Russia Takes Control of Two Heavy-Lift Vessels for Arctic LNG 2

By Elena Vasquez

Two heavy-lift vessels, Bright (IMO 9830769) and Glory (IMO 9934498), have reappeared on AIS near Murmansk under the Russian flag after ownership and management shifted to Russia’s Eco Shipping LLC. Vessel records reviewed by gCaptain place both ships under Eco Shipping control, while Equasis identifies Guangdong Nan Feng Shipping Co. as their previous owner.

No details of the sale, its timing or financial terms have been made public, and neither ship appears in Eco Shipping’s online fleet list. The transaction therefore gives Moscow control of a specialized link in Arctic LNG 2’s construction supply chain, although the records provide no cargo value, charter rate or vessel-tonnage figure.

What does the ownership change mean for shippers?

For forwarders arranging oversized modules from China to Arctic LNG 2, Russian control could narrow the pool of foreign-owned heavy-lift tonnage they can contract. It also gives the project greater influence over vessel allocation, while leaving shippers with less visibility into how the cargo moves. Carriers may gain access to Russian-backed demand.

No freight rates, cargo tonnage or scheduled capacity accompanied the ownership records. For forwarders, that leaves no measurable price or capacity benchmark for judging whether the change will alter Arctic module procurement.

How did the ships reach Arctic LNG 2?

Glory previously sailed as Nan Feng Zhi Xing and Glory Ocean; Bright also operated as Zhi Xian Zhi Xing, Hunter Star and Bright Ocean. Both have carried LNG project modules from China to Russia, establishing the China–Arctic trade lane before their change of control.

In mid-September, the vessels switched off their AIS transponders while sailing north across the Pacific toward the Bering Strait. They later delivered modules to the Utrenniy terminal serving Arctic LNG 2 without broadcasting their positions, and only reappeared on AIS near Murmansk under the new Russian registration.

Can Bright and Glory collect the remaining modules?

At least seven additional modules intended for Arctic LNG 2’s third train remain in China, according to satellite imagery. Some appear complete and others remain under construction, and the two carriers could return to collect the equipment. The vessels’ future deployment remains unclear.

The potential return gives Novatek’s project logistics a direct link between Chinese fabrication and Arctic assembly without requiring a new shipper to source foreign-owned heavy-lift capacity. It also gives Russian-controlled tonnage a possible role in transporting finished LNG infrastructure to future overseas customers, extending the supply chain beyond construction delivery to commercial export.

Where could Russian-controlled heavy-lift ships go next?

Novatek has expressed interest in exporting its LNG technology and offshore platform concepts to international markets, including Africa and potentially Alaska. Russian-controlled heavy-lift carriers could eventually move modules from Belokamenka or other Russian facilities to overseas customers, rather than relying on foreign-owned vessels for those deliveries.

That prospect would give project owners more control over scheduling and carrier selection while reducing their dependence on foreign-owned tonnage. Forwarders could lose direct access to some Russian project cargo or gain a new domestic option for Belokamenka shipments.

What happened to the sanctioned heavy-lift ship?

Ya Qing Hai Yang, formerly known as Ocean 28, delivered a substation module from China to Arctic LNG 2 in 2024. The vessel needed assistance from Russian icebreakers and tugs while navigating ice-covered waters in the Chukchi Sea, and is sanctioned by the United States, European Union and United Kingdom.

Jian Yang Cheng He has also voyaged along the Northern Sea Route and drawn scrutiny from Norwegian authorities. Following inspections of both vessels, Ya Qing Hai Yang was detained over deficiencies including an invalid flag registration and missing certificates.

What does the AIS blackout mean for oversight?

The ownership transfers mark a broader change in Russia’s shadow fleet, which is expanding beyond sanctioned oil tankers and LNG carriers into a logistics network supporting the full lifecycle of energy projects. By placing specialized heavy-lift vessels under domestic ownership and management, Moscow gains more control over Arctic transport infrastructure and relies less on foreign-owned shipping companies.

AIS-dark voyages now recur in this trade, making independent monitoring of vessel movements and cargo deliveries harder. The practice carries added weight in the Arctic, where remote waters increase the consequences of inadequate tracking for maritime safety.

Can Northern Sea Route traffic still be monitored?

Russian authorities no longer publish the daily operational shipping logs previously used to monitor traffic, and they have stopped making permit applications and granted permits publicly available. The loss of those two oversight channels leaves forwarders and carriers with less independent information about vessel movements, port calls and the cargoes supporting Arctic projects.

The next tests are whether Bright and Glory return to China for the seven outstanding modules and whether Russian-controlled heavy-lift capacity wins Belokamenka export work for Novatek. With Northern Sea Route logs and permits no longer public, market participants will have to track AIS returns and ownership records rather than rely on official traffic disclosures.