, the crew made a stop in Singapore to load two Farra Marine Limited Crew Transfer Vessels (CTVs),” a spokesperson for Jumbo Maritime commented.

“Notably, one of these vessels was stowed on a unique modular weather platform, optimizing our deck space.”

Avoiding Congestion

The Jumbo Fairmaster was then next to load but this time the team faced disruption due to heavy congestion at Gangxin Port, which potentially meant the vessels would lie at anchor for a month before berthing.

To avoid this costly delay, deugro rapidly rearranged the loading schedule, providing additional lashing and welding crews at short notice to convince the terminal to allow earlier berthing.

“There was a clear reluctance from the terminal to berth the second vessel, the Jumbo Fairmaster due to the time she was expected to occupy the berth for operations and we were

facing considering potential vessel detention as a result,” Richardson of deugro explains, adding that the extra manpower provided at short notice “saved the project and the client considerable waiting time and a huge amount of additional costs in detention.”

In just three weeks, the Jumbo Fairmaster was loaded using a similar configuration as the Fairplayer, but this time with two Propylene Glycol Product (PGP) and three Crude Glycol Product (CGP) storage bullets, giving a combined weight of 3,690 tonnes and volume of 25,286 cubic meters.

Upon arrival in Antwerp, the discharge operations were coordinated with local logistics partner Gosselin Group and heavylift company Felbermayr.

“In the last week of August, Gosselin Logistics control tower successfully organized the first receipt of five bullets, each weighing 570 tonnes, for INEOS Project ONE at the heavylift PSA Breakbulk terminal 410,” a spokesperson for Gosselin said.

Headquartered in Antwerp, Gosselin was selected as the general contractor for the marshalling yard for INEOS Project ONE. The group operates through 48 offices in 32 countries in Europe, Russia, the Caucasus and Central Asia and provides full-chain logistics for partners. It also operates an inland terminal along the Albert Canal that connects the Port of AntwerpBruges to the European hinterland.

With the Fairplayer safely docked,

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the first bullets were safely discharged using the vessel’s cranes and then transferred by the team from Felbermayr, utilizing double 26-axle lines onto a stooling configuration of Sarens’ self-propelled modular trailers (SPMT).

“Thanks to the great cooperation in this extensive project, all five storage tanks were received safely in Antwerp and transported by SPMT to an interim storage site,” a spokesperson for Felbermayr said.

Construction of the giant Project ONE cracker has continued apace this year, with the arrival of the module containing the first two furnaces in early January.

These units, weighing as much as 6,000 tonnes, involved one of the largest industrial ship transports ever seen at the Port of Antwerp. Construction activity is expected to peak this year ahead of the ethane cracker becoming operational in mid-2026.

“Project ONE is no longer a virtual project on paper, but is increasingly gaining a foothold in the port,” John McNally, CEO of INEOS Project ONE, concludes. “It is hugely motivating to see a plant actually rise after all these years of preparation. A lot of work has been done in 2024, but by 2025 the center of gravity of construction activity will be fully in Antwerp.”

Based in the UK, Malcolm Ramsay has a background in business analysis and technology writing, with an emphasis on transportation and ports. *Breakbulk Exhibitor

Energy Special

NEW TECH FUELS TEXAS POWER SUR Logistics Sector to Benefit From Growing Energy Demand in Lone Star State

By Joanna Marsh

T

he logistics industry in Texas is preparing for a significant increase in power production and consumption across the state, driven by the rapid expansion of data centers and sustained demand from the residential and manufacturing sectors. To meet these needs, Texas is exploring a mix of fossil fuel and renewable sources to ensure a reliable and growing supply.

In response, logistics experts told Breakbulk they are mobilizing resources to handle an expected surge in project cargo and transportation demands. “DHL has been deeply and heavily involved in the energy sector for decades,” says Charles

Haymaker, regional sector head for renewables (Americas) at DHL Global Forwarding. “So, we understand the needs of our customers and we have to work with them as they grow, and as they create this new technology that’s driving all this new energy.”

According to the U.S. Energy Information Administration (EIA), Texas is the top crude oil and natural gas producing state in the U.S., accounting for 43% of U.S. crude production in 2023.

“The demand for energy is increasing drastically. More and more leading companies are now calling Texas their home, including the likes of Tesla, SpaceX and Blue

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Origin to name just a few, while the rise of artificial intelligence (AI) and the need for data centers are also driving this increased demand,” Henrik Hansen, general manager of Americas at AAL Shipping told Breakbulk.

“Alongside those developments, the LNG industry continues to thrive in Texas and in recent years this has been a particularly strong market with both the expansion of existing sites and the construction of new plants. We expect this to continue in the coming years.”

Texas is a leader in renewable energy, too. The state is actually the leading producer in windpowered electricity generation, with a U.S. market share of 28%.

Energy Special

The Houston office of deugro USA delivers critical petrochemical equipment to Scott Bay, Texas. In February, the project freight forwarder announced the opening of a new satellite office at the Energy Corridor in Houston, citing the “optimistic outlook” in the local economy.

Credit: deugro

RGE Energy Capital

“Texas is regarded by many as the energy capital of the world and the state has earned that moniker for several reasons, not least because of the concentration of expertise based there as well as its leading position in energy production,” Hansen said. “While the state is typically associated with oil and gas, it has also become a leader in renewable energy, including wind and solar power, and is consistently ranked as the top energy producer in the U.S. for all of those segments.”

Haymaker echoed Hansen’s comments. “You don’t think of Texas as being a big renewable energy sector. But indeed, developers have made huge investments into Texas and renewable energy is blossoming very, very quickly,” he said.

Wind energy in particular has gained a lot of ground in the state, with energy production from wind occurring in Texas’ panhandle, Haymaker continued.

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Other areas within the alternative energy space also appear to be gaining traction, particularly nuclear energy.

In November 2024, Texas Governor Greg Abbott and the Public Utility Commission of Texas announced that the Texas Advanced Nuclear Reactor Working Group released its

Energy Special

AAL Dalian discharging modules in Freeport, Texas. Credit: AAL Shipping

an alternative to Chinese and Russian nuclear reactor technology for allies and partners, the report said, citing projections that the global nuclear market could triple by 2050.

Uranium Reserves

Henrik Hansen, AAL Shipping

final report on how Texas can become a world leader in advanced nuclear power. Nuclear power currently represents about 5.3% of utilityscale net electricity generation in Texas, according to the U.S. EIA. The report highlighted several reasons for developing advanced nuclear reactors, or ANRs. Among them is how ANRs could be used to enable enhanced energy security to all the sectors using electricity, including urban centers, ports, oil and gas, industrial facilities, data centers, and military bases.

Developing ANRs may also open

Texas could be a prime state for developing ANRs, in part because its uranium reserves account for 8% of known U.S. uranium - a preferred source of North American yellowcake, according to the report. Yellowcake can be transformed into uranium hexafluoride, which is a substance used in fabricating fuel for nuclear reactors, according to the U.S. Nuclear Regulatory Commission.

Texas may already be starting to grow its nuclear capacity. In February, the Texas A&M University System announced that it has offered land near the campus to four nuclear reactor companies to build small modular reactors, or SMRs. Clusters of these SMRs may supply the power needs for artificial intelligence endeavors, data centers and other projects, the university said.

“The agreements that the Texas A&M System has with Kairos, Natura,

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Terrestrial and Aalo are going to change the energy landscape for the whole country,” said Joe Elabd, vice chancellor for research at the Texas A&M System. “The Energy Proving Ground will allow these companies to safely test their SMRs and set the stage for deploying small nuclear reactors across the country.”

Plans to expand energy production in the state come as Texas officials seek to keep pace with commercial demand for electricity, especially from the tech and manufacturing sectors.

“Texas has the industrial and development needs — from oil and gas production to data centers and a burgeoning Artificial Intelligence sector — with demand growth projected at 8% a year for the next decade,” wrote Commissioner Jimmy Glotfelty with the Public Utility Commission of Texas.

Hansen provided some examples of where that demand is coming from within the tech sector. “A recently formed joint venture between OpenAI, SoftBank and Oracle said that it will invest up to US$500 billion in AIrelated infrastructure and is targeting several locations in Texas for the expansion of data centers,” he said.

Energy Special

“The main grid operator in Texas therefore forecasts that power demand will nearly double by 2030 in part due to more requests to plug into the grid from data centers, crypto mining facilities, hydrogen production plants and oil and gas companies.”

Added DHL’s Haymaker: “Data center projects are going to be huge consumers of electricity, not just to run the server farm but also to cool the facilities, such as immersion cooling.”

Meanwhile, demand for electricity from the commercial and manufacturing sectors will only continue to grow, Haymaker continued. “The refineries and oil production—those plants take a lot of power. None of this stuff happens without energy. So, even to produce energy, takes energy.”

Getting Ready

To prepare for the anticipated growth in energy production, Texas also needs adequate infrastructure to support both the production and consumption of energy. And to that end, local companies and ports have been preparing for what lies ahead.

The Port of Galveston has imported 979 wind blades and tower pieces totaling more than 32,000 tons for a US$5 billion wind farm being built in New Mexico, according to Galveston Wharves, a city entity affiliated with the port aimed at generating and reinvesting port revenues into the local community. To prepare for anticipated growth in wind energy, the port is investing more than US$90 million to expand and improve its cargo complex.

On the west bank of the Calcasieu Ship Channel and near Cameron Parish, Louisiana, Kimmeridge Texas Gas (KTG) has been approved to proceed with a 9.5 million tons per annum liquefied natural gas export terminal.

Energy Secretary Chris Wright recently granted KTG’s Commonwealth LNG project new export authorization for non-free trade agreement countries, the company said in February.

Supply chain professionals are

Port of Galveston is investing more than US$90 million to expand and improve its cargo complex.

Credit: Port of Galveston

also preparing for this increase in energy production and consumption in Texas. AAL’s Hansen said his company continuously monitors market conditions and cargo flows to optimize fleet deployment and meet customers’ evolving needs.

“Our long-term strategy remains focused on maintaining a large, flexible fleet that can be adjusted as required.

This approach allows us to adapt swiftly to shifting demand and support our clients with reliable, high-capacity shipping solutions,” Hansen said.

“Over the past five years we have positioned ourselves to be a premium provider of project, heavy-lift shipping solutions in Texas and in the U.S. Last year, we celebrated our 10th anniversary of our Houston office and over the years have been involved in several significant energy projects, building a strong client base.

“To be prepared for the years to come, we have embarked on our thirdgeneration newbuilding program to take delivery of eight multipurpose, heavy-lift vessels, the Super B-Class.

We are excited and confident.”

DHL Global Forwarding said it supports the supply chain by helping to move infrastructure assets, particularly large-scale industrial assets such as big cracker units for the oil and gas industry.

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Jake Swanson, vice president at DHL Industrial Projects, said the company has been tracking progress within that sector and investing in in-house knowledge and expertise to manage such projects.

DHL has grown its team in Houston by 15% over the last two years and added experts in the renewable and technology sectors, noted Swanson, adding that Houston is a regional home not only for project forwarders, but also for DHL’s customers. DHL has also expanded its team in Austin as well as near the U.S.-Mexico border, where the company works with mining customers to facilitate cross-border movement of cargo.

Expanding DHL’s focus on renewable energy projects is part of a wider company-wide strategy to invest in new energy, according to Swanson.

“How can DHL Global Forwarding partner with other organizations that are trying to develop these new energy projects, whether it’s green hydrogen, whether it’s solar, wind energy?” Swanson said. “We want to be a part of it, not just moving the project cargo - but actually consuming that type of clean energy.”

Joanna Marsh is a freelance writer and journalist based in Washington, D.C. who takes an interest in sustainable transportation developments.

*Breakbulk Exhibitor

Energy Special

SERIAL INVENTOR’S

NET ZERO SHIPPING SOLUTION Remora Project Envisages Nuclear-Powered Motherships Carrying Electric Barges

By Felicity Landon

I

f net zero is the question, then according to Alexander Varvarenko, founder of the Varamar shipping company, Remora is the answer. It’s described as an “old concept in new design and technology”: a large carrier, or mothership, stopping off around Antwerp, Gibraltar, Malta, Suez, Gulf of Oman, Colombo, Singapore and Shanghai to load and discharge barges at sea.

“We know that by 2050, the industry has to be zero-emission,” says Varvarenko. “At the moment there is no consensus on which fuel to use – every company must choose their own. The amount of money required has quadrupled to match those expectations. And we are facing more damage to the environment through the installation of storage tanks over large areas; not only will there be completely different supply chains of these fuels, but they are also quite dangerous.”

He forecasts problems for smaller ports that lack the resources to innovate or invest – as the industry shifts towards larger bunkering hubs, “smaller ports will have to find new opportunities or even close down,” Varvarenko claims.

There are challenges ahead for supply chains involving smaller ports, and remote production and industrial facilities, he adds. For Varvarenko, innovation is moving at too slow a pace. “Lots of ships need replacing but owners are staying away [from investing] and/ or they keep replacing ships with new tonnage using fuel oil. The average age of

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feeder vessels today is 24 years; this could eliminate the need for replacement of coastal/feeder ships.”

Nuclear-Powered Carrier The Remora concept proposes a 250-meter-long nuclear-powered

Energy Special

carrier able to carry up to 60 standardized 30-meter-long, 600-700 tonne electric-powered barges. The mothership’s 32-meter-wide hold is suitable for stowing the barges side by side crossways “in slots like Lego”, with a 1,000-tonne capacity gantry crane fitted to load/offload them. The barges could carry a range of different cargo types, including dry and liquid bulks, breakbulk, project cargo and containers.

The hold could in theory also be used for heavy-lifts, modules, wind turbine blades and so on. However, Varvarenko says this is not the “main purpose” of the ships. “The majority of engines, transformers, yachts, modules, etc., could easily be carried on the barges,” he says.

The mothership could stop near Antwerp or Rotterdam, for example, releasing barges for onward navigation to river destinations or small ports across the region – avoiding the need for transhipment in larger ports “and giving new meaning to smaller ports.”

Port call expenses would be zero and there would be no costs or time loss related to port congestion, he says; the mothership would stay offshore in international waters to load/ discharge the barges, and multiple stoppages for loading/discharge on the route would be possible.

Interestingly, when considering U.S. services, this could have the advantage of keeping outside Jones Act restrictions. Varvarenko also suggests that the solution could solve geopolitical issues around certain crew or ships calling at certain ports.

“Another advantage of this solution is that the ship does not have to call at any ports for many years until it requires nuclear refuelling. This is not something new – think of military and icebreaking vessels.”

successfully launched and scaled Varamar and Shipnext, Varvarenko says he will now be involved in shipbuilding and shipowning. He is involved in fundraising for this project and for shipbuilding and shipowning initiatives in the breakbulk, dry bulk and other sectors.

The Remora name was chosen because of the way Remora fish accompany a whale shark, attaching themselves to its body. The company that will operate this customer service brand will be publicly announced soon.

The project envisages flexible barge operations – autonomous or semi-autonomous barges suitable for river or coastal transport. The design would also enable them to be moored and secured next to each other to provide a floating storage solution.

The barges could recharge on the mothership, on the river or in ports.

ABB, one of the project’s supporters, is lined up to install proposed charging stations where a barge could call and recharge in a couple of hours, says Varvarenko. As well as ABB, the project is said to have the backing of Lloyd’s Register, Kongsberg, Novali, MBM, Core Power and others.

Fundraising Effort

The Remora project is a stand-alone initiative of Bluemont, the family holding that owns parts of Varamar, Shipnext and other companies. Having

The project envisages flexible barge operations – autonomous or semi-autonomous barges suitable for river or coastal transport.

Credit: Varamar Shipping

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The first phase of development will be the building of standardized barges. “The ecosystem we have allows us to offer competitive design, technical and commercial management solutions and, importantly, a platform,” says Varvarenko.

“Shipnext as an underlying platform will ensure an Uber-like approach to any barge added to operations, optimizing its work and utilization.

“As part of this process, Shipnext will help work out instantly bookable pricing, based on dynamic pricing. Shippers, traders and forwarders would finally have an opportunity to benefit from easy and instantly bookable pricing for transportation or, separately, storage on these electric barges. And this would work for breakbulk, dry bulk, wet bulk and containerized cargo, just as dynamic pricing works today for containers.”

The concept is that individual investors – shippers and traders – would have an option to invest in individual barges for their own use or to diversify their portfolio, investing in a fleet that could later be leased back by the operator. “Just as it happens in carshare models in other sectors of the transportation industry,” he says.

Energy Special

Remora barges could recharge on the mothership, on the river or in ports.

Credit: Varamar Shipping

The Remora concept proposes a 250m nuclear-powered mothership able to carry up to 60 electric-powered barges.

Credit: Varamar Shipping

“When a significant number of barges are built in Europe, Middle East and Asia, a mothership will be built and launched to, finally, connect the different continents and parts of the world to finalize the way this concept is initially meant to operate.”

Construction Costs

Varvarenko says the barges will be “quite cheap” to build, given their standard design and the fact that they can be 3D-printed using composite elements. The largest cost – 75% of the total – would be the modular battery packs. However, Varvarenko says the price of batteries has dropped by about 25% recently. Today’s batteries could offer a range of up to 400 nautical miles in this context.

The construction of the mothership is a different matter, requiring €70m, with another €150m for the modular nuclear reactor and equipment.

“However, the savings associated with the fact that the vessel itself would avoid a substantial part of the construction and maintenance costs associated with fossil fuels, and the fact that it will not require any costs associated with bunkering for almost as long as it operated, the investments will see a fast return.”

Varvarenko describes the Remora concept as “a revolutionary step forward in shipbuilding and sustainable maritime logistics” and he wants to see it adopted around the world.

“We believe this concept will change the way liner services operate and will drastically reduce the cost of transport. The disruption here is especially concerning breakbulk.”

Construction of the barges could start next year, in 2026. “I believe it will be an easy way to invest in shipping for many traders and shippers. For example, shippers in scrap, steels,

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bulks such as gypsum and other cargoes could be interested to replace their tonnage, especially when there is a steady service,” says Varvarenko.

“This will be an ‘Uberized’ service; we can use the same standardized barges wherever they are needed.

We need about 200-250 barges to be constructed before the first mothership is launched; the intake is 60 but we also need about 60 at each end and another 30 for storage.”

No detail of shipyard discussions is being disclosed. The proposal is that investment in barges will be sufficient to go ahead with building the first carrier in two to three years.

“This would take as long to build as a conventional ship. It is not the first nuclear ship – they work, they exist!”

Where did all these ideas come from? As founder of Varamar and Shipnext, Varvarenko says: “Every eight to ten years I invent something new.”

However, adds Varvarenko, it’s important to emphasize that the lash-barge concept is nothing new.

“Similar vessels, with a gantry crane, have been built in the past and one of them still operates – on a nuclear reactor – in the Arctic. The barges, too, have been built in the past.

“Even a wide use of nuclear power is not something that needs to be debated. All we do is relaunch an old concept which can finally work with the help of modern, cost-efficient technology.

“This is a scalable, easy, standardized design. We have had great feedback already. I will present the concept at a couple of conferences and am already in talks with shippers.

We believe strongly in this technology and concept, and I don’t see any other that could solve all the problems.”

Felicity Landon is an award-winning freelance journalist specializing in the ports, shipping, transport and logistics sectors.

* Breakbulk Exhibitor * BGSN Member

Energy Special

CHARTING A NEW COURSE: ADNOC L&S EXPANDS ITS GLOBAL REACH

ADNOC L&S is strengthening offshore logistics, driving decarbonization, and shaping the future of energy transportation

A

s the world’s energy landscape evolves, ADNOC Logistics & Services (ADNOC L&S) is steering a bold path forward—expanding its global footprint, deploying cutting-edge maritime logistics, and embracing decarbonization strategies. In this exclusive Q&A, Capt. Mohamed Al Ali, SVP of Offshore

Logistics, shares insights into ADNOC L&S’s latest milestones, strategic partnerships, and sustainability efforts. From supporting offshore wind and carbon capture projects to enhancing supply chain resilience, ADNOC L&S is playing a pivotal role in ADNOC’s vision for the future.

“ADNOC L&S is committed to strengthening our offshore logistics, leading in decarbonization, and driving sustainable energy transport. Our innovative approach and dedication to excellence ensure we shape the future of global energy responsibly and efficiently.”

Capt. Mohamed Al Ali, Senior Vice President, Offshore Logistics, ADNOC Logistics & Services

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Q. ADNOC L&S has long been a key player in the regional offshore logistics sector. What are some of the key projects and milestones ADNOC L&S has achieved recently, and how do these projects contribute to ADNOC’s broader strategic goals?

ADNOC L&S is committed to becoming the world’s leading energy maritime logistics company. The organization will play a central role in the UAE’s energy sector by broadening its service offerings across the entire value chain, expanding its global presence, and driving the energy transition through decarbonization efforts and innovative energy solutions.

Additionally, we successfully completed several major offshore logistics operations for ADNOC’s key offshore oil fields, ensuring timely and safe delivery of equipment and materials. Additionally, we successfully completed several major offshore logistics operations for ADNOC’s key offshore fields, including the Upper Zakum and Lower Zakum fields, ensuring timely and safe delivery of equipment and materials.

For instance, in 2024, ADNOC L&S supported the development of ADNOC’s Hail & Ghasha offshore project by coordinating the transportation of large-scale, heavy-lift equipment to remote offshore platforms.

This operation involved precise logistics planning, including the deployment of specialized vessels, to transport and position critical

Energy Special

infrastructure like pipelines and drilling rigs. These efforts ensured that ADNOC met its production and operational milestones, further highlighting ADNOC L&S’s role in driving the success of ADNOC’s offshore developments.

We have also been involved in supporting ADNOC’s carbon capture and storage projects, playing a crucial role in the transportation of necessary equipment for the development of new energy solutions.

These milestones align directly with ADNOC’s 2030 strategy to increase production, reduce carbon emissions, and strengthen its position as a global leader in the energy sector. By expanding our infrastructure and operational capabilities, ADNOC L&S continues to contribute to ADNOC’s goal of maintaining a competitive edge in the global energy market.

Q. As we start 2025, what are ADNOC L&S’s plans for expansion and strategic partnerships? Are there specific sectors or regions that the company is focusing on?

ADNOC L&S is focused on smart growth and expansion in both the offshore and maritime logistics sectors. One of the key areas of focus is the ongoing expansion of our fleet, particularly with the addition of specialized vessels that can support large-scale projects such as the development of offshore renewable energy resources and the growing demand for subsea services. Our investment in advanced technology and assets is central to ADNOC’s wider goals to increase production capacity and deliver complex projects more efficiently.

We are also exploring strategic partnerships with both regional and international companies, in a way that aligns with our growth strategy, enhances our capabilities and expands of service offering and global footprint. By forming these partnerships, ADNOC L&S aims to not

only increase its market share but also to support ADNOC’s efforts in diversification and providing secure, reliable and responsible energy and supporting the global energy transition.

Geographically, we are focused on expanding our footprint in both existing and emerging markets, and have successfully expanded to Iraq, Saudi Arabia and Qatar. And While the Middle East remains our core region, we are increasingly looking at opportunities in Asia and Africa, where growing energy demands present significant opportunities for offshore logistics.

Q. Corporate social responsibility (CSR) plays a significant role in ADNOC L&S’s operations. Could you share some of the company’s CSR initiatives, particularly those that reflect its commitment to sustainable development and local community engagement?

ADNOC L&S is committed to sustainability and community engagement. This is reflected in our various CSR initiatives. One of the primaries focuses of our CSR strategy is to ensure that we contribute

Credit:ADNOC

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positively to the communities where we operate while supporting ADNOC’s overall sustainability goals.

In 2024, we launched a comprehensive environmental stewardship program aimed at minimizing the environmental impact of our operations and protecting the marine environment. This includes the implementation of advanced waste management systems across our fleet and facilities, reducing carbon emissions, and promoting energy efficiency. We are also heavily invested in adopting cleaner fuel technologies, such as LNG, for our vessels, which aligns with ADNOC’s sustainability objectives and the UAE’s broader environmental policies.

In addition to our environmental initiatives, we are dedicated to local community engagement. ADNOC L&S has supported various educational and vocational training programs, with a focus on empowering young Emiratis and providing them with the skills necessary to excel in the shipping and integrated maritime logistics sectors.

ADNOC L&S is a strategic partner and exhibitor at Breakbulk Middle East.

Energy Special

RIDING THE WAVE OF CHANGE

LSPs Respond to Saudi Arabia’s Bold Reshaping of Its Energy Landscape

By Dennis Daniel

S

audi Arabia’s energy sector is in a transformative phase, shaped by its historical reliance on oil and ambitious economic diversification efforts. The Kingdom is taking the lead in energy transition in the Middle East through its National Renewable Energy Program, which aims for 50% of the electricity to be generated from renewable sources by 2030 and to achieve net-zero emissions by 2060.

The target for renewable energy capacity is 100–130 GW by 2030.

Currently, Saudi Arabia has 6.2 GW of renewable energy capacity connected to the grid, and 44.2 GW capacity is under development.

To achieve these ambitious goals, the government is implementing large-scale solar wind, hydrogen and battery storage projects such as the Al Shuaibah solar PV plants, Jumat Al Jandal wind farm, NEOM green

hydrogen plant, and Bisha battery energy storage facility. It is estimated that Saudi Arabia has between 15 and 20 renewable energy projects in various stages of development.

Simultaneously, the government is exploring opportunities for vertical integration in the renewable energy supply chain and localized manufacturing. They include the extraction of energy transition minerals and manufacturing components for wind and solar power projects.

Early this year, Aramco and Ma’aden signed a non-binding agreement to form a minerals exploration and mining joint venture to focus on energy transition minerals, including the cost-effective extraction of lithium from newly discovered deposits in the country. The joint exploration is expected to benefit from Aramco’s existing infrastructure, supply chain

Top: Aramco workers carry out checks at an industrial plant in Saudi Arabia. Credit: Aramco

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and subsurface knowledge and the collaboration could potentially lead to commercial lithium production by 2027.

If the commercial lithium production is achievable, it could, among other things, help establish Saudi Arabia as a hub for electric vehicle manufacturing.

The Saudi government aims to produce 500,000 electric vehicles annually by 2030. The ambition is being realized through Ceer Motors, the first Saudi EV brand, and Lucid Motors, which is majority owned by Saudi PIF and operates the country’s first car manufacturing and assembly facility.

Saudi Arabia also aims to localize 75% of renewable energy components by 2030. To achieve this, the PIF-owned Renewable Energy Localization Company has entered into manufacturing joint ventures with Envision Energy and Vision Industries for wind turbines,

Energy Special

blades, and nacelles; Jinko Solar and Vision Industries for solar PV cells and modules; and TCL Zhonghuan Energy and Vision Industries for solar PV ingots and wafers.

The energy infrastructure boom has necessitated a rapid expansion of the domestic logistics and transport networks to support the large-scale projects targeted for delivery by 2030.

It is also enabling the Kingdom to position itself as a global logistics hub with access to critical maritime routes in the Red Sea and the Arabian Gulf.

Keeping Up With Demand

Energy infrastructure is currently the main driver for project cargo logistics, which is becoming increasingly complex with larger components requiring specialized transport vessels. This has presented new opportunities - and challenges - for heavy cargo operators.

Japan-based heavy-lifting and transportation specialist DENZAI entered Saudi Arabia in 2024 through a 50-50 joint venture with Fawaz Ali Alshammari Co. for transportation, to provide value-added services, especially to wind farm and power plant projects, DENZAI’s areas of expertise.

Kohki Uemura, president and CEO of DENZAI, said: “The primary reason we have established a base in Saudi Arabia is to contribute to renewable energy projects. Saudi Arabia is already a major hub for importing advanced decarbonization technologies, and I believe that it will become a leading exporter of such technologies within the next two decades.”

Netherlands-based heavy haul and lifting solutions provider Roll Group has expanded its operations in Saudi Arabia this year with a new storage facility, and additional heavy equipment including a new barge.

Peter Rondhuis, CEO, Roll Group, pointed out that demand for project logistics is the highest he has seen in the last 10 years. “The current demand for project logistics and fleet capacity

outweigh supply. All our ships are booked for this year. That said, we are dealing with complex projects which may have unexpected changes in schedules, especially for moving large components. So, carriers should be able to adapt to any situation,” he said.

Navigating Geopolitical Crises

Geopolitical risks will be the biggest threat to shipping over the next two years, according to the Lloyd’s List Outlook Survey 2025. The Red Sea crisis, for example, has had significant repercussions on container shipping since October 2023, disrupting global supply chains and increasing freight costs. Over a third of the respondents of the Lloyd’s List Outlook Survey said they thought the Red Sea would not open fully to shipping until 2026.

Several container shipping companies have announced they will continue to sail around Africa via the Cape of Good Hope until safe passage through the Babel-Mandeb strait is ensured.

Paul Smith, regional head – IMEA, Maersk Project Logistics, said: “The Red Sea crisis has created numerous challenges and uncertainties for

Oxagon Port, part of Saudi’s NEOM complex.

Credit NEOM

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shipping and logistics companies.

We cannot revert to the Red Sea route until we are absolutely certain that it is safe. I believe the only way to get around this crisis is for all stakeholders including government bodies, shippers, port operators and customers to collaborate and take a strategic, rather than tactical, approach to solving the problem.”

No project exemplifies the urgency of solving this crisis than the Neom green hydrogen plant under construction at the Oxagon industrial city on the Red Sea. Slated to be the world’s largest green hydrogen production facility by the end of 2026, the plant will produce up to 600 tonnes per day of carbon-free hydrogen in the form of green ammonia.

Air Products, the primary EPC contractor and system integrator and exclusive offtaker of the green hydrogen at the plant, has been working closely with partners to ensure that scheduled deliveries and the project timeline are not affected.

Mayur Karekar, project logistics manager, Air Products, explained: “The decisions regarding sourcing and long lead items were made almost two years ago. Consequently, a significant

Mammoet transports a 1,048-ton reactor from Dammam to the Shaybah Oil Project in Saudi Arabia. Credit Mammoet

amount of the material was sourced from Asia and the Middle East.

“Currently, with the disruptions at the Red Sea, we are faced with complex decisions and time-costrisk tradeoffs, such as paying war risk and insurance surcharges for the Red Sea route or opting for the Cape of Good Hope route which adds two weeks to the transit time, depending on the criticality of the cargo.

“To mitigate future risks, we are selecting the right strategic partners, upskilling our staff to manage chaos effectively, adopting new technology to give our team more visibility of the project and cargo, and maintaining transparency with all key stakeholders including LSPs, carriers, and our internal projects team.”

Infrastructure Upgrades Required

As supply chains evolve to accommodate new energy technologies and large-scale projects, there is a growing demand for a more interconnected and efficient transportation network.

The Saudi Minister of Economy and Planning Faisal Al Ibrahim recently stated that infrastructure investments are expected to reach approximately US$1 trillion by 2030. A significant amount of these investments is directed toward building new transport infrastructure and increasing capacity utilization.

“It is only fitting that Saudi Arabia, which is witnessing a boom in energy and infrastructure projects and is

strategically positioned between the East and West, unlocks the full potential of multimodal transport to strengthen its supply chain network,” said Hisham Al-Ansari, CEO, MSC Saudi.

Rajith Aykkara, line vice president, Bahri, shared the challenges of operating one of the largest ship fleets in the region and connecting Saudi Arabia with the world, only to find limitations in the inland transportation network.

“As the national flag carrier of Saudi Arabia, we serve a large number of projects and transport a substantial amount of project cargo. We are able to manage inbound freight smoothly up to port hubs like Jeddah, but then we run into roadblocks with domestic logistics. We would like Workers operate machinery at an Aramco facility in Saudi Arabia. Credit Aramco

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Energy Special An Aramco worker looks out over the Fadhili Gas Plant in Dammam, Saudi Arabia. Credit Aramco

to see greater flexibility in customs procedures, port infrastructure upgrades, and expansion of rail and road infrastructure to keep up with the fast pace of project delivery,” he said.

Al-Ansari pointed out that there will always be bottlenecks due to the disparity between cargo volume and infrastructure capacity, but the gaps can be closed through sustained investment in infrastructure while considering the interests of project stakeholders.

“Rail, for example, is a primary mode of freight transport in many countries, and there is no reason it should not be the same in Saudi Arabia. A muchanticipated project is the Landbridge railway line to connect Jeddah and Riyadh. If the railway line was operational, the Red Sea disruptions would have been manageable,” he said.

Karekar added: “Multimodal transport offers advantages in

mitigating the schedule impact of projects. For instance, railways would be a safer option compared to roadways for transporting sensitive cargo. In these uncertain times, a one-week or two-week delay can have a knock-on effect on project delivery.

So, we welcome any improvement in speed and reliability of delivery.”

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Dennis Daniel is a UAE-based independent media and communications professional, specializing in content creation for the construction, logistics and other B2B industries.

* Breakbulk Exhibitor * BGSN Member

Energy Special

Mauritania is considered one of the best locations globally for hydrogen project development. Credit: Maurilog

HIGH RISK, HIGH REWARD IN WEST AFRICA

Project Cargo Sector to Benefit From Regional ‘Boom’

By Liesl Venter

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A

resurgence of breakbulk and project cargo activity is evident in West Africa, with projects restarting after years of slowdown.

This renewed momentum is driven by increased investor confidence, infrastructure development and a growing need for industrial expansion.

“There are several projects currently underway that illustrate the positive developments in the breakbulk and project cargo sector,” said Dominik Keller, head of global development at the Swiss-based Fracht Group, which has extensive operations across the African continent.

“We see investments in renewable energy, offshore oil exploration and large-scale mining operations. There is also a rise in the construction of processing plants for raw materials across many West African countries.”

The optimism about West Africa is tangible. It comes on the back of years of geopolitical instability and

Energy Special

Mohamed Abdellahi Yaha, Maurilog

Rafael Vicens, DB Schenker

Shujjat Alikhan, IMGS Group

conflict, but confidence is growing.

Chinese state-owned Baowu Steel Group, the world’s largest steel producer, has indicated it will invest US$6bn in Guinea’s Simandou iron ore project, considered the world’s largest untapped iron ore deposit, where two mines are set to produce 30 million tons (Mt) each in the first year of operation.

Guinea, also the world’s largest bauxite exporter, has faced challenges in launching the project due to political instability, high costs and complex logistics. The development requires 600 kilometers of railway and a new port to facilitate ore exports from the country’s southeast. Speaking at the recent Investing in African Mining Indaba in Cape Town, Minister of Mines and Geology Bouna Sylla stated that initial shipments are expected as early as the first quarter, 2026.

at DB Schenker, who moderated the discussion, noted that gold production continues to expand in Ghana and Mali as prices reach an all-time high.

Shujjat Alikhan, vice president at IMGS Group, noted that the oil and gas sector remains a largely untapped opportunity in West Africa.

“One could call it the “Ivy League” of oil and gas, alongside Saudi Arabia, the UAE and Oman,” he said. Liberia alone has ten unexplored oil blocks, highlighting the region’s vast potential.

Côte d’Ivoire is expanding and modernizing its transport infrastructure by building roads, bridges and port facilities to enhance trade and logistics efficiency.

Developments in Nigeria are also inspiring optimism. According to Johan Thuresson, managing director at GAC Nigeria, investments in the Lekki Deep Sea Port will significantly upgrade the country’s port infrastructure. It has prompted similar developments at Badagry Creek in Lagos.

“Another major project is the Dangote Refinery, which could reshape Nigeria’s potential as a major crude oil processor,” he told Breakbulk.

“Once fully operational, it will be able to process up to 650,000 barrels per day, making it competitive in the United States and 50% larger than the biggest refinery in Europe.”

The refinery, which has been opening in phases since December

2023, is a significant catalyst for the region, as it could reshape tanker trades. “Nigerian oil is famed for its high quality compared to other markets, so exporting this amount of valuable cargo daily could be a major boost for shipping lines looking to access the country.”

Opportunities Abound

Participating in a panel discussion at February’s Breakbulk Middle East event in Dubai, Mohamed Abdellahi Yaha, owner and chairman of Maurilog, highlighted the growing investments in renewable energy projects in Mauritania. The country is now considered one of the best locations globally for hydrogen project development.

Rafael Vicens, head of global projects and industry solutions MEA

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Sourcing Shift

Joris Jan Bakker, CEO of Breadbox Group, says that while regular shipments of breakbulk cargo have continued to West Africa, there is renewed interest in the region, particularly with significant mining countries like Mali undergoing political change.

“Major oil and gas players have reinforced the market, with multiple mobilizations and demobilizations taking place throughout the year across the region. There has been a noticeable shift in shipping patterns, with equipment sourcing moving from the West to China and the Far East,” he said.

“This shift can largely be attributed to China now financing many construction projects. However, this does not mean the sector is stagnant for all carriers. For projects like the long-awaited launch of the new port in Dakar, Senegal and even the EU-U.S.backed Lobito Corridor project, hopes are high that West Africa is picking up.”

He said that while improvements in infrastructure have not always been fast, change is being seen across

Energy Special

Joris Jan Bakker, Breadbox Group

Johan Thuresson, GAC Nigeria

Christian Nielsen, OBT Shipping Group

the region. ‘We see ports regularly dredging as part of their maintenance efforts. This is particularly evident at Nouakchott Port in Mauritania and Kamsar Port in Guinea. There is also an increasing number of terminals being operated by multinational players, all of whom are investing in their respective terminals.’”

Confidence in West Africa’s potential is high. “It’s difficult to overstate the opportunity here,” said Alikhan. “There’s more positivity about West Africa than almost anywhere else. Looking closer, you realize this region has an economy of over 400 million people, expected to reach 700 million by 2034. No matter the sector - mining, oil and gas, renewables, or construction - demand for large-scale logistics and transport is inevitable.”

goods thousands of kilometers. This demands innovation and adaptability.”

Alikhan added that risk management was key to success in West Africa.

“It ultimately comes down to a company’s risk appetite. You must manage currency risk, capital risk and people risk. Above all, you need local partners to facilitate market entry and efficient operations.”

According to Keller, macroeconomic factors, such as currency fluctuations and political stability, must also be considered. “Exchange rate volatility impacts import costs, while political uncertainty can lead to project delays. That said, we’re seeing greater stability and the investment climate is becoming more favorable.”

From a shipping perspective, Bakker said port congestion remained an issue. “Seasonal weather changes often trigger it, but delays in berthing are quite common in many of the ports, especially during the rainy season, which occurs between May and October. Our ships often wait at least three to four days for a free berth. This makes accurate operational planning difficult, and the situation can become particularly challenging when handling rain-sensitive cargoes.”

Another concern is storage capacity in various countries. “This capacity, as well as the availability of trucks, determines the lot sizes on sailings,” he said. “For larger cargoes, we use

Handysize or Handymax vessels. The limitations on draft at West African ports remain our main challenge and a restricting factor in this regard.”

For Yaha, one of the biggest stumbling blocks in African logistics is the continent’s reputation. “Many people outside Africa think they understand the challenges based on its reputation, but the reality is far more complex. Local partners are a key factor for success,” he said.

Mitigating the Risks

However, the region presents significant logistical challenges.

Christian Nielsen, group logistics manager at OBT Shipping Group, emphasized the importance of understanding Africa’s complexities.

“Africa is still unknown to many and each country is different,” he said.

“There are major infrastructure issues - for example, the rainy season creates conditions that logistics operators from other parts of the world may not be used to. Some supply chains require transporting

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Piracy Threat

The elephant in the room regarding the region is, of course, piracy. The Gulf of Guinea, in particular, is notorious for attacks on vessels. “It is still a challenge,” said Bakker. “Although the number of attacks has somewhat decreased in recent years, the threat of piracy and theft persists. Owners and crews are understandably cautious.”

Thuresson said that while there had been no attacks or robberies in the past two years in Nigeria, incidents had occurred in adjacent waters.

“Theft is still common onshore in the trucking business. That is partly why inland depots have not taken off. Most shipping lines consider it too risky to accept consignments for them.”

According to Bakker, the practice of armed guards on board or escort boats continues, albeit as an expensive solution - especially when navigating through multiple

Energy Special

Breadbox Shipping Lines’ Jorix calling at the Port of Walvis Bay. Credit: Breadbox Shipping Lines

Exclusive Economic Zones (EEZs) en route to ports like Douala, as the escorts are often not allowed to cross from one EEZ to another.

“Close collaboration with governments, particularly on capitalintensive projects, as well as armed escorts for high-value shipments, are ways to mitigate security risks,” said Keller. “Strengthened security protocols and partnerships with law enforcement agencies are also being implemented to ensure safer transport routes.”

West Africa is not a region to enter without first developing strong local partnerships, understanding the regulatory landscape and

investing in robust risk management strategies. “If there is a country you’re interested in, you have to go and see it for yourself - experience firsthand how it works. Sometimes, it requires stepping back to understand what you’re dealing with fully. It’s crucial to meet with stakeholders on the ground,” said Nielsen.

Yaha agrees that nothing beats conducting your own due diligence on the ground. “There are opportunities, but you need to understand the market you are operating in and the local legislation. It’s crucial to connect with people in-country, hire good staff and take a systematic approach to

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entering and growing in each market.”

Keller said ongoing infrastructure improvements, increasing industrialization and an evolving investment landscape will continue to drive sustained growth in the region.

“Companies that are proactive in understanding local market dynamics from an individual country perspective – and can adapt to logistical challenges will be well-positioned to capitalize on the opportunities arising from this economic boom.”

Liesl Venter is a transportation journalist based in South Africa. *Breakbulk Exhibitor

Multipurpose Shipping Forecaster Detailed market analysis and forecasts 5-year forecasts and market updates for the global Multipurpose Shipping market. Each quarterly report provides: Outlook – analyses the sensitivities around the base-case scenario to determine the associated risks to the forecasts.

Trade – analyses key drivers of MPV trade and project cargo demand, breakbulk commodity ows, market shares taken by the competing sectors of dry bulk and containers and forecasts for 5-year total dry cargo and MPV cargo demand Fleet – examines the Multipurpose eet, including vessel types General Cargo, Lightlift, Heavylift, Ultra-Heavylift and Deck Cargo carriers, segmented by vessel type and lift capacity, the operators, demolitions, newbuilds, orderbook and 5-year eet forecasts Charter Market – analyses supply-demand balance, competing sectors, charter rates, as well as 5-year market forecasts.

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Energy Special

FAIR WINDS SET TO TRANSFORM

SOUTH KOREA’S ENERGY MIX Country Set to Leverage Existing Shipping and Maritime Base to Develop Offshore Wind

F

or political pundits around the world, the last 12 months have been a wild ride of ballot box upsets and shock and awe tactics. South Korea has not been immune from this turbulence, with a failed attempt to impose martial law by embattled

By Amy McLellan

President Yoon Suk Yeol in December 2024 – which was swiftly rolled back by lawmakers – and the subsequent impeachment of the Prime Minister Han Duck-soo, providing a jolt to this vibrant democracy and stable economy.

A project in Ulsan, South Korea, featuring the DENZAI LR12500-1.0 crane, which has a 2,500 ton capacity. Credit: DENZAI

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The political chaos has dampened growth, which was already being sapped by fears of possible tariffs under a second Trump presidency, while stock markets and the currency – the South Korean won – have lost value as a result of the uncertainty. The Bank of Korea recently reported that the composite business sentiment index (CBSI) in all industries was continuing to slide and, according to the Korea Development Institute, the economy is projected to grow by a muted 1.6% in 2025.

Despite the economic headwinds, regulatory wheels are still turning in the 12th largest economy in the world. Progress is being made in key strategic areas, including the shift to a greener economy powered by offshore wind and nuclear, for which, the country has ambitious plans.

The share of renewable energy in South Korea’s electricity generation mix reached 8.9% in 2022, but the aim is to increase this to 21.6% by 2030 and 32.9% by 2038.

South Korea has set a nationwide goal of reaching 14.3 gigawatts (GW) of offshore wind capacity by 2030 and 40.7 GW by 2038.

The Ministry of Trade, Industry & Energy (MOTIE) has a strategy to support this, including building the necessary infrastructure such as ports and ships and establishing a robust financial support system, with 1.2 trillion won allocated in 2024 and 9 trillion won by 2030.

Energy Special

Ben​​​​Carrozzi, Norton Rose Fulbright LLP

Favorable Regulatory Framework

The early months of 2025 have opened with promise, with long-awaited legislation moving ahead in a bid to streamline and accelerate the permitting processes. In February 2025, the subcommittee of the Trade, Industry, Energy, SMEs and Startups Committee of the 22nd Assembly passed the One-Stop Shop (OSS) Bill for Offshore Wind. While the Bill has not yet become law, the industry has been anticipating this development for a long time.

“This news is particularly welcome as it will help to streamline and simplify the offshore wind development process from a regulatory and permitting perspective,” says Ben​​​​ Carrozzi, partner at law firm Norton Rose Fulbright LLP in Singapore.

This is good news for a country with big ambitions for offshore wind, because there’s a global playing field for investment and developers will be weighing their options. Should changes in U.S. policy adversely impact offshore wind development there, for example, analysts suspect investment may shift towards Asia, and particularly South Korea, as the regulatory landscape continues to improve and support renewable energy.

“We are seeing positive developments in other markets such as Japan and the Philippines for

Jeong Won Seo, DENZAI

Leo Hambro, Tidal Transit

offshore wind, where policymakers have begun to address some of the challenges that have hindered the offshore wind industry in those countries over recent years, including by revisiting and refining their auction programs,” says Carrozzi. ”Given many developers are common across these markets, there is real competition for capital between these markets, which makes the regulatory environment particularly important in ensuring the stability and growth of the offshore wind industry in South Korea.”

The good news is the political turmoil of December 2024 didn’t stop the Ministry of Trade, Industry, and Energy (MOTIE) award a total of 1,886 MW in capacity across four fixed-bottom offshore wind projects and one floating wind project.

“The majority of these projects are being developed by international developers and the results on the whole are viewed as a significant and positive step forward for the sector,” says Carrozzi.

Yet, as with any fast-growing industry, there’s a balancing act to match capacity with emerging demand. Leading names are already positioning themselves to build out the specialist capacity required to support this expanding market.

Last year, for example, Mammoet teamed up with Samyang Marine Group to establish Offshore Service Port (OSP) facilities in the ports of Busan and Masan to serve projects across sectors in South Korea. With a primary focus on upcoming offshore wind projects, the partnership will integrate full-spectrum terminal management, including handling, staging, marshalling and stevedoring services, with heavy lifting and installation capabilities.

Offshore wind doesn’t just require port space and heavy-lift cranes, it also takes a fleet of specialist vessels to install, maintain and service these vast structures. The UK’s Tidal Transit, for example, which recently partnered with Britoil and Sky Offshore to develop, fund, build and operate offshore support vessels for South Korea’s offshore wind industry, said there are lots of issues to consider with any project, including costs, capital and margins. For early movers, it can be an opportunity to shape the future of the supply chain, supporting services and project operations.

“Fleet capacity and bottlenecks will be determined by local content requirements,” says Leo Hambro,

Opportunities Abound

All of this is good news for those working in the offshore wind supply chains. South Korea is home to some of the world’s major EPC companies, such as Samsung Engineering, Hyundai , and Daewoo. The work flow to build out the capacity and associated infrastructure to meet the country’s renewable energy goals will be significant.

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Energy Special

The UK’s Tidal Transit recently partnered with Britoil and Sky Offshore to develop, fund, build and operate offshore support vessels for South Korea’s offshore wind industry.

Credit: Tidal Transit

commercial director of Tidal Transit.

“This is one of the reasons we want to be active in the sector early so that we can aid the development of a fleet of the right vessels built in the right places to make the industry as efficient as possible from day one.”

There’s an opportunity here to learn lessons from more mature markets, like North West Europe.

Tidal Transit, for example, which specializes in vessel electrification to reduce the offshore wind industry’s carbon footprint, hopes to bring that experience to South Korea.

“When the projects reach the Operation & Maintenance (O&M phase), it is at this point that power is plentiful offshore, but we must encourage developers to have the foresight to install offshore charging, such as Charge Offshore’s Aquarius products, as a standard from day one of installation rather than as a retrofit later,” says Hambro.

Go with the FLOW

Hambro is particularly excited about the opportunities in floating offshore wind, often known as FLOW. “We see the South Korean market as a high growth industry and are particularly focused on the needs that the floating turbines will demand which may differ from the fixed bottom turbines,” he says.

Floating offshore wind is set to play a critical role in meeting the country’s overall net zero objectives because of the depths of its offshore waters.

FLOW technology enables access to wind-generated energy at ocean depths of over 60m, currently out of reach of fixed-base wind turbines.

With around 80% of the global offshore wind resource located in deep waters, floating solutions will open up new markets for development.

What’s more, floating technology is also expected to allow wind generation that is decoupled from near-shore weather patterns, smoothing the effects of intermittency. This makes South Korea’s deep waters off the east coast ripe for development.

“Experts believe South Korea could secure a large portion of the global floating wind market with substantial potential for large-scale projects in suitable areas like the Ulsan region,” says Yong Woo Park, country manager – Korea at heavy-lift specialist Sarens.

“The geographical constraints of South Korea as well as the nature of its offshore wind resource makes floating offshore wind both attractive, but also necessary if the scale of offshore wind development planned is to be achieved,” agrees Carrozzi at Norton Rose Fulbright.

He points out that the country enjoys a number of competitive advantages when it comes to floating offshore wind, not least one of the world’s leading shipping and maritime industries. “The key to success will be mobilizing and leveraging the country’s existing shipping and maritime industrial base towards offshore wind related applications,” he says.

Floating offshore wind is still a nascent technology, however, which means further refinements to the

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offshore wind auction process and design could play instrumental in its development. “This could include having a separate bidding pot for floating offshore wind instead of having fixed-bottom and floating offshore wind projects competing in the same allocation rounds,” says Carrozzi. ”Ultimately, and if adapted appropriately, we foresee South Korea emerging as a genuine global leader in floating offshore wind over the coming years.”

There are technical challenges to overcome, however, as well as a lack of limited market expertise in this new industry. Despite that, there is an existing supply chain and industry which, combined with the right expertise, should be able to deliver. This is the approach at Sarens, which has a competent local team combined with the knowledge and expertise the group has built up globally in floating offshore wind, including the assembly of floaters and performing loadouts. There’s also the challenge of finding suitable areas to perform assembly and integration combined with wet storage, adds Park, as other markets and segments also need to be served in Korea. These will need to be partially dedicated to the development of floating offshore wind.

“This means it is hard to get firm commitments from the supply chain, and

Energy Special

China’s Floating Wind Ambitions China’s ambitions to make its mark on the global offshore wind market took another step forward recently.

State-owned CRRC has hoisted what it calls the world’s largest powerclass floating wind turbine: the “Qihang,” a 20 MW floating offshore wind turbine, currently undergoing testing at the Shandong Dongying Wind Power Equipment Testing and Certification Innovation Base test site.

The 20 MW turbine is a world beater, according to CRRC, exceeding Envision Energy’s 16.7 MW prototype and Dongfang Electric’s 18 MW prototype. It may, however, be eclipsed by a 22 MW unit currently being built by China’s Mingyang Wind Power, which should be completed later this year. It’s a signal of how seriously China takes offshore wind,

with its companies keen to become suppliers to mega-projects in Europe.

The new unit, designed to be stable in the marine environment and withstand typhoons, has a wind rotor diameter of 260 meters, a sweeping area equivalent to over seven standard football fields, and a hub height of 151 meters. Each rotation of the unit is expected to meet the electricity demand of a household for two to four days.

After completing the relevant tests and certifications, the unit will be put into deep-sea areas for grid-connected power generation, where it will generate 62 million kilowatt-hours of clean electricity annually, saving about 25,000 tons of coal and reducing carbon dioxide emissions by 62,000 tons.

currently some FEED studies are being conducted with assumptions,” says Park.

These issues can all be resolved, as the expertise and equipment to handle these large and complex projects does exist. “Whether we will need to use our Giant ring cranes or brand new Liebherr LR12500 crawler cranes, of which Sarens has the largest fleet globally, we are ready for the challenge and can really enable the floating offshore wind potential in Korea,” says Park.

offshore wind turbine installation, their numbers are not sufficient,” he says.

Denzai is continuously monitoring the opportunities in offshore wind, where it sees huge potential. “Currently, South Korea’s growth is driven by the construction of semiconductor plants, the expansion of oil and gas facilities, and the development of nuclear power plants,” he says. “In the future, offshore wind turbine projects are expected to replace these industries.”

The company is actively preparing for this transition. “DENZAI has been investing in heavier cranes and equipment to meet the demand of EPCs that are engaged in renewable energy,” he says. “Wind turbine components are getting heavier and heavier in order to generate more output, requiring heavier cranes for their construction.”

Picking up Speed

Whether floating or fixed, the offshore wind boom is gaining real traction in South Korea. Jeong Won Seo, country manager, director and head of heavy-Lift at DENZAI International Projects Co, expects the installation of offshore wind turbines to become full-scale in the next one to two years.

“While port space, vessels and heavy-lift equipment are gradually being prepared, the supply is limited, so projects will need to be carried out sequentially,” he notes, adding that there’s also a looming skills gap.

“Although there are skilled personnel for

Nuclear Revival

South Korea’s energy transition won’t just be wind powered. In recent years, the country has been seeking to restore its nuclear power capacity. In October 2024, the long stalled work on units 1 and 2 of the Shin Hanul

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nuclear power plant was completed and work was started on units 3 and 4, which are scheduled to be completed by 2032 and 2033, respectively.

As well as the $2.2 billion contract with Doosan Enerbility to supply main equipment, including the nuclear reactors, steam generators and turbine generators for Shun Hanul 3 and 4, there has also been serious investment in the the ongoing construction of Saeul units 3 and 4 as part of what President Yoon last year called a “nuclear renaissance” in the country.

Under the country’s 11th Basic Plan for Long-Term Electricity Supply and Demand, which outlines energy supply and generation strategies through 2038, the country will build three additional nuclear reactors by 2038, two large and one small scale, raising nuclear power’s share of the energy mix to 35.2%.

In all, carbon-free energy sources, including nuclear power and renewable energies, will account for 70.7% of South Korea’s annual power generation by 2038. The country imports 98% of its fossil fuel consumption and is currently shifting away from a reliance on Middle East energy towards importing LNG from the US. It plans to convert 28 units of aging coal power generation facilities to liquefied natural gas, while 12 additional coal power units marked for closure will be converted to carbon-free power sources such as hydropower, hydrogen and ammonia mix power generation.

Whatever the future holds for South Korean politics, one thing is clear: its energy transition looks to generate huge opportunities for those in the project cargo and heavy-lift space, particularly those companies that can help find solutions to unlock the potential of its deep offshore.

Award-winning freelance journalist Amy McLellan has been reporting on the highs and lows of the upstream oil and gas and maritime industries for over 20 years. * Breakbulk Exhibitor * BGSN Member

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ENTER NOW Award Ceremony & Reception at Breakbulk Europe, Tuesday, 13 May, Rotterdam Ahoy breakbulkeuropeawards.com

Global

SHARING STRATEGIES FOR PROJECT CARGO

SUCCESS Shippers Reveal Priorities and Pain Points

By Luke King

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lexibility, market insight and the ability to react to the unexpected are among the key attributes shippers demand of would-be logistics service providers.

Daniel Duus, global head of logistics at thyssenkrupp Uhde, says he adopts a “hybrid approach” when engaging freight forwarders and other suppliers. “On one side, we want some single contracts in terms of packaging for our industry plants, or for a transport, whereas let’s say for the bigger EPC projects, we are nominating one project freight forwarder for the complete job,” he said during a well-attended main stage session at Breakbulk Middle East.

“There are different advantages and disadvantages to that. I guess the advantage is that communication is much easier, because our team and that of the project freight forwarder are working very closely together.

“On the other side, we can sometimes see that the flexibility is not there when you have issues in the supply chain. So that’s when we are thinking about finding alternative solutions in terms of running the issues and going to the market to tender single shipments.”

Also taking part in the Shippers Perspective panel, Japan-based Koichi Kaizu, responsible for logistics execution of overseas energy plant construction projects,

said JGC Corporation preferred to nominate a sole contractor. “We do generally prefer a single freight forwarding company, however that is dependent on the project, and we may have a separate contractor for offshore and onshore.”

Cost Control

Asked about his top priorities and greatest challenges in the current market, Duus said: “I would say for sure: sustainability and decarbonization. So with our products for ammonia and methanol plants, we try to make our supply chain much more climate-friendly for new solutions. We are also in discussions as to how we can reduce packaging.

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ADNOC Logistics & Services, a global energy maritime logistics company, said its Integrated Logistics business segment expanded significantly in 2024, with 20 offshore assets acquired and hire contracts secured for 19 Jack-Up Barge deployments.

Credit: ADNOC Logistics & Services

Daniel Duus, global head of logistics at thyssenkrupp Uhde Credit: Spaceplum

“The next priority is cost management. We see a lot of developments in the EPC market, especially after the COVID pandemic.

It’s not only lump-sum anymore. You see a lot of open-book packages, you see a lot of cost-plus fee models. So, we have to face how we can really organize our costs, how we can ensure the budget does not have any cost overruns and what kind of technologies can support us in that regard.”

He added: “Other challenges are around digital transformation, including data transparency, and another priority is standardization and modularization of our plants.

“We see a lot of requirements on the market for us to accelerate our

projects because the customers want to have the plant as soon as possible and make money with the finished products. So one solution is modularization – to speed up the construction, and reduce the risks in the construction.

“We still have a lot of market volatilities, fluctuating prices and a lack of shipping capacities. We have a lot of geopolitical risk. We seem to have gone from COVID straight into the geopolitical issues, without a break in between.”

JGC’s Kaizu cited pricing as a cause for concern. “We often manage EPC projects under lumpsum timekeeping, and the project duration might be four years. In

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the case of some of the biggest mega projects, the project duration might be six, seven years.

“So how we can maintain the price with a freight forwarding company or shipping company over that duration is our challenge. The second challenge is to maintain experienced staff. It’s not only in our company, but the industry is looking hard about how it can maintain skilled and experienced staff in the organization.”

Scarce Resources

Panelist Markus DeJonge, VP offshore mobile solutions at ADNOC Logistics & Services, said his priorities were “safety, decarbonization and embracing and arming the

Left-right: Stephanie Schooley, DSV Project Logistics, NEOM; Koichi Kaizu, JGC Corporation; Markus DeJonge, ADNOC Logistics & Services; Daniel Duus, thyssenkrupp Uhde Credit: Spaceplum

Markus DeJonge, VP offshore mobile solutions at ADNOC Logistics & Services Credit: Spaceplum

AI digital revolution. But I think the biggest issue in our industry is asset availability – and that’s something we sometimes forget.”

DeJonge echoed Kaizu’s concerns around staff recruitment. “Where are the people who will be in the industry tomorrow?,” he asked. “I hate to bring up COVID again, but the mass exodus, I guess you could call it, in different industries has affected our industry greatly. If we don’t have people, we don’t go anywhere.”

Delivering some good news to logistics service providers, Kaizu stressed that, for JGC at least, price isn’t everything. “Competitiveness is very important. However, even where we could select a very competitive partner at the beginning of the project, if they can’t perform, it makes no sense at all.

“For us, credibility and accountability are very important in our service providers. We look for innovation, transparency, even

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supporting the EPC and improving their processes. So it’s a little more than ‘just’ a relationship – it’s a partnership that you’re looking for from the service provider.”

DeJonge raised the importance of local knowledge. “We see many times that global shippers come to the UAE, then the regulations kick in. Then the vetting kicks in.

Then the security kicks in. And then, the asset availability kicks in because the asset needs to be approved by an oil company.

“Not all shippers are aware of the special regulations, so you need to have the right logistics partner.”

Concluding the panel session, moderator Stephanie Schooley, general manager – DSV Project Logistics, NEOM, said: “What I heard consistently was that custom, tailored solutions from the service providers are critical to meeting your needs. The price has to be competitive - that’s mandatory but it’s not just about the cost.

“Service solutions, and flexibility, are very important for resolving or solving challenges. And, in the end, if you have a service provider that is innovative, flexible, reacts quickly to change, it’s going to result in saving money anyway.”

Involved in the project cargo industry since 2007, Luke King is managing editor of Breakbulk. *Breakbulk Exhibitor

Global

FUTURE FLEETS, PRESENT PROBLEMS Demand Is High, but There’s No Easy Answer to Adding Capacity

AAL Hamburg, a 32,000 dwt, dual-fuel multipurpose vessel is equipped with three heavy-lift port side cranes as well as the AAL ECO-DECK - a retractable system that increases the clear stowage space on deck. It is the second of eight vessels in AAL’s Super B-Class newbuilding series.

Credit: AAL Shipping

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By Luke King

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olitical instability, evolving regulation and the ability to future-proof new vessels are all weighing on project carriers as they seek to assemble a fleet fit for tomorrow.

Peter Molloy, senior associate at Drewry Maritime Research, stressed that the project sector was facing an aging fleet – and all the issues that go with it. “I would say the main impact for the project carriers is that we’re going to see an increase in average age,” he said, speaking at Breakbulk Middle East.

“That’s why we put demolitions at nearly zero. As a result, the average age of the fleet will climb, which means if you have any requirements for the ages of vessels, whether it’s insurance, whether it’s internal procedures, you will struggle. And the main hesitancy is why you would, as a carrier, order a ship. Why would you take that risk?”

Asked how BBC Chartering is managing the balance between fleet renewal, long-term investments and nearterm operations, Carsten Meyer, responsible for fleet procurement and management, said: “Thank God we did our homework five years ago.”

Taking part in the Fleet Capacity Challenges and Regulatory Pressures panel, he explained: “Together with our port captains, we designed the new LakerMax, which is unique for what BBC stands for. We are not a liner service.

Our motto, our slogan is ‘any port, any cargo.’

And that means we can’t go into bigger sizes. So, we are ready for the near future. But we have now to wait for the opportunities.”

Fellow panelist Christophe Grammare, managing director at AAL Shipping, said each carrier had “their own path to take” in the market. “We all have different segments we are focusing on and things we are good at. But one size doesn’t fit all.

“We can’t do what, let’s say, BBC can do. We need the larger quantity. So, as AAL, our focus is on moving large quantities of cargo across long distances. That’s what we are best at, and that’s what our ships are designed for.”

Demand Outstripping Supply

Peter Rondhuis, CEO of Roll Group and a fellow panel speaker, described the challenges faced by present high demand from customers. “All our markets are very busy. The complexity is basically to fit the schedules and there is limited room for projects to be extended or delayed because we are simply already occupied with the next one.

“We will add another two deck carriers to our fleet, but that is not doing anything with the supply part.

At the moment, the demand for the coming years looks higher than we can supply the industry. That will come with a lot of challenges.

“And therein lies a risk because if we, as project transporters, cannot transport it then at the end of the day our clients will search for other solutions.”

As well as high demand, projects carriers are handling ever-larger cargoes. “Energy infrastructure is probably the driver for a lot of the project cargo we carry – and this type of cargo is getting bigger and bigger,” said AAL’s Grammare.

“The wind sector is probably one of the most talked about at the moment: Towers are getting bigger. Blades are getting bigger. The market is moving slowly towards offshore as well, which is another ballpark altogether.

“Vessels are getting more and more specialized because, if you look at the early days, wind blades could easily be transported, even on bulk vessels.

But many of the vessels have adapted more and more, designs get bigger and bigger and this cargo becomes doable only on MPVs or project carriers.”

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Peter Molloy, Drewry Maritime Research

Carsten Meyer, BBC Chartering

Christophe Grammare, AAL Shipping

Peter Rondhuis, Roll Group

MV BBC LEER, the first newbuilding of the “LakerMax” series of fifteen 13,000 dwt multipurpose triple deckers, made its first call at a German port, discharging a full load of windmill blades from Mexico in September 2024.

Credit: BBC Chartering

Future Fuels Uncertainty

Alternative fuels is a much-discussed topic in shipping circles – but for now at least, there are still more questions than answers. Uncertainty around the clean fuels of the future – and ensuring that new vessels will remain compliant with whatever regulatory environment emerges – is proving a drag on new building decisions.

“Ultimately, regulation is affecting all of us when we look at new designs,” said AAL’s Grammare. “The design of the future has to be carbon neutral but unfortunately, at this stage, no one knows which fuel is going to be the fuel of the future. There are a lot of issues around scalability, cost and supply.

“In terms of whether regulation is moving fast enough, I think Europe has taken a leading role. I think Europe is moving in the right direction. As an owner, I can say one of the issues we see is whilst there’s regulation on what we need to do, there’s not yet regulation on the fuel supply itself.

“It’s a huge challenge that we all have to navigate. Because if you build a ship, you build it for a minimum of 20 or 30 years. If we look at the carbon goals, you’re looking at 2030 deadlines, 2050 deadlines. So ships which are being ordered now will, in their lifespan, have to live through both of these. And at this stage, I don’t think any of us has the secret of what is the fuel of the future.

“All of us really are holding back a little bit when a ship needs to live 25 years through massive change in regulations.”

Drewry’s Malloy agreed, saying there’s definitely a “newbuilding issue” in the project sector. The evolving environmental and regulatory

landscape will mean “ships built today will either be demolished early or will have to be re-invested in,” he said.

“Their long-term CAPEX is going to be higher because they will have to be re-engined, or have to be retrofitted in some way. So there is that added risk that the maths just doesn’t add up, even with the best intentions that we had all the finance and all the yard availability, and we were turning out 2,000,000 deadweight tons of ships every year.

“Our current idea of long-term operating of these vessels for a longer payback, that actually gets shorter.

Ships will either be younger or will have to be re-invested in – and that is the ships that are built today.”

A frequent talking point is what happens to rates when passage through the Suez Canal – currently closed following rebel attacks on vessels in the Red Sea – resumes, but there are plenty of other challenges cited by project carriers. “We have to think again about a potential drought in Panama, which was a hard one for us to navigate the last couple of years,” said Grammare. “You know, when you have Suez off and Panama off, we talk about pressure on the fleet – that’s a big one.

“Even if the container freight rate drops very quickly after Suez opens, I still think the demand for specialized vessels is still strong enough that we won’t see as big an impact.”

Cargo Flexibility

Meyer at BBC stressed the need for new capacity. “We need newbuildings, but we are restricted presently to China.

Vietnam is on the jump, we see activity in the near future but they are not there

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yet. So, China is right now dominated by bulkers and container vessels and the availability of slots will only be from 2028. How do we see the market within the next five years? It is very difficult to say, but for sure there is a shortage.

“Out of an open Red Sea there will be chances again. For us it was an important trade to go from the continent via the Mediterranean to the Far East. That became a complete deadlock, everything was routed by South Africa. When that Mediterranean trade comes back, it will also, of course, give us multiple options and will also give us more cargo flexibility.

“So for sure we see chances after we have settled some political issues.

What’s happening with Russia? It is a big market nobody has touched so far. When there’s, hopefully, peace in Russia and Ukraine, we see enormous potential in that segment as well.

“So, there are various highlights on the horizon, but first we need to see how the political circumstances are developing in the near future. Once we have political stability, we can go ahead with planning and we see markets opening again, we see oil and gas is going through the roof. Wind energy, alternative energy is dominant, but we are depending too much on the political uncertainty right now.”

Rondhuis agreed that “political instability is the biggest risk at the moment” but urged the sector to be as innovative as possible. “I think we jointly need to see how we can optimize the capacity available in the market,” he said.

“At the same time, with all the regulations coming in place, it also gives us an opportunity to start to invest in the cleaner technology, because we are simply forced. We are quite an old-fashioned industry and we need some pressure from somewhere to get some things changed. So, there I see a huge opportunity.”

Involved in the project cargo industry since 2007, Luke King is managing editor of Breakbulk. *Breakbulk Exhibitor

Global

deugro loads project cargo at Port of Duqm, Oman.

Credit deugro

SEEKING SOLUTIONS TO

CONGESTION

Industry Leaders Warn There Are No Quick Fixes

G

lobal supply chain congestion shows no signs of easing, with bottlenecks, delays and increased costs continuing to create headaches for breakbulk and project cargo.

While instant relief remains out of reach, project professionals are pointing to longer-term strategies for tackling the chaos, such as establishing alternate trade routes,

By Simon West

investing in port infrastructure and capitalizing on technology.

“The challenges are unprecedented,” said Akshay Anand, group general manager and board member at Saudiheadquartered Al Barrak Group.

Speaking during a panel session at Breakbulk Middle East, the executive said the Red Sea crisis in particular was more than just a geopolitical

issue; it was one that carried “immense ramifications” for world trade, economies and the entire logistics cycle. “The challenge is very real, and we live it every day. I’m sure my colleagues live it every day as well.”

Expanding on the challenges, Ben Collins, global project cargo manager at Mediterranean Shipping Company (MSC), said the increasing

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Akshay Anand, Al Barrak Group

Ben Collins, MSC

Martyn Cowie, Tyde Digital

size of vessels built to carry more cargo was compounding congestion by putting additional strain on ports already struggling to keep up.

“The number of vessels entering the conventional market isn’t going up dramatically, but when they’re retiring the older ones, the newer ones coming in are larger,” said Collins, also speaking on the panel in Dubai.

“Port calls are loading and discharging more cargo. And a lot of terminals around the world haven’t kept up with the pace of investment by the ship owners. Ships that used to operate on the main trade lanes are now used as feeders at best, compared to 10 years ago. So I think this is the big fundamental change – the scale.

“Trade is going to continue to grow, so we have to get more investment in the land side and in the terminals, because ship owners – certainly the one I represent here today – are not going to slow down; they’re going to keep going.”

would ease the strain on existing lanes, but warned that these were still “theoretical” solutions.

“Hopefully, the powers-to-be are looking into this and working toward a solution,” he said. “A lot of them are credible – some of them will see the light of day, maybe not in our lifetime, but in the next 40 or 50 years. And some of them might not. But the problem as it remains is real. And I think the challenge for all of us is going to be to ensure that world trade continues.”

Mario Hess, global head of customer solutions for deugro Group, said setting up alternate lanes could lead to the “Waze effect,” a reference to the navigation app that redirects drivers away from traffic, only for the new routes to become congested themselves.

“So actually we’re just shifting congestion from one trade lane to the other and creating more without really solving or addressing the underlying problem,” Hess said.

Returning to port infrastructure, Collins said boosting barge and rail connections to keep cargo moving efficiently was an urgent priority. “For breakbulk cargo it’s obviously very different because each of the pieces are so individual, but on the mass scale for the boxes, the inland connections and the hinterlands to get off the terminals – I think will make a huge difference.”

Anand urged shipping lines, forwarders, port operators and

government authorities to improve collaboration, while Preston Coelho, director for international sales and ship agency at terminals operator Gulftainer, said the industry needed to think outside the box when it came to their options. He pointed to Jebel Ali in the UAE, one of the region’s “biggest bottlenecks,” and the reluctance of companies to use other, less congested facilities.

Gulftainer manages a number of ports in the Middle East including Khorfakkan, a “two-tier” container port in the UAE’s Sharjah state with the capacity to handle breakbulk and project cargo.

“You cannot use just one terminal and choke it up. You have to spread it out,” the executive said. “And that hasn’t happened in this region (the Middle East). So despite having alternatives, they have not used them.

And now when it comes to a time where they’re needed, everyone’s struggling to maintain their supply chains.”

No Quick Fix

The panel, moderated by Martyn Cowie, managing partner at Dubaiheadquartered Tyde Digital, agreed that while there was no easy answer for dealing with congestion, solutions such as new trade routes offered hope to breakbulk movers.

Anand pointed to China’s Belt and Road Initiative and the India-Middle East-Europe Corridor as examples of potential new passages that

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Capitalizing on Technology The panel also highlighted technology’s role in navigating supply chain congestion, with Collins emphasizing that while it won’t fix the problem, enhancing information flow and data quality was crucial for dealing with disruption.

“If people want to manage the congestion as best as they can, then the reality of it is the information

Global

flow needs to be faster, quicker and more accurate,” Collins said, pointing to MSC’s recently launched iReefer container monitoring solution for reefer cargo. The technology allows customers to track and monitor their temperature-controlled shipments in real time, from anywhere in the world.

“I can see that expanding more and more into the specialized cargo as well,” Collins said. “Look, congestion is going to happen. The question is, how do we as an industry give the clients better visibility for people that have to make the decisions, factoring in these problems as they arise? I think this is where the shipping industry in particular as a whole still has a long way to develop to give that.”

He added: “I can buy a book from Amazon for three dollars and see every minute of the day where it is.

Sometimes on carriers, it’s millions of dollars and you’re waiting for a

Mario Hess, deugro

Preston Coelho, Gulftainer

website to be updated – it sometimes doesn’t feel the best solution.”

Continuing on the topic of technology, Anand highlighted how AI has become a valuable tool for the industry to collect and process data – meeting the growing demands of clients.

“Customers are very unforgiving these days,” Anand said. “They’re not

going to really cut you any slack. They will want to know where the cargo is at every point in time. If you’re a forwarder or a shipping line, they will benchmark you against ten different shipping lines and ten different forwarders or logistics providers.

“I think AI is probably one of the ways and the main way to collect that data,” he added.

According to Hess, deugro is deploying AI models to provide predictive analytics into congestion or congestion that is likely to occur.

The forwarder recently launched a new plug-in that helps it interpret complex data conveyed from carrier partners and terminals and turn it into clear, actionable insights.

While AI and technology can be deployed to ease congestion chaos, the panel agreed that strong human relationships would ultimately help businesses thrive in turbulent times.

“It sounds old-fashioned, but it does go back to relationships,” Collins said. “IT, data, programming, AI – it’s all great as a tool to support what you need to do but you need to be close to your shippers, your project and your manufacturing. Problems happen; delays happen – it’s how you minimize the impact, which is the skill set that exists on this panel. We’re always searching for the answers.”

Colombia-based Simon West is senior reporter for Breakbulk.

MSC transports a 390-tonne hydraulic hammer from Rotterdam to Singapore.

Credit: MSC

*Breakbulk Exhibitor

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Europe

SHAPING THE

FUTURE OF AN

ITALIAN ICON Fernando Bertoni on Fagioli’s Strategic Evolution

N

ow in charge of Fagioli – Italy’s famous heavy-lifting and transport company with a 70-year heritage – serial CEO Fernando Bertoni is finding plenty of familiar territory in the project cargo space.

Born in Argentina, Bertoni spent over 18 years at General Electric, where he led global and regional operations in GE’s Energy business. He has worked and lived in the United States, Brazil, France and Italy, where he currently resides (in Milan).

“In all the years I spent in the oil and gas and energy business, my key customers were fundamentally the engineering, procurement and construction companies we are dealing with today,” he says. “Those are the same players that I dealt with for almost two decades in my professional life, likewise for many of our end customers.

By Luke King

“It’s comforting because my work now is closely related to what I’ve done in the past, to the extent that I’ve spent a fair amount of time and developed profound relationships with some of the same people. It’s something that helps to gain a good perspective on what the problems our customers are trying to solve really are.”

After decades of family ownership, Fagioli underwent a significant restructuring in 2017, when QuattroR, a Milan-based private equity fund acquired 49% of the company (they now control the business with a 75% stake). The Fagioli family retain a 25% interest and are “a minority shareholder, but a very important shareholder indeed,” says Bertoni.

In the last 12 months, the company

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reached an agreement to refinance its debt with Italian and European banks – a vote of confidence in Fagioli, according to the new CEO. “That is something we share with our customers and partners with pleasure and a bit of pride as we continue to grow and reposition the company in the future, with very low levels of debt compared to our peers in the industry.”

Bertoni joined Fagioli in February 2024, tasked with “the realignment of our strategic focus to key markets and regions.”

That, says Bertoni,

Europe

“BEING EVERYWHERE IN THE WORLD WITH ASSETS AND RESOURCES IS JUST AN ALLOCATION AND IS NOT BENEFICIAL TO ANYONE, WHETHER OUR CUSTOMERS OR OURSELVES.”

Fernando Bertoni, appointed Fagioli CEO last year, says the company’s focus is now on energy transition, heavy industry and complex infrastructure projects.

Credit: Fagioli

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Europe

world with assets and resources is just an allocation and is not beneficial to anyone, whether our customers or ourselves,” he says. Instead, Fagioli aims to cultivate depth over breadth, focusing on areas where it can bring a competitive advantage, like in North America, Europe, the Middle East and Australia.

“We are heavily involved in offshore and onshore wind developments on both sides of the Atlantic ocean, as well as nuclear projects,” says Bertoni. “I see more of that developing in parts of Europe, such as Poland.

Fagioli carried out a record-breaking We see a nuclear operation at the Seatrium AmFELS energy revival, shipyard in Brownsville, Texas, where in a sense, and it used 880 axle lines to move an offshore wind turbine installation vessel Fagioli has weighing over 27,000 tonnes. historically Credit: Fagioli carved out a very important means concentrating on the energy presence in the nuclear industry. transition segment (spanning “That’s where we are in a nutshell: everything from power generation energy transition, heavy industries projects, to oil and gas facilities and and complex infrastructure. We renewable energy), heavy industry offer an integrated approach (including shipbuilding) and complex from an engineering and logistics infrastructure projects such as airport standpoint, where developing the development, civil transportation most efficient solution, independent infrastructure and football stadiums. of the equipment used, is the This strategy marks a departure differentiator that we bring into from the company’s previous global the marketplace, especially in our spread. “Being everywhere in the key markets around the world.”

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The Importance of Innovation

Innovation remains a cornerstone of Fagioli’s strategy and Bertoni stresses the importance of Fagioli’s engineering acumen. “Our technology plays a fundamental role, particularly in areas like complex infrastructure.

We’ve been involved in pioneering solutions, from some of the most complex LNG projects in the U.S., to flood prevention systems in Venice, to the reconstruction of key bridges in Denmark.”

Today, the company employs around 550 staff and has established four “centers of excellence” located in Reggio Emilia, Italy, where the company is headquartered; Houston, Texas; Abu Dhabi, UAE; and Perth, Australia, where Fagioli has established a 50-50 joint venture with Australian construction and engineering company Monadelphous.

Bertoni said Fagioli is working successfully with partners in the Middle East. “For example, in the Abu Dhabi market, we have partnered on a number of projects with DSV, the global logistics and transportation business, and with ADNOC Logistics, the logistics arm of the state oil and gas company in Abu Dhabi. This is a project-related partnership that is working extremely well.

“It’s also a natural fit for us to partner at a project level with crane providers.

We clearly own and otherwise lease a large number of cranes, but that side of the industry is not necessarily where our DNA comes from. We are what you would call a speciality heavy-lift engineering company, in our guts.”

2025 will see Fagioli expand its fleet with the purchase of up to 250 Arctic-enabled self-propelled modular transporters (SPMTs) from an undisclosed European manufacturer.

Explaining the investment, Bertoni says: “Since February last year, we have been engaged in a huge oil and gas project in Alaska, where our customer is ConocoPhillips.

Europe

“We have been selected as the sole heavy-lifting supplier for the next four or five years and, at the peak of the project, we will have over 400 SPMT lines and over 70 full-time employees employed in Alaska.”

An additional, future round of SPMT acquisition will see another 250 units added to the Fagioli fleet. “We will go from about 2,000 SPMTs today to about 2,500 in the global fleet,” says Bertoni.

A Long Transition

Bertoni draws a wealth of experience from his tenure at General Electric, which he has found useful in navigating today’s energy-related projects.

“The transition from traditional fossil fuels to a diversified energy mix is a prolonged journey, and natural gas plays a crucial bridging role,” he says.

“We are involved in everything that has to do with natural gas, whether it is an LNG plant, or a new gas field. We do see a number of global natural gas projects for the next five, ten years that support this concept of transition.

“This includes a significant acceleration in activity in the North American market following the election and the change in administration in the U.S. There, we are talking about traditional oil and gas projects, but it’s also interesting to note that we have not seen a slowdown in the renewable projects that we have been involved within the U.S. They continue to go at the same pace, at the same level.”

Last year, Fagioli carried out a record-breaking operation at the Seatrium AmFELS shipyard in Brownsville, Texas, where it used 880 axle lines of TII Scheuerle SPMTs to move an offshore wind turbine installation and intervention vessel weighing over 27,000 tonnes.

The Charybdis was transferred from the shipyard onto three barges for its subsequent launch into the water and, in the process, Fagioli claimed three world records: for the largest number of axle lines under one load; the heaviest weight moved by SPMT

The Charybdis is the first vessel of its kind to comply with Jones Act requirements stipulating that transportation between American ports may only be provided by vessels that were built in the U.S. and owned by individuals holding an appropriate transportation licence. Credit: Fagioli

axle lines; and the heaviest load on wheels transferred onto barges.

On reaching the river bank, the vessel was transferred to three parallel positioned barges, also by means of the 880 SPMT axle lines.

Built by American energy company Dominion Energy, the Charybdis is the first vessel of its kind to comply with Jones Act requirements stipulating that transportation between American ports may only be provided by vessels that were built in the U.S. and owned by individuals holding an appropriate transportation license.

“We are very proud to have completed what is really a world record, carrying out some very complex engineering work and then the lifting and transportation,” said Bertoni. “This points to our extensive experience in both onshore and offshore projects in the U.S.”

Center of Gravity

Away from work, Bertoni likes to keep active and enjoys watching and playing sports with his family. As well as tennis, he enjoys skiing, though admits he can “no longer keep up with my sons.” The family are Inter Milan FC fans “in a pretty big way” and try to watch their team play football in Milan “as much as we can.”

Asked about his ties in Argentina and Italy, Bertoni says: “Italy is, I would say, my center of gravity. There is no question, I still have the memories of a 20-year-old, growing up in Buenos Aires, but I left the country many, many

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years ago. I have vivid memories of my childhood there, but the greater part of my both personal and professional life is outside of Argentina.

“There are a number of very important changes happening in Argentina today but, clearly, the country needed a bit of rigor and discipline from a financial standpoint, from a macroeconomic standpoint.

It is my hope that this translates and trickles down to the individual level, so that the people feel the benefit.”

Before we say goodbye, Bertoni reflects on Fagioli’s proud Italian heritage. “The company, as you know, was founded and built on the growth of the Italian industry. Fagioli started off as a heavy road transportation company and we continue that part of the business.

When it comes to heavy road transport in Italy, the Fagioli name is clearly a brand name, still fully recognized as such.

“If you talk to some of the bigger industrial players, power generation people, for example, or the equipment providers, whether Italian or Europeans that work in the Italian market, they will tell you they don’t transport anything in Italy if it doesn’t go by Fagioli. Whilst we are also busy with global projects, we are carrying on that Italian tradition today.”

Involved in the project cargo industry since 2007, Luke King is managing editor of Breakbulk. *Breakbulk Exhibitor *BGSN Member

Americas

GOING FOR GOLD IN EL SALVADOR

By Simon West

Mining Returns as Central American Nation Eyes Logistics Powerhouse Status

B

reakbulk movers active in Central America have welcomed El Salvador’s decision to overturn its 2017 metals mining ban, a ruling set to generate fresh demand for logistics as the nation opens its doors to new extraction projects.

In late December, El Salvador’s 60seat legislature voted overwhelmingly

to lift the eight-year moratorium, originally imposed to protect water resources and public health.

Speaking to Breakbulk, Eduardo Garcia, CEO, Latin America at WR Logistics, said it was a “great move” by the government that would stimulate economic growth.

“For our company it represents

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an excellent opportunity,” he said.

“We have extensive experience in the mining industry in other regions, which will allow us to provide cutting-edge logistical solutions and comprehensive know-how to support sector growth. We aim to participate of course in this development in the near future.”

Americas

Claudia Kattan, Crowley Logistics

Claudia Kattan, vice president of Central America at Crowley Logistics, said more mining projects in the country would offer “significant opportunities” for logistics and shipping. “Increased demand for transporting raw materials, machinery and supplies will create new business for logistics providers,” Kattan said.

“This growth can also drive investment in infrastructure, such as ports, roads and storage facilities, to support mining operations.

The government’s involvement in overseeing mining projects could lead to improved infrastructure to support these activities.”

Gold Rush

The reintroduction of metals mining had been driven by El Salvador’s president, Nayib Bukele, who had labeled the prior ban “absurd”. The new legislation gives the state exclusive authority to explore, exploit, extract and process metallic resources with the option of working with foreign companies to develop projects.

The government highlights El Salvador’s prime spot on the eastern edge of the Pacific Ring of Fire, an expansive tectonic belt prone to volcanic eruptions and earthquakes rich in lithium, cobalt, nickel and other minerals. But gold is the real prize here, with lawmakers quoting studies estimating 50 million ounces in just 4% of land with mining potential.

“Gold could transform El Salvador,” Bukele said on X.

Charles Cooper, principal of UKheadquartered mining consultancy Jord Metals, said gold deposits in El Salvador tend to be small but highgrade. Such assets, typically found in northern provinces around the Lempa River, the country’s main watershed, would suit junior to mid-tier mining firms looking for smaller projects with a 15- to 20-year lifespan.

These projects would still need substantial logistics support, though on a more modest scale than developments such as Chile’s sprawling copper mines.

“Most mining equipment for restarting existing mines would be relatively small-scale given the predicted size of the operations,” Cooper said. “Mining is likely to be underground, which would require load, haul and dump machines (LHDs), drill rigs, supplies of concrete and shotcrete and roof bolts.

“The main large-scale equipment would be used in the process plant during construction, such as Ball and SAG mills (types of grinding machines used to crush and reduce the size of ore and rock), thickener tanks, diesel and gas storage tanks, pumping equipment, and earth moving equipment. Most of this is likely to be imported. Roads and transmission power lines would need upgrading.

Housing for locals, accommodation and office buildings would also be needed, but probably sourced domestically.”

The consultant warned though that it could be several years before mining operations begin. Any operator eying El Salvador will likely wait for clarity on a new mineral code outlining key details such as ownership rights, tax obligations, community relations and local content requirements – all of which will take time to finalize.

“We’re looking at probably three to five years at least,” Cooper said.

Challenges to development persist, including environmental opposition and a legacy of corruption and red tape that could spook investors. In a bid to ease widespread domestic hostility toward

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mining – one survey indicated about 80% of the population opposed its reintroduction – the use of mercury in mining operations has been prohibited.

“Mining companies are going to have to do a lot of handholding and get really involved in local level discussions to try to reassure the local population,” Cooper said.

A Logistics Hub in the Making

The new mining rules come as the populist Bukele – who once described himself as the “world’s coolest dictator” – makes it his mission to lure more overseas investment in a bid to revitalize one of the region’s poorest and most troubled nations. To support regeneration, millions of dollars are being allocated for roads, bridges and airport facilities, with a focus on boosting infrastructure in the country’s underdeveloped eastern region.

A major coup was struck last year after it was revealed that Türkiye’s Yilport Holding planned to spend US$1.62 billion to overhaul the strategic ports of Acajutla and La Unión, a move that could help create a new regional logistics hub.

Bukele posted a video on his X account describing how Yilport would form a “mixed economy venture” with El Salvador’s autonomous executive port commission, or CEPA, to jointly operate the facilities under a 50-year concession. The deal represented the “largest private investment in the country’s history,” the video said.

Expanding on the plans, Luis Canto, general manager of the Unión Portuaria del Pacífico venture and Yilport’s former chief technical officer, told Breakbulk the investment had begun late last year and would be staggered in three phases.

In a first phase, US$50 million would be spent on new specialized equipment for handling general cargo as well as upgrades to roads and improvements to power and water supply systems. A second phase, slated for completion by 2028-2029, calls for a new 550-meter

Americas

Luis Canto, Yilport Holding

dock at Acajutla with a 15-meter draft that will house four to five ship-toshore (STS) cranes, and a backup yard equipped with automatic rubber-tired gantry (RTG) cranes. An expanded Dock A will have the capacity for three or four multipurpose mobile cranes and additional general cargo warehousing.

The plan for La Unión, inactive since its completion in 2008, is to prioritize general cargo and roll-on, roll-off (RoRo) operations, with upgrades including new specialized equipment

and possible dredging of the access channel. According to Canto, the investment will redirect cargo from neighboring countries and position El Salvador as a logistics hub.

“The construction boom will be more easily supported by an efficient port. The mining industry, which is on the verge of taking off in El Salvador, will find the ports as its natural allies for the import of necessary supplies and the export of raw or processed products to the markets that require them,” Canto said.

“Direct connections with China and the Asian continent will be quickly established, as well as an increase in trade with the U.S. West Coast.”

Christopher Knuth, CEO of KTC Heavy Lift in Honduras, welcomed investment in El Salvador’s ports, noting the poor state of ports in neighboring countries Honduras, Nicaragua and Guatemala.

According to the executive, wellequipped terminals along Central America’s Pacific coastline were sorely

KTC Logistics oversees the delivery of a power generator to El Salvador. Credit: KTC Logistics

needed to handle cargo deliveries from Asia without diverting through the Panama Canal. “Strengthening the port of Acajutla reinforces that whole part of the Pacific,” he said.

Energy Diversification

Boasting solid infrastructure including ports and terminals will be crucial for El Salvador’s ongoing plans to diversify its energy use and economy. Beyond gold, the country has embarked on a program to build new geothermal power plants to help fuel its Bitcoin mining operations. Geothermal power contributes about 25% of El Salvador’s electricity generation, a share expected to rise with the start-up later this year of a new 7-megawatt (MW) binary cycle facility at Berlín, Usulután.

El Salvador is also expanding solar photovoltaic (PV) capacity through new large-scale projects, while last year lawmakers approved a nuclear energy law establishing a regulatory framework for building and operating nuclear power plants.

In one of his first actions in office, U.S. Secretary of State Marco Rubio signed a memorandum of understanding (MoU) with Salvadoran Foreign Minister Alexandra Hill Tinoco to cooperate on strategic civil nuclear development – the first nuclear energy deal between the U.S. and a Central American country.

“Nuclear energy is a strategic option which will not just help reduce our carbon footprint, it will also ensure reliable and efficient electric energy for our country’s development and for the well-being of our people,” Hill Tinoco said during February’s signing ceremony.

While not everything that glitters is gold, El Salvador’s ambitious drive to develop its resources and infrastructure does signal a new era – one where breakbulk and project cargo stand ready to seize new opportunities.

Colombia-based Simon West is senior reporter for Breakbulk. * Breakbulk Exhibitor

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Middle East

“DISRUPTIONS ARE INEVITABLE, BUT

TRADE ALWAYS FINDS A WAY”

DP World’s Shahab Al Jassmi on a Record-Breaking Year at Jebel Ali

By Simon West

S

hahab Al Jassmi, senior VP of commercial ports and terminals at DP World GCC, shares insight on Jebel Ali’s record-breaking year for breakbulk, the challenges of geopolitical pressures and supply chain disruptions, and the vital role of partnerships in the Middle East.

Q: DP World GCC has had a very good year for breakbulk. What key factors contributed to this success, and how does the company plan to sustain this momentum moving forward?

Shahab Al Jassmi: 2024 has been a record year for breakbulk at Jebel Ali Port, handling 5.36 million metric tonnes, a 23% year-on-year increase, marking the highest volumes since 2015​. This growth has been fueled by large-scale infrastructure projects, industrial expansion, and the growing demand for renewable energy components across the region.

Jebel Ali’s role as a strategic hub for breakbulk logistics has been reinforced through key projects over the past year, including facilitating 45,000 metric tonnes of wheat flour shipments as part of humanitarian aid efforts, consolidating structural steel exports for an aluminum recycling plant in the USA and streamlining logistics for a large mining project by handling the export of 60% of its structural components.

Looking ahead, urban development, manufacturing, and renewable energy investments across the GCC will

equipment, steel, and cement.

At the same time, the GCC has emerged as a hub for structural steel exports, especially amid China’s slowdown and trade flows being redirected. Regional ports have taken on a greater role in consolidating shipments for major projects in the USA and Africa​, with Jebel Ali taking the lead. On the export side, sugar, iron, and steel have remained among the most prominent commodities, Shahab Al Jassmi, DP World driven by strong global demand for construction materials. continue to drive breakbulk demand. To As mega projects in Saudi Arabia sustain this growth, we remain focused and the UAE continue to progress, on expanding infrastructure, enhancing and the region prioritizes energy Ro-Ro and heavy-lift capabilities, diversification, we expect breakbulk and investing in digital solutions that demand to remain strong​. improve efficiency and resilience.

Q: Geopolitical pressures and supply Q: Which sectors or commodities have chain disruptions continue to affect seen the most growth in breakbulk? global trade. How has DP World managed to maintain stability and SAJ: Breakbulk volumes have surged growth despite these challenges? in 2024, largely driven by infrastructure expansion and industrial development SAJ: Disruptions are inevitable, across the GCC. Over 80% of shipments but trade always finds a way. Our focus were imports, reflecting rising demand continues to be on diversifying supply for construction materials, heavy chains and growing our infrastructure machinery, and renewable energy to strengthen resilience. With over components. Wind turbines and 100 berths, a 25-km quay length, and solar panels have been in particularly dedicated terminals for breakbulk, high demand, supporting largeRo-Ro, and heavy-lift cargo, Jebel Ali scale projects like the Mohammed Port is designed to absorb shocks and bin Rashid Al Maktoum Solar Park, support trade flows. The expansion of which aims to generate 5,000 MW Mina Al Hamriya Port, has strengthened by 2030​. The continued investment this capacity, creating a versatile in regional infrastructure has also ecosystem that complements Jebel led to a rise in imports of oversized Ali’s role as a critical trade hub.

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Middle East

“BEYOND INFRASTRUCTURE, OUR STRENGTH LIES IN OFFERING INTEGRATED SOLUTIONS.”

Breakbulk operations at DP World’s Jebel Ali Port, Dubai. Credit: DP World

Beyond infrastructure, our strength lies in offering integrated solutions.

The logistics ecosystem at Jebel Ali, supported by Jebel Ali Free Zone (Jafza), enables manufacturers and exporters to benefit from a fully integrated supply chain, with access to facilities for assembly, fabrication, and value-added services. Strong partnerships with global shippers, airlines, and key industry players also ensure that we can handle breakbulk operations reliably, even in challenging market conditions.

Q: Can you share examples of successful partnerships or initiatives that have made a significant impact on DP World’s operations in the GCC? SAJ: Collaboration has been fundamental to our success in strengthening trade flows and future-proofing supply chains.

Over the last year, we have invested heavily in modernizing the DP World Terminal in Jeddah, having broken ground on a $250 million logistics park in the Kingdom in partnership with Mawani. This month, we also welcomed the first vessel under the landmark Gemini Cooperation - a strategic alliance between Hapag-Lloyd and Maersk at Jebel Ali port, reinforcing

our position as the leading maritime hub in the Middle East. The efficiency and resilience of our port operations, coupled with the advanced logistics capabilities of our hub, make us a trusted partner for shipping lines.

We are also committed to workforce development. The Future Sustainability Leaders Program, in partnership with Schneider Electric, is equipping Emirati youth with skills in AI, decarbonization, and sustainable trade, ensuring that the next generation is prepared for the evolving needs of global trade.

By working closely with governments, industry leaders, and the private sector, we are building a more connected, agile, and sustainable supply chain for the future and reinforcing Dubai’s maritime legacy.

Q: What emerging technologies or digital solutions are you most excited about for transforming port and terminal operations? Can you share details of any specific technologies that DP World is implementing?

SAJ: Technology is at the heart of trade optimization, and at DP World, we are implementing solutions that enhance efficiency, sustainability, and visibility across our operations.

One of the most significant

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innovations is BOXBAY, a fully automated high-bay container storage system at Jebel Ali’s Terminal 4, which allows direct access to containers without the need for reshuffling, reducing land use by up to 75% compared to traditional yards.

Electrification is another key focus area. In partnership with Einride, we are rolling out a fleet of over 100 electric trucks to optimize inter-terminal cargo flows and reduce emissions.

Digital trade platforms have also been enhanced to provide greater transparency and control over shipments. SeaRates enables realtime tracking across land, sea, and air, while Cargoes P&T improves marine terminal operations by utilizing AI, machine learning, and IoT. Meanwhile, Dubai Trade, the UAE’s primary single window trade platform, processed more than 300 million transactions last year, simplifying customs and trade processes.

Colombia-based Simon West is senior reporter for Breakbulk.

DP World is host port for Breakbulk Middle East. The 2026 edition of the event is taking place on 10-11 February 2026.

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A recap of the stories that broke at Breakbulk Middle East

Adolph Colaco (left), CEO of e2log, speaks on the Innovating for Impact: Digital and AI Strategies in Project Logistics panel session.

Credit: Spaceplum

UNPACKING L&T’S DIGITAL TRANSFORMATION Attendees at Breakbulk Middle East heard how one of the world’s largest EPC companies, Larsen & Toubro (L&T), is investing in the latest technology to help manage its US$1 billion logistics spend.

The Innovating for Impact: Digital and AI Strategies in Project Logistics session was moderated

by Margaret A. Kidd, program director and instructional associate professor, University of Houston, who is writing a case study about the L&T project.

As reported in Issue 1, 2025 of Breakbulk Magazine, Dharmendra Gangrade, head of L&T’s Logistics Management Center, was tasked with consolidating the company’s various

By Luke King

logistics teams and establishing a Mumbai-based centralized logistics function housing more than 200 supply chain professionals.

The project was dubbed “LIFT,” short for “Logistics integration for transformation,” and involved the implementation of an integrated logistics management system (ILMS) supplied e2log.

“EPCs are at the cutting edge when it comes to engineering and so on, but the reality is that digitalization is not always part of the corporate strategy,” said Adolph Colaco, founder and CEO of e2log, who appeared on the panel. “Such a project must be part of a much broader AI and digitalization strategy.”

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Gangrade told the audience that management buy-in was an essential feature of the project’s success. “It required our top leadership having respect for logistics. They saw this as something that could set us apart from the competition.”

Close coordination with L&T’s many logistics service providers was another key concern. “LSPs are very important stakeholders,” he said. “We have more than 1,000 of all sizes spread across the globe. They all support what we are doing.”

According to Gangrade, the benefits of adopting e2log included more efficient working (which saves money), eliminating email from day-to-day logistics work in favor of

Breakbulk Middle East

Mark Scott, e2Log. Credit: Spaceplum

Dharmendra Gangrade, L&T. Credit: Spaceplum

Margaret A. Kidd, University of Houston.

Credit: Spaceplum

messaging, and being able to easily re-deploy staff anywhere in the world.

“We actually set seven objectives – all were met,” said Gangrade. “I can see 221 KPIs when I look at my dashboard – it’s so exciting to look at the data.”

Panelist Mark Scott, chief technology officer at e2log, described some of the challenges he and his colleagues faced in rolling out their service at the US$25 billion EPC. “Primarily, we were dealing with 14 different L&T companies, which means 14 different ways of working,” he said. “The hard part was combining scalability and flexibility – each company still needed some level of operational autonomy in order to optimize their business objectives.”

Asked about the role of AI in logistics, Scott said: “As a technologist, it’s a very exciting time to be around. With AI, the closest thing I can equate to is the dawn of the Internet in the late nineties, but I don’t even think that does it justice.

“I think the important thing to know is it’s real, it’s transformative, and it belongs everywhere, including project logistics. The first thing is in automation of workflows, things that used to be difficult to automate using traditional AI. Generative AI is uniquely positioned to handle some of these more uniquely complex tasks.

“We’re now getting better predictive analytics; AI is just servicing things that a human would have a hard time picking out on their own. So these are things that project logistics can absolutely benefit from today.”

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Reflecting on the L&T rollout, Colaco concluded: “I always say that the tech is the easier part. The hard part is getting the enterprise you are working with to commit the resources. Fortunately, L&T treated this as a digital transformation – not a software deployment.

“Trust me, change like this is not about the tech, or fancy consultants, it’s about the mindset of the people.

The groundwork has to be done.” *Breakbulk Exhibitor * BGSN Member

Breakbulk Middle East

ENERGY TRANSITION TO SPUR SUPPLY CHAIN INNOVATION Energy transition presents a massive opportunity for the project supply chain to drive innovation and efficiency, but success rests on early collaboration between stakeholders, listeners were told during a panel session at Breakbulk Middle East.

Tim Killen, head of growth for projects at Fracht Group, said logistics providers were “excited” about the opportunities and challenges emerging from the global switch to cleaner energies. The industry had a “proven track record” of adding value to all aspects of the project process.

“We saw in the wind sector how it took many years to identify, learn and then implement the efficiencies that are needed in order to be able to drive down the delivered cost of logistics for those projects. And our appetite for engagement in energy transition is significant,” he said.

“From pre-FEED and FEED, then solution design and into implementation, with all those new commodities, clients and supply chains that are going to be created, there’s an opportunity for us to innovate when it comes to different logistics solutions, different handling methods and the different equipment

By Simon West

Tim Killen, Fracht Group.

Credit: Spaceplum

types that are going to be needed.”

Juma Al Maskari, director of Asyad Logistics, a division of Oman’s stateled Asyad Group, said having a seat at the table early on was “crucial”.

Maskari pointed to Oman’s potential to become one of the world’s leading green hydrogen producers.

“Oman is very ambitious when it comes to this industry,” he said. “We have already given eight concessions

Torben Berger, United Heavy Lift.

Credit: Spaceplum

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around Oman with a total area of 50,000 square kilometers. This translates roughly into about 2,000 wind turbines and 40 million solar panels.”

But, he added, concession areas are located on average 500 kilometers inland from Oman’s ports, with routes often crossing oilfield concessions.

Transporting out-of-gauge cargo therefore requires collaboration between EPCs, traffic control authorities and drilling firms.

“A simple mistake can become extremely expensive. You could have the ship owner unable to offload because the port is congested or trucks that cannot get through to the construction site. Things can go wrong, and you need to be prepared for it.”

Torben Berger, director of business development at United Heavy Lift, told listeners that energy transition was driving growth for carriers, with 60% to 70% of the cargo transported by UHL related to renewable energy projects.

“Early engagement is also key from our point of view,” Berger said.

“With all carriers you have engineers, and it’s very important for them to engage and understand where to put the lifting points, the lashing

Breakbulk Middle East

Iman Nasseri, FGE Dubai.

Credit: Spaceplum

points, to know if there’s a possibility to optimize the module sizes for onshore and offshore transportation.”

Killen noted that over his three decades in the industry, project lead times had increased from about four months to 18 months, significantly raising the demand for contributions from logistics providers.

“As an industry we need to make sure we have the capacity and resources within our organization to plan, design and then deliver these projects in the right way,” Killen said.

Middle East Energy Transition Still Nascent

Iman Nasseri, managing director for the Middle East at energy consultancy FGE Dubai, had opened the discussion by saying that energy transition projects in the region – with the exception of solar – had been slower to gain momentum compared with other regions, with the project mix still dominated by fossil fuels.

“Over 90% of Middle East energy investments in 2023 were in the oil and gas sector. And this trend is not slowing,” he said. Part of the problem has been the lack of projects reaching final investment decision (FID), echoing comments made by the EIC’s Ryan McPherson in an earlier presentation.

He continued: “But I think we’re at the beginning of a curve. Percentage growth numbers are encouraging even if absolute numbers are perhaps not.

Session moderator Vineet Bakshi, regional director of logistics at Fluor, was bullish on the region’s outlook, highlighting an estimated US$50 billion spend on energy transition projects by the end of the decade.

“This includes possible US$5 billion in technologies such as carbon capture, maybe another US$5 billion in battery storage and energy system projects,” he said. “These new technologies are actually changing the way projects used to happen and the way logistics service providers used to traditionally work.”

Juma Al Maskari, Asyad Logistics.

Credit: Spaceplum

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*Breakbulk Exhibitor * BGSN Member

Breakbulk Middle East

SAUDI GIGA PROJECTS DEMAND SUPPLY CHAIN INNOVATION The massive scale of Saudi Arabia’s giga project program demands innovation across every aspect of the supply chain, listeners were told during a Saudi Arabia Giga Project Update panel session at Breakbulk Middle East in Dubai.

Key priorities identified during the session, which was sponsored

by MSC and moderated by Karim Omran, commercial director at Red Sea Gateway Terminal, included developing a reliable transportation network, optimizing warehousing and inventory management, enhancing local capacity and implementing effective contingency plans.

“Achieving Saudi Arabia’s Vision 2030 requires large-scale, well-planned projects. However, infrastructure development, generally, lags behind cargo movement, which increases bottlenecks,” said Hisham Al-Ansari, CEO of MSC Saudi. “The focus must be on developing the main infrastructure to support the giga projects and handle cargo efficiently.

Fortunately, a government plan is in place to address these challenges and support future growth.”

According to the executive, connectivity is crucial if Saudi Arabia is to achieve its development goals. The kingdom currently boasts 211,000 kilometers of roads, 10 ports and 28 airports. For the CEO, a robust intermodal transportation infrastructure would link all these modes effectively to enable seamless movement and transfer of cargo.

Fellow panelist Rajith Aykkara, vice president at Bahri Line, pointed to road connectivity and trucking availability as major logistical challenges for giga projects. He drew on his experience of working on a recent large-scale project – the Riyadh Metro.

“As a carrier, we were able to deliver all the trains and equipment from Europe and Asia to Saudi Arabia for the Riyadh Metro. The biggest challenge we faced was the limitations in the road connectivity for transportation of equipment from Jeddah and Damman to Riyadh. So, the focus must be on expanding the transport infrastructure within Saudi Arabia.”

Meanwhile, Sue Donoghue, CEO of DHL Global Forwarding Saudi Arabia, said given the volume and

(L-R): Karim Omran, Hisham Al-Ansari, Sue Donoghue, Rajith Aykkara, Igor Muñiz, Kohki Uemura. Credit: Spaceplum

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By Dennis Daniel

variety of materials required for giga projects, an “immense” opportunity exists for optimizing warehouse and inventory management.

“As with any project, it is critical to have materials available when needed, at minimal cost, and with maximum efficiency. For example, modular warehousing is useful for giga projects as it enables an agile approach, allowing warehouses to be relocated and storage configurations to be adjusted according to demand,” Donoghue said.

Asked whether centralized megawarehouses or decentralized microwarehouses were more practical for giga projects, Donoghue said: “A hybrid approach leverages the benefits of both methods. It contributes to economies of scale while providing the flexibility and responsiveness needed for giga projects. The decision will ultimately depend on the specific requirements of each project.”

Additional opportunities for innovation flagged by panelists included the development of local supplier networks, collaboration with partners and contingency planning.

Igor Muñiz, CEO of Erhardt Projects,

Breakbulk Middle East

Hisham Al-Ansari, MSC Saudi.

Credit: Spaceplum

Sue Donoghue, DHL Global Forwarding Saudi Arabia.

Credit: Spaceplum

said that when multiple projects are executed simultaneously in one country, meticulous preparation and operational excellence were “crucial” for their success.

“In our industry, constraints are common. Therefore, we must invest and prepare in advance with a capable team and reliable partners, along with contingency plans for

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unexpected situations,” Muñiz said. “It is important to connect all the dots by collaborating with local authorities, port and terminal operators, site managers, project directors, and every other project stakeholder.”

Donoghue agreed, arguing that synergistic relationships between international parties and local entities provided “maximum value” through collaboration and sustainable local capacity building.

“Having performance metrics and evaluations for both parties can help ensure that both parties work as a team to achieve shared goals and that it is a win-win situation for all,” she said. “We also need to focus on collaborative platforms for suppliers, contractors and logistics providers.”

The panelists concurred on the transformative impact of investments in large-scale infrastructure, energy and technology development.

Kohki Uemura, president and CEO of DENZAI, the Tokyo-based logistics firm that has started gaining ground in the Saudi market, expressed strong confidence in the kingdom’s potential to become a global leader in decarbonization.

“We are closely following the Saudi government’s initiatives on decarbonization,” he said. “Saudi Arabia is currently a major hub for importing advanced decarbonization technologies. I believe that in the next 10 to 20 years, Saudi Arabia will become a leading exporter of cutting-edge decarbonization technologies to the world.”

Donoghue was also bullish on Saudi’s potential: “If you look at the vision of the Saudi government, the speed at which the country is evolving, and its trajectory in terms of project establishment and investment, it’s clear that Saudi is the future!”

*Breakbulk Exhibitor * BGSN Member

Breakbulk Middle East

Shereen Nasser (right) speaks on the Attracting and Retaining Tomorrow’s Leaders main stage panel session.

Credit: Spaceplum

INDUSTRY-ACADEMIA COLLABORATION KEY TO TACKLING TALENT SHORTAGES

By Dennis Daniel

Attracting and retaining talent is a major challenge for employers in the project sector and should be addressed through more collaboration between industry and academia, attendees were told at a Breakbulk Middle East 2025 panel discussion.

Gautham Krishnan, global category manager – logistics at Fluor and the moderator of the main stage session in Dubai, emphasized the need to improve the education system to better prepare young talent for future jobs and leadership roles.

“We also need more education programs specifically designed for those seeking career growth and career transition,” the executive said.

Panelist Jomana Elkholy, marine superintendent at Boluda Towage, suggested how schools and universities could develop students into a tech-savvy workforce.

“The maritime industry, for example, is being transformed with technologies such as AI and IoT (Internet of Things), and ports are adopting automation and smart technology,” Elkholy said. “It is crucial to equip the next generation of employees with the skills to adapt to

these changes. This may require a more interactive, hands-on approach and adopting technologies like VR (virtual reality) and AR (augmented reality) to complement classroom learning.”

Also on the panel was Dr. Sven Hermann, managing director of ProLog Innovation and professor for logistics and supply chain management at NBS Northern Business School, who stressed that collaboration between universities and industry in education should be the norm rather than the exception.

“Bringing industry experts into the classroom can help,” he said.

“In my lectures, I invite company representatives to give 20 to 30-minute talks about their specific fields, whether it is about using innovative technology or sharing lessons learned in leading a company or team, the process of developing teams, and the skills prioritized for the future.”

Shereen Nassar, global director of logistics studies at Edinburgh Business School, Heriot-Watt University in Dubai, added: “Academia must bridge the gap with industry by identifying future trends and skill requirements and incorporating them into the curriculum.

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“Educators and employers must maintain communication and collaboration in order to understand emerging trends and seize opportunities. From an educator’s perspective, we need a more agile approach to training programs to help students adapt to change quickly.”

Nassar pointed to the issue of companies struggling to provide clear career paths for employees. “I’ve conducted surveys asking employees what factors influence them to stay or leave a company. The common answer was that they would leave if they did not see career growth and continuous learning opportunities. Employers need to treat employees as internal customers and invest in their retention as they do with external customers,” she said.

Hermann said “ongoing dialogue” between companies, mentors and employees to help identify opportunities for career development and skill improvement was crucial, while Elkholy added that employers could create a more fulfilling work environment by making jobs engaging while allowing employees a work-life balance.

“This could be augmented with

Gautham Krishnan, Fluor. Credit: Spaceplum

Shereen Nassar, Heriot-Watt University, Dubai. Credit: Spaceplum

Sven Hermann, ProLog. Credit: Spaceplum

Jomana Elkholy, Boluda Towage. Credit: Spaceplum

strong communication in the workplace, listening to feedback, including negative feedback and informing employees about the company’s goals and challenges.”

The panelists urged businesses to rethink layoffs as a quick cost-cutting solution.

“Businesses should evaluate the cost-benefit ratios of laying off talented employees versus hiring new ones. It is not difficult to implement systems to measure employee performance against business needs and fill in the skill gaps with professional

development programs,” said Nassar.

Nassar also emphasized the importance of companies making a greater effort to understand the “employee mindset.”

“Understanding the differing expectations of employees from different generations is crucial, as older employees have different needs compared to fresh graduates,” she said. “To attract and retain Gen Z talent, for example, employers need to be flexible in their demands, as Gen Z employees expect flexible working

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hours, remote work options and a better work-life balance over the traditional 9–5 schedule. This is especially relevant in today’s gig economy.”

A full program of panel discussions will return to Breakbulk Europe on 13-15 May in Rotterdam. Stay updated on speakers, sessions and event developments! https://europe.breakbulk.com/ agendas/event-agenda * BGSN Member

ANNIVERSARY EDITIONS 13-15 MAY 2025

AMERICAS

SEPT 30-OCT 02 2025

MIDDLE EAST

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EUROPE

4-5 FEB 2026

CELEBRATING NEW BUSINESS OPPORTUNITIES

Breakbulk Events & Media’s monthly BreakbulkONE newsletter keeps the industry connected between Breakbulk events in Rotterdam, Houston and Dubai. Here’s a selection of recent subscriber favorites. Subscribe at https://breakbulk.com/page/one

“IF YOU CAN WORK IN INDIA, YOU CAN WORK ANYWHERE!” Prism Logistics is leveraging its threedecade experience in executing some of India’s biggest industrial projects to fuel its expansion into the Middle East.

The asset-rich company, which has completed over 1,000 major projects, launched new offices in Dubai and Abu Dhabi last year and plans to further expand in the coming months with new bases in Saudi Arabia and Qatar.

Anshuman Banka, managing director of Prism Logistics, told Breakbulk the move into the UAE was the logical next step for a company that has consistently proved its mettle in India. With a workforce of around 350, the family-run firm has been the “backbone” of much of India’s impressive industrial buildout over the last three decades, he said, providing essential support to sectors including oil and gas, power, renewables, petrochemicals, infrastructure and rail.

Recent highlights include a “groundbreaking” multimodal project for India-based EPC L&T to transport 34 oversized components weighing up to 1,000 tons apiece and measuring 60 meters in length – a move that won the firm “Project of the Year” at the Heavy Lift Awards 2024 – and the delivery of three huge VGO reactor modules across a 2,200-kilometer stretch of sea and land to a remote refinery in northern India.

Still, moving industrial components weighing hundreds of tons is no mean feat in India. Companies face an array of challenges such as lowdraft waterways, poorly maintained roads, remote locations and heavy congestion at ports and terminals.

Anshuman Banka, managing director of Prism Logistics.

Credit: Prism Logistics

“In India, you have to align a lot of factors when you’re handling project cargo,” Anshuman said. “But the infrastructure is getting better every day.

A lot of new ports are being developed that can handle heavy-lift vessels, and waterways are being built for the barges.

I like to say, if you can work in India, you can work anywhere in the world!”

The new bases in Dubai and Abu Dhabi are already staffed by a “big team” of project professionals including engineers, crane operators, self-propelled modular trailers (SPMTs) drivers, supervisors and project directors, Anshuman said.

The company can also draw on its extensive stock of specialized equipment such as advanced SPMTs, flattop barges, crawler cranes, hydraulic axles, pullers and tugs to support the execution of projects.

“We were getting a lot of project inquiries from the UAE,” Anshuman said.

“And with the energy transition emerging in the GCC, and given our asset-heavy

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position, we recognized a growing need for us to expand into that market.

That was one of the main reasons we have invested heavily in the region.”

Prism has already secured some major projects in the region, deploying heavy cranes for challenging tandem lifts in Dubai and a new barge in UAE waters. A large fleet of SPMTs and heavy axle lines are also being moved to the region to meet soaring demand for resources.

For Anshuman, cultivating strong relationships in the niche world of project logistics is essential for success and long-term growth.

“Over the years, we’ve established partnerships across continents. In the GCC, we have strong ties with many major companies,” the executive said.

“We like to build good relationships with all players in the market. Then maybe we can be of help to them in the future.” *Breakbulk Exhibitor *BGSN Member

BBOne

EQUINOR SECURES FINANCING FOR US OFFSHORE WIND PROJECT Equinor has secured more than US$3 billion in financing for its 810-megawatt (MW) Empire Wind 1 offshore wind energy project off the coast of New York.

The Norwegian developer, which acquired the Empire Wind lease area in 2017, said total capital investments including fees for using the South Brooklyn Marine Terminal (SBMT) in Sunset Park, New York – an offshore hub poised to become one of the largest dedicated port facilities for offshore wind in the U.S. – would be about US$5 billion.

The company also intends to farm down in the project to a new partner to further boost value and reduce exposure, it added.

“Today’s financial close maintains our momentum toward bringing a significant source of power to the grid.

Empire Wind 1 will strengthen U.S. energy security, build economic growth and fuel a new American supply chain,” said Molly Morris, Equinor’s senior VP for renewables in the Americas.

“Our redevelopment of the South Brooklyn Marine Terminal is already putting more than 1,000 people to work. Equinor is proud to play a part in advancing domestic energy solutions safely, efficiently and for the long term.”

The Empire Wind project, located 15 to 30 miles southeast of Long Island, is being developed in two phases, with commercial operations at Empire Wind 1 slated to start in 2027. The facility is expected to power half a million New York homes.

Empire Wind 2 has a potential capacity of more than 1,200 MW. Danish turbine manufacturer Vestas announced in September

South Brooklyn Marine Terminal (SBMT). Credit Equinor

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Molly Morris, Equinor.

Credit Equinor

it had secured a deal to supply, deliver and commission 54 of its V236-15.0-MW turbines for Empire Wind 1. Dutch offshore foundation maker Sif is producing the project’s monopiles and transition pieces.

*BGSN member

BBOne

Gateway Logistics handles heavy components at its facilities in Dubai.

Credit Gateway Logistics

GATEWAY LOGISTICS ACQUIRES WAREHOUSE FACILITY IN DUBAI Gateway Logistics has strengthened its footprint in the UAE after acquiring a 13,000 squaremeter temperature-controlled warehouse facility in Dubai South, close to Al Maktoum International Airport and Jebel Ali Port.

According to Gjorgji Milenkovski, managing director at Gateway Logistics, the warehouse is equipped with 12 loading docks, a mezzanine floor system, 500 square meters of office space and a racking system.

The facility is designed for general cargo storage and specialized storage of lithium batteries, catering to the niche electric vehicle (EV) market.

“EV manufacturers are struggling to find suitable space for storing those batteries,” Milenkovski said.

“With temperature control of up to 24 degrees, the site is ideal

for keeping sensitive cargo.”

Gateway Logistics, established in Dubai South Free Zone in 2023, already operates one of the region’s largest logistics hubs, featuring a 450,000-squaremeter yard for vehicles, heavy machinery and oversized cargo.

The company provides a range of services including transportation and freight, warehousing and supply chain management. Its facilities typically handle automobiles, project cargo, oil and gas equipment, shipper-owned containers and other cargoes.

Gateway Logistics, which operates additional open-yard and closed facilities at Khalifa Port in Abu Dhabi, has also begun exploring overseas markets as part of its growth strategy.

According to Milenkovski,

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the company is about to ink a memorandum of understanding (MOU) with Hutchison Ports for open yard and closed facilities at the 50-square-kilometer King Salman Energy Park, or SPARK, in Saudi Arabia’s Eastern Province.

“We’ve already agreed on a signing ceremony with Hutchison,” the executive confirmed.

The company recently gained a foothold in Africa, launching roll-on, roll-off (RoRo) terminals in Douala, Cameroon and Dar es Salaam, Tanzania.

Watch our interview with Milenkovski at Breakbulk Middle East: https://www.youtube.com/ watch?v=Jk0gq_M0G_s&t=31s *Breakbulk Exhibitor

Opportunities

PROJECTS IN THIS ISSUE Europe

Project: Northern Hub Story: Southeast Asia Readies for Oil & Gas Boom (pp. 28-31) Country: Indonesia Company: Eni Sector: Oil & Gas

Project: Project ONE Story: Project Moves Keep Mega Cracker Complex on Track (pp. 32-35) Country: Belgium Company: INEOS Sector: Petrochemicals, Chemicals

Project: Sin Hanul NPP Story: Fair Winds Set to Transform South Korea’s Energy Mix (pp. 50-53) Country: South Korea Company: Korea Hydro & Nuclear Power Sector: Nuclear

Americas Project: Commonwealth LNG Story: New Tech Fuels Texas Power Surge (pp. 36-39) Country: U.S. Company: Kimmeridge Texas Gas (KTG) Sector: LNG

Middle East & Africa Project: Hail & Ghasha Story: Charting a New Course: ADNOC L&S Expands Its Global Reach (pp. 44-45) Country: UAE Company: ADNOC Sector: Oil & Gas

Project: Berlín Geothermal Story: Going for Gold in El Salvador (pp. 74-76) Country: El Salvador Company: State-owned Sector: Geothermal

Project: NEOM Green Hydrogen Story: Riding the Wave of Change (pp. 46-49) Country: Saudi Arabia Company: NEOM Green Hydrogen Company Sector: Green Hydrogen

Project: Empire Wind I Story: Equinor Secures Financing for US Offshore Wind Project (p. 94) Country: U.S. Company: Equinor Sector: Offshore Wind

Project: Simandou Iron Ore Story: High Risk, High Reward in West Africa (pp. 50-53) Country: Guinea Company: Baowu Steel Group Sector: Mining

Asia Project: Tangguh Story: Southeast Asia Readies for Oil & Gas Boom (pp. 28-31) Country: Indonesia Company: BP Sector: Oil & Gas, LNG, CCUS

Project: Dangote Refinery Story: High Risk, High Reward in West Africa (pp. 50-53) Country: Nigeria Company: Dangote Group Sector: Oil & Gas, Refining

Project: Block B Story: Southeast Asia Readies for Oil & Gas Boom (pp. 28-31) Country: Vietnam Company: PetroVietnam Sector: Oil & Gas

Project: Mohammed bin Rashid Al Maktoum Solar Story: “Disruptions Are Inevitable, But Trade Always Finds a Way (pp. 78-79) Country: UAE Company: ACWA Power Sector: Solar, Renewables Credit: BBC Chartering

Project: Abadi LNG Story: Southeast Asia Readies for Oil & Gas Boom (pp. 28-31) Country: Indonesia Company: Inpex Sector: LNG

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