Since Donald Trump's inauguration, his Administration has been working to boost the nation's maritime industry. The goal is to overcome the national security risks from our shrinking fleets and shipbuilding capacity.

The issue has become more acute as China's navy has surpassed the U.S.'s in number of ships, although not in firepower. The fleet size gap will grow since China builds ships faster than the U.S., an issue that demands resolution. The U.S. commercial fleet is also shrinking.

Solving the shipbuilding problem is a chicken-and-egg challenge. Aging shipyard infrastructures, worker shortages and obsolete business models inflate the cost of U.S.-built ships, which further deters new orders. The industry has been in a death spiral for decades. According to the consultant McKinsey, U.S. newbuilds output has fallen by more than 85 percent since the 1950s. Similarly, the number of American shipyards capable of building blue-ocean vessels has dropped more than 80 percent. Another source that tracked the number of shipyards capable of building navy and large ocean-going commercial vessels shows a decline from 46 in 1955 to 20 today.

BIPARTISAN SUPPORT

Trump's focus is on revitalizing our withering shipbuilding and commercial shipping industries. For once, there's bipartisan support for doing so. Trump's plan was announced in an April 9 Executive Order: "It is the policy of the United States to revitalize and rebuild domestic maritime industries and workforce to promote national security and economic prosperity."

The EO lists actions and timeframes for governmental response. Specific actions include launching a maritime security trust fund, providing financial incentives for domestic shipbuilding, establishing maritime prosperity zones, requiring a specified volume of U.S.-China trade travel in U.S.-flag vessels, expanding mariner training and education and modernizing the U.S. Merchant Marine Academy.

The plan also calls for consultation and coordination with our allies on aligning trade policies and helping foreign shipbuilding companies invest in the U.S.

WHERE HAVE ALL THE WELDERS GONE?

A critical issue for shipbuilding and ship repair is skilled labor.

A review of U.S. shipyard employment trends shows it's been stable over the past decade. However, ship and boat-building employment, as tracked by the Bureau of Labor Statistics, shows March's 145,000 workers to be ten percent below the level of the 2000s. Compared to the 1980s, when there was a significant upswing in shipbuilding following the 1973 oil embargo, shipyard employment is down nearly 30 percent.

Today's employment numbers and even those of the last shipbuilding boom pale in comparison to the 1.4 million shipyard workers during the height of World War II, who were able to deliver U.S. warships in weeks and months, not years. Today, ships require years of construction while costing hundreds of millions for commercial vessels and billions for Navy ships. Time and money put the U.S. at risk of extortion in the event of a military conflict.

A 2025 study by shipuniverse.com discussing shipbuilding's revival under the Trump Administration highlights some of the headwinds. Heading the list are labor shortages and workforce attrition. Like many basic manufacturing industries in the U.S., shipyards struggle to find and retain skilled workers, which contributes to production delays and limits the industry's ability to meet growing ship orders, especially for Navy contracts.

ATTRACTIVE CAREER MOVE

The shortage of skilled labor is not a secret. The issue is receiving increased attention given the problems and cost of higher education.

Instead of going to college, a skilled worker can generate a six-figure income in a few years without the overhang of thousands of dollars of student loans. That can be an attractive career move. Furthermore, the public is no longer looking down upon skilled workers. That's because plumbers, electricians, mechanics and HVAC workers, to name a few occupations, are hard to find and expensive when contracted.

Few of us consumer-types are looking for pipefitters and foundry workers, but they're hard to find, too. Just ask a shipyard manager!

JOB DISPLACEMENT & OTHER CHALLENGES

Both the newbuild and ship repair sectors are affected.

BLS Employment Projections for 2022-2032 show key maritime manufacturing trades being displaced by higher demand from battery and semiconductor production, which it labels "adjacent maritime subindustries." BLS estimates these subindustries will create 33,000 more jobs. At the same time, it foresees 39,000 fewer jobs in key trades such as fabricated metal products, aerospace products and parts, ship and boat-building and foundries.

Changing the BLS labor market dynamic will require creative approaches to hiring and retaining workers. The challenges are manyfold: Inadequate investment in shipyard equipment, regional concentration of jobs, lack of career development paths and higher-paying opportunities in other manufacturing industries with more attractive futures – to name a few. These issues are also responsible for many new shipbuilding employees leaving within their first year of work.

Shipyards have long relied on volume-based hiring. Because of increased competition, a greater emphasis on the quality of the hire will be key. That means finding ways to reduce the cost to acquire workers, finding those more likely to learn quickly and hiring those less likely to leave. The latter point may require changes in company cultures and business models to provide more attractive career opportunities.

THE "ROTATIONAL WORKFORCE" INITIATIVE

An innovative hiring approach has been developed by Bartlett Maritime Corporation Founder & CEO, Edward Bartlett, Jr. His company, which is involved in submarine maintenance, has created a labor program called "Rotational Workforce" and recently agreed to partner with the International Brotherhood of Boilermakers in its implementation.

As Bartlett explained in a presentation at the union's annual conference, the idea is to find a way to attract skilled workers from the middle of the country to work in coastal shipyards without having to relocate. It means providing employment opportunities for skilled workers facing dismal prospects at home, who do not live near the coasts or have never worked in a shipyard.

The Rotational Workforce Program is a pilot effort that will cooperate with the Boilermakers to put qualified welders from across the country into a shipyard on a rotational basis to increase workforce capacity beyond the geographical boundaries of the shipyard's location.

The program enables shipyards to hire workers from the "heartland of our nation and find people who have the skills, training, and experience to do these jobs – but who don't want to leave their homes and permanently relocate near a shipyard or other key suppliers," Bartlett told the Boilermakers.

The rotational workforce model is based on the oil and gas industry's successful offshore labor scheme. Workers on drilling rigs and platforms live and work on the facility for several weeks or a month at a time. They then return home for a similar period. While offshore, they work 12-hour shifts daily. They're provided with accommodations, meals, recreational facilities and healthcare.

It's not a lifestyle for everyone, but it's an attractive opportunity to earn high wages while still being able to live at home half the year. Many offshore workers can even sustain sideline businesses during their at-home periods.

WORTH A TRY

Bartlett acknowledged the success of this work schedule for offshore oil and gas operations but noted that the shipbuilding and ship repair industries had never tried it.

In his presentation, he pointed to the weak employment outlook for manufacturing jobs in the Midcontinent region. He cited how, in his hometown of Cleveland, Ford Motor Company used to operate three engine manufacturing plants employing 33,000 skilled workers. Over the years, these plants were shut down and jobs transferred to new plants in Canada. Ford now has one small engine plant employing 1,600 workers.

The Ford plants were located near the Cleveland airport, which is now the preferred site for a new Cleveland Browns football stadium. Its construction would employ 10,000 workers, but they would not be permanent jobs – something workers, especially younger workers, want and need. The rotational workforce program offers an alternative employment opportunity for such displaced manufacturing workers.

In the 1970s, skilled workers who lost their manufacturing jobs in the Northeast and Midwest due to the harsh recessions of that period gladly relocated to the oilfields of Texas, Oklahoma and Louisiana to find employment. Workers today are less likely to want to uproot their families and relocate to different regions.

An innovative approach like the rotational workforce program may help solve shipyard labor shortages. It's worked for the international energy industry for decades.

 

The owner of the bulker Eternity C has called off the search for the remaining missing crewmembers, according to maritime security advisory Diaplous Group. 

On July 7, the bulker Eternity C was transiting about 50 nautical miles southwest of Hodeidah when it was assaulted by personnel in multiple skiffs. The vessel was then hit by multiple missile strikes, disabling its engine and causing it to flood. Four crewmembers are believed to be dead, 10 survived, and an unconfirmed number were rescued (captured) by the Houthis.  

Video of the moment the Eternity C sank. This will likely ripple through Red Sea navigation, rerouting global shipping while giving Chinese & Russian ships an advantage. Crew taken by #Houthis; some killed.

What's framed as “solidarity with Gaza” is simply leverage for Tehran. pic.twitter.com/ImOMcNcy8Z

— Fatima Alasrar (@YemeniFatima) July 9, 2025

European, Egyptian, Saudi and Chinese naval forces are all within a few days' transit distance of the area, but no government assets appear to have joined directly in the search for the missing. The U.S. Navy wound down its maritime security presence in the Red Sea area after reaching a bilateral ceasefire deal with the Houthis in May.  

A private security mission led by Diaplous and Ambrey rescued the 10 confirmed survivors, including eight Filipino crewmembers and two guards. That mission has now headed back to a safe port. 

"At the owner's request, Diaplous and Ambrey have had to end their search for the remaining crew of the Eternity C. The decision to end the search has been taken by the vessel's owner reluctantly but it believes that, in all the circumstances, the priority must now be to get the 10 souls safely recovered alive ashore and to provide them with the urgent medical support they need," Diaplous said in a statement. 

The shipowner may not have had war risk insurance for this particular transit, according to Lloyd's List. The outlet reports that the Eternity C's war risk insurer took the rare decision to decline cover for a passage of the southern Red Sea. The hazard to Eternity C may have been elevated because of the profile of the owner's fleet: the Houthis have previously threatened to attack the interests of shipowners who have any vessels that call in Israel, and Eternity C's owner has at least two other ships that have visited Israeli ports, according to maritime risk consultancy Vanguard Tech.  

 

HD Hyundai Robotics and HD Hyundai Samho are teaming up to test out robots in shipbuilding - not Hyundai's own robots, but German robots. 

Parent company Hyundai has a deep bench in robotic mobility: it owns Boston Dynamics, a leading maker of humanoid and quadruped robots. It also has its own in-house industrial automation division, HD Hyundai Robotics, which produces floor-mounted robotic arms and automated welding machines. But for this trial, HD Hyundai will be working with an outside company called Neura Robotics, based outside Stuttgart. 

Neura's just-released humanoid robot, 4NE1, is an AI-powered system built to step in "when skilled workers are hard to find" to complete "industrial workflows." Neura says that it is a "cognitive robot" that can learn from its environment and navigate industrial sites to perform complex tasks. Payloads range up to 220 pounds.

Under the partnership agreement, HD Hyundai Samho will provide real-world shipyard test sites for Neura to try out its new robots on a variety of tasks in ship assembly and welding. HD Hyundai Robotics will validate the system's performance. 

It is the second time this year that HD Hyundai has announced a robotics partnership. In May, HD KSOE said that it had signed a joint program agreement with Vazil Company and Persona AI to create a humanoid welding robot. The first prototypes are due at the end of 2026, with plans for field testing and full commercial deployment in 2027. 

Like most shipbuilders in advanced economies, HD Hyundai faces a serious workforce shortage and has an urgent need for labor-saving methods. As previous generations of shipbuilders reach retirement age, younger workers have not stepped in to join the industry in large numbers, and Korean yards have had to fill out their ranks by recruiting heavily in Southeast Asia. Thailand in particular has sent thousands of shipbuilding workers to find jobs in South Korea. As of 2024, about 16 percent of the nation's shipyard workforce were foreign workers, and the hiring data suggests that this will only rise. In 2023, the overwhelming majority of new hires at Korean shipyards were foreigners with temporary-worker visas. 

 

 

China has added a new vessel to its rapidly growing fleet of civilian research ships. On Sunday, a Chinese research institute took delivery of the research vessel Tongji, which its builder calls the first “intelligent deep-sea research ship” for the country. The vessel has been under construction since last year at Huangpu Wenchong shipyard in Guangzhou, and it completed sea trials in May.

The vessel will be operated by the Shanghai-based Tongji University and will become China’s leading scientific research platform in the East China Sea. Tongji is scheduled to embark on its maiden expedition to the South China Sea in August, which will last for a month, according to local media reports.

The 2,000-ton Tongji has a domestically-made diesel-electric propulsion system. It is the first research vessel in China to be classified as an Intelligent-ship (I-ship) under the standards of China Classification Society. Some of the vessel’s “intelligent” features include shore based remote control, autonomous navigation in open waters, intelligent energy efficiency management and intelligent integration platform. (Artificial intelligence is a guiding priority for China’s top political leadership.)

Tongji measures 81.5 meters long and has a draft of 6.9 meters. It can reach a speed of 15 knots and has capacity to accommodate 45 people, including 30 scientists. In addition, the vessel has a laboratory area of 320 square meters and can support a range of marine engineering operations, including cable laying and maintenance.

Chinese research vessels have attracted scrutiny around the world over suspicions of a dual civil-military mission set. Historically, China used its research vessels to survey waters within its EEZ. But this has changed in the last three years, with Chinese research vessels venturing out more in the Western Pacific and the Indian Ocean, focusing on areas that are likely of interest to China’s military. They have also attracted attention in the South China Sea, particularly in the western Philippine exclusive economic zone, where Chinese government vessels are closely watched by the Philippine Coast Guard.   

 

After booting out the previous Russian operator of the port of Tartus, the newly-installed government of Syria has handed its operation to blue-chip ports concessionaire DP World. The announcement follows just five days after the U.S. formally lifted its longstanding Foreign Terrorist Organization (FTO) designation on Syria's current rulers, the former jihadist militia Hay’at Tahrir al-Sham (HTS), also known as al-Nusrah Front. 

The new concession agreement between the HTS-led government's port authority and DP world will bring in $800 million in investment in the facility's infrastructure. The country's decade-long civil war and stringent Western sanctions prevented any major revamps under the previous operator, and the fresh support will help modernize the port. According to DP World, it will become a regional trade hub connecting Europe, the Mideast and North Africa. 

The deal with DP World is a new high point for Syria's post-revolution economic revival. In early December, the U.S.-designated terror group Hay'at Tahrir al-Sham (HTS) ousted Syrian dictator Bashar al-Assad, along with Assad's Russian and Iranian backers. Under Assad, Syria had awarded a 49-year operating lease for Tartus to Stroytransgaz, an oil and gas construction company based in Moscow; HTS canceled that contract shortly after taking power, and it curtailed the Russian Navy's port access as well. 

Ahmed Al-Sharaa, the former al-Qaeda member who led HTS to victory over Assad last year, was present at the signing ceremony with DP World this weekend. Al-Sharaa - who has renounced the global jihadist movement - had previously met in person with President Donald Trump to press the case for normalized relations with Syria; the lifting of the terrorist-group designation on his group was supported by the government of the UAE, which owns DP World. 

 

[By Michael Roach]

While the United States spends billions on military infrastructure from Guam to Darwin, one crucial enabler of Indo-Pacific deterrence remains noticeably underdeveloped: rights to pass through Indonesia.

The sea and air space of the archipelago would be hard to avoid in any regional conflict scenario. US and allied force planning has rightly focused on hardware and forward basing, but has it given enough attention to the challenge of regional access? In a crisis, the deciding factor may not be bombers or submarines, but whether Indonesia permits access and aligns politically with allied operations.

Without reliable passage through Southeast Asia, and Indonesia in particular, deterrence risks being operationally constrained, even where significant capability investments have been made. Heavy basing in Guam or northern Australia cannot offset gaps in force mobility across Southeast Asia, notably through strategic corridors such as the Sunda, Lombok and Makassar Straits. As regional tensions increase, it is this political gap, not a military one, that threatens the coherence of allied deterrence strategy.

The first challenge is structural. For decades, the US–Australia alliance has functioned on the implicit understanding that Australia operates in its near region while the US projects force further abroad. That model is now breaking down. As US military assets become more embedded in Australia through rotational deployments, submarine infrastructure and logistics hubs, allied operations will increasingly rely on transit through Southeast Asia. This shift has been formalized through agreements such as Submarine Rotational Force–West and ongoing AUKUS infrastructure projects, which deepen military integration but stop short of addressing transit pathways across the Indonesian archipelago. In any scenario requiring rapid mobilization, resupply, or joint force maneuvers, access through Indonesia would be indispensable.

Under international law, particularly the United Nations Convention on the Law of the Sea (UNCLOS), foreign ships and aircraft may transit Indonesian archipelagic sea lanes and exercise innocent passage through Indonesian territorial waters, even when a country that owns them is at war. But in practice this guarantee may prove unreliable. Jakarta has signalled its intent to regulate military transits beyond the scope of UNCLOS. In 2018 it issued a regulation requiring foreign aircraft to notify Indonesian authorities before passing.

After the AUKUS security partnership was announced, Indonesian member of parliament Tubagus Hassanudin said the sea lanes ‘cannot be used for activities related to war or preparation of war or non-peaceful activities.’

Strategic planning has not caught up with this operational reality of needing assured access through Southeast Asia. There is no shared framework between the US and Australia, nor between allies and key Southeast Asian partners, that maps out roles, thresholds or access guarantees in the event of conflict. This is particularly problematic given Indonesia’s longstanding policy of non-alignment: Jakarta will not automatically support Western operations and may actively resist becoming entangled.

Assuming Indonesian cooperation without laying the diplomatic groundwork is a critical flaw in current deterrence planning. Indonesian foreign policy under President Prabowo Subianto, while more globally engaged, continues to prioritize strategic autonomy, focusing on balancing ties with the US, China and others while avoiding formal alignment. This makes passive expectations of cooperation particularly risky in crisis scenarios.

Indonesia’s recent engagements, such as Prabowo’s meeting with Russian President Vladimir Putin in June to discuss strengthening bilateral ties and signing a declaration on strategic partnership, underscore Jakarta’s commitment to a non-aligned foreign policy. This meeting, which included discussions on defense cooperation and Indonesia’s full membership in BRICS, highlighted Indonesia’s intent to diversify its international partnerships beyond traditional Western alliances.

Australia and its allies should consider stress-testing their postures through scenarios that assume denied access through Indonesia, such as including blocked sea lanes or restricted overflight, to ensure strategic plans are resilient under less-than-ideal conditions. Without such planning, deterrence could be shaped more by assumptions than by operational realism.

Even if a formal closure of the sea lanes would breach international law, allies cannot count on Jakarta adhering strictly to UNCLOS if it feels under pressure—for example, if it perceives its neutrality or sovereignty is threatened. Political alignment remains critical alongside legal rights.

If deterrence is to be credible, it must appear coherent not only to adversaries, but to partners. A fragmented or poorly coordinated response increases the risk of miscalculation. Without visible regional alignment, even if informal, signals of allied resolve will lack traction. Indonesia is the key geopolitical node in Southeast Asia. If Jakarta hedges or remains neutral, others in the region may follow its lead. Conversely, quiet coordination with Jakarta would significantly enhance the legitimacy and operational reach of allied strategy

Deterrence in the Indo-Pacific is not built on bases and hardware alone. It will be shaped by access. While initiatives in Guam and Darwin strengthen allied presence, their full strategic value depends on enabling regional access,  particularly through Indonesia. Real influence will hinge on strategic trust-building through defence dialogue and sustained, high-level engagement that respects Indonesia’s autonomy while offering tangible incentives for cooperation.

Moreover, Indonesia’s decision to join the BRICS bloc, announced in March, signifies a strategic pivot towards strengthening ties with emerging economies. It underscores Jakarta’s desire to play a more prominent role in global affairs, independently of Western-led frameworks.

A forward posture means little without a viable route through Indonesia. It is time for allied strategy to treat Southeast Asian access not as a convenience, but as a core requirement for regional stability.

Michael Roach is a management consultant and researcher. His research focuses on global economic, geopolitical and strategic defense trends.

This article appears courtesy of The Strategist and may be found in its original form here. 

 

On Friday, the Department of Homeland Security awarded its highest honor to a rescue swimmer who made a heroic effort to save lives after the disastrous Guadeloupe River flood. 

During the response, Petty Officer 2nd Class Scott Ruskan, 26, set an all-time Coast Guard record for most rescues on a single mission. Hundreds of campers at Camp Mystic, a summer retreat for girls outside of Hunt, Texas were caught unprepared, and multiple cabins were flooded by fast-flowing, debris-laden water. The survivors were stranded and needed evacuation. 

The Coast Guard received a request for assistance, and dispatched a helicopter aircrew out of Air Station Corpus Christi, located about 160 miles to the southeast of the camp. The same heavy weather that had caused the flash floods also made flying difficult, and the helicopter was forced to land for safety multiple times. It took six hours for the aircrew to reach the scene. 

When Ruskan's MH-65 aircrew arrived at the camp, he volunteered to stay behind so that the small helicopter could carry two more campers per trip. Ruskan helped reassure the young campers, who had been through a traumatic experience, and organized the loading to speed up the evacuation process. In all, he helped 169 people get away from the scene in one day. For his efforts, the Coast Guard awarded him the Distinguished Flying Cross. 

"Petty Officer Ruskan launched on the first Coast Guard aircraft, making three perilous attempts to reach survivors. Facing rising floodwaters and unstable terrain, he volunteered to remain on the ground at a critical moment in the rescue operation, putting his own safety at great risk," the Coast Guard said in a statement. "As the sole first responder at the chaotic Camp Mystic evacuation landing zone, Petty Officer Ruskan overcame crippled communications and dangerous conditions to triage survivors."

Pilot Lieutenant Ian Hopper also received the Distinguished Flying Cross for carrying out a "harrowing instrument flight" and "narrowly avoiding disaster" on the below-the-clouds trip in near-zero visibility. Lt. Blair O. Ogujiofor, the co-pilot, received the Air Medal for leading the two-helicopter mission, carrying out obstacle avoidance, coordinating comms and deconflicting the flight paths of 12 other helicopters to evacuate survivors. Flight mechanic Petty Officer 3rd Class Seth N. Reeves received the Air Medal for detecting a mechanical fault early in the mission and helping the pilots navigate beneath the cloud layer using road maps. 

The awards were a bright spot for the Department of Homeland Security after a difficult news cycle. On Saturday, the New York Times reported that thousands of people affected by Texas flooding had not been able to reach the Federal Emergency Management Agency (FEMA) because the department had dismissed hundreds of contractors who worked at its call centers, effective July 5 - the day after the flood. The contracts were not renewed until July 10. The current Secretary of Homeland Security, Kristi Noem, requires all contracts over $100,000 to be held until after she personally reviews and signs off on them.

Four FEMA officials also told CNN that Noem's new requirement for personal review and signature on large contracts delayed the  initial federal response to the flooding, reducing the availability of skilled search and rescue personnel on scene. While awaiting Noem's signature, FEMA officials did not have the funding to move and preposition urban search and rescue teams near the flood zone. Noem did not sign off on FEMA's search and rescue deployments until three days after the flood, multiple sources told CNN.

The current death toll from the flood stands at 129, and about half a dozen people remain missing. Search efforts continue, and Gov. Greg Abbott has pledged a thorough attempt to locate all remains.  

Spanish authorities have arrested three people who are suspected of retrieving cocaine from the sea chest of a merchant ship off the coast of Las Palmas. It is the latest in a long string of drug busts in and around the Canary Islands, a region often used as a transfer point for the South America to Europe cocaine supply chain. 

Spain's Guardia Civil suspected that a commercial harbor supply boat - routinely used to transfer stores to vessels at anchor off Las Palmas - might be involved in illicit activities. During an inspection, officers uncovered a large suitcase with multiple packets of cocaine in it. This discovery prompted a more thorough search of the vessel, and the officers turned up a cache of diving equipment in the hold - the kind of gear that one would need for accessing a ship's hull for smuggling purposes. All three crewmembers from the supply boat were arrested. 

After finding the gear, a special unit of the Guardia Civil deployed to inspect the anchored merchant vessel where the crew of the supply boat allegedly retrieved the cocaine. A dive team found another black wrapped package of cocaine bricks in the vessel's sea chest. 

???????? Bajo el casco del buque no solo había acero y óxido… también 22 kg de cocaína.

En total, 7??2?? kg incautados por la @guardiacivil en Las Palmas.

???? El mar esconde secretos, pero no todos permanecen sumergidos...

???? https://t.co/5Kt9MVuP0f pic.twitter.com/9doPkVBSxl

— Ministerio del Interior (@interiorgob) July 10, 2025

In total, the amount of the drug bust came to 72 kilos, worth more than $2.5 million on the European market. The detainees and the haul of cocaine were handed off to a criminal court in Las Palmas for prosecution. 

Just last month, a series of raids across the Canary Islands netted the capture of four tonnes of cocaine, $114,000 in cash and 48 suspects. Spanish police allege that the smuggling network used a fleet of 11 speedboats to pick up cocaine from other vessels at sea, then deliver it to the Canary Islands. The group allegedly used a sophisticated comms system, included encryption, coded language and satellite terminals.

The Department of Homeland Security has canceled orders for the third and fourth Offshore Patrol Cutters at Eastern Shipbuilding Group, citing delays and cost growth. The Coast Guard had already put the third and fourth hulls on hold, even though early stages of work had started on both of them. 

The agency did not immediately say whether the contracts would be rebid. The OPC program plan calls for a total of at least 15 hulls valued at about $500 million each (as of 2024, inclusive of cost growth). 

In a statement, DHS said that the third and fourth cutters were "not an effective use of taxpayer money." The program has been delayed for years, in part because of the effects of a Category 5 hurricane on Eastern's yard in Panama City, Florida in 2018. The contract has already been altered once: in 2019, the Coast Guard reduced Eastern's series to four hulls and rebid the remaining orders, awarding the next block of sister ships in the series to competitor Austal USA (starting with hull five).

Fierce hiring competition among Gulf Coast shipbuilders has contributed to delays and cost increases, according to government procurement officials. "It is one workforce across many states [along the Gulf Coast]," Coast Guard head of acquisitions Rear Adm. Chad Jacoby told Defense News last year. "As each shipyard says they’re going to hire people, they’re definitely competing against each other." 

DHS currently projects that the first ESG-built OPC will deliver at the end of 2026, three years later than planned. The Congressional Research Service estimates that initial operating capability will be delayed until June 2029, more than six years later than the originally-planned date of December 2022. In the interim, the Coast Guard's aging Medium Endurance Cutters (WMECs) will continue to carry the bulk of the anti-smuggling mission in the Caribbean and Eastern Pacific.

“We share a common goal with the U.S. Coast Guard—to deliver the Offshore Patrol Cutters as quickly and efficiently as possible,” ESG CEO Joey D’Isernia told The Maritime Executive last month. "System light-offs on Hull 1 are currently underway, and despite the unprecedented challenges we’ve faced, we remain confident that our incredible workforce represents the most capable and reliable team to complete these vital national security assets."

DHS reports that earlier this year, Eastern gave notice that it would book an "unabsorbable loss" if it were to fulfill its full four-ship OPC contract as written. With the cost burden of that pre-COVID contract lifted, ESG now has an opportunity to refocus on a $715 million, three-hull ferry project for Washington State Ferries. ESG is a successful ferry builder with a proven track record, and it can bring experience from Staten Island Ferry's Ollis-class vessels to bear on the new hybrid-electric ferries for WSF. According to the State of Washington, ESG's bid for the new ferry program came in six percent under the state's own price estimate. 

Going forward, the Coast Guard has enormous new financial resources to put towards shipbuilding thanks to the One Big Beautiful Bill Act, including $4.3 billion for the Offshore Patrol Cutter program. 

 

The eleventh iteration of Exercise Talisman Sabre 2025 commenced on July 13 with an opening ceremony aboard HMAS Adelaide (L01) in Sydney Harbor. 30,000 troops are scheduled to participate across land, sea and air domains, in an exercise area stretching from Christmas Island in the west to Papua New Guinea to the north. The exercise is scheduled to conclude on August 4.

The exercise is jointly led by Australia and the United States, with Australian Vice Admiral Justin Jones and Lt. Gen. Joel B. Vowell hosting the opening ceremony. Canada, Fiji, France, Germany, India, Indonesia, Japan, the Netherlands, New Zealand, Norway, Papua New Guinea, the Philippines, the Republic of Korea, Singapore, Thailand, Tonga, and the United Kingdom are active participants, with Malaysia and Vietnam attending as observers. 

The UK Carrier Strike Group led by HMS Prince of Wales (R09) will be taking part in the exercise, notwithstanding a reported request by US Under Secretary of Defense for Policy Elbridge Colby for the CSG to be retained in European waters. Since its Singapore port call, the CSG has been supplemented by the Australian frigate HMAS Sydney (F42), while the New Zealand frigate HMNZS Te Kaha (F77) and Spanish Álvaro de Bazán Class frigate ESPS Mendez Nunez (F104) have split away, the latter heading for Japan as a pathfinder for the CSG.

While a range of capabilities will be exercised and systems live-fired during Talisman Sabre, a common challenge to all activity will be the logistics of operating over such a large area, much of it sparsely populated. Almost all participants seek to work together in the face of common security issues with China, but the emphasis in the exercise is not on a particular threat but on improving interoperability across a challenging environment; Taiwan is not present, neither as a participant nor as an observer.

[By: ClassNK]

ClassNK has granted its Innovation Endorsement for Products & Solutions to ‘CMAXS LC-A’ an engine monitoring system and service, developed by MITSUI E&S Co., Ltd. and Mitsui E&S DU Co., Ltd.
 
In order to promote the spread and development of innovative technologies, ClassNK has offered Innovation Endorsement for Products & Solutions. ClassNK supports the deployment of products and services through third-party certification for equipment and software technology with innovative functions. The detailed information is available on the following page of ClassNK website: https://www.classnk.or.jp/hp/en/activities/techservices/dgd2030/iea/index.html

Product name: CMAXS LC-A

Scope of certification:
1. CMAXS system, which is condition analysis and technical support system for machinery devices
2. Enhanced prediction function for predictive and preventive maintenance
3. Early detection of root causes through automatic troubleshoot function

Detailed information on each product and solution is available on the following page: https://www.mes.co.jp/du/products/

The Vancouver Fraser Port Authority is taking the next key step in its plans to add a major new container terminal to expand Vancouver’s capacity and efficiency.  They announced that the search has begun for a contractor for the mega terminal with the goal of selecting a firm with the financial and technical expertise to undertake the massive project by the end of this year.

While the controversial Roberts Bank Terminal 2 (RBT2) project continues to face obstacles, the port authority is pursuing a major step in the implementation of the $3.5 billion project. Implementation of the project has faced unending opposition since its approval by the Canadian government in April 2024. 

RBT2 entails the construction of a new man-made island and a three-berth marine container terminal near existing port terminals at Roberts Bank in Delta, B.C. When completed, the terminal is designed to deliver an additional 2.4 million TEU of capacity, ultimately increasing Canada’s west coast container capacity by approximately one-third.

Promoted as a game changer for the port of Vancouver’s long-term growth plans, RBT2 is expected to bolster Canada’s national supply-chain resilience and deliver significant economic benefits. These include more than 18,000 jobs during construction, more than 17,300 ongoing jobs, and support for trade diversification goals by unlocking over $100 billion in new trade capacity and contributing $3 billion in gross domestic product annually.

Since the project was first announced, it has faced opposition from local groups and environmentalists. Last year, several conservationist groups filed a suit opposing its implementation on the basis that it poses adverse risks to endangered species.

Despite the opposition, the port authority is advancing implementation of the massive project that includes the delivery of an approximately 100-hectare marine landmass, a 35-hectare widened causeway, a 1,300-meter wharf structure and berth pocket, and an expanded tug basin. The contract also includes the construction of a marine terminal fish passage to support juvenile salmon migration, and the civil works for onsite habitat enhancement and the South Arm Jetty Tidal Marsh project.

Interested companies have until the end of September to present the bids, with the port authority intending to shortlist three companies before the end of November. They will then be invited to submit a proposal. 

“To meet Canada’s needs in today’s quickly evolving trade landscape, we have accelerated our efforts to deliver Roberts Bank Terminal 2, a project that will strengthen Canada’s economic security and deliver trade resilience,” said Victor Pang, Vancouver Fraser Port Authority CFO. “The terminal will be a catalyst for economic transformation nationally, from supporting Prairie grain exports and B.C.’s forestry sector, to communities who depend on reliable and affordable access to essential goods on store shelves.”

Construction of the terminal is planned to begin in 2028 and is expected to be in operation by the mid-2030s. Conceived in 2013, RBT2 has been marketed as a critical infrastructure project addressing challenges as Canadian ports are forecast to hit peak capacity by the early 2030s.

The Port of Vancouver remains Canada's gateway to diverse markets, enabling trade of approximately $300 billion with up to 170 countries annually. This makes the Pacific Gateway the country’s most important trade corridor. Last year, a record 158 million metric tonnes (MMT) of cargo moved through the port, a five percent increase from 150 MMT recorded in 2023.

The West Coast is projected to play an increasing role in Canada’s future trade as it looks to build ties to Asia.  Canada looks to build new international opportunities, which kicked off this month with the opening of its first LNG export terminal north of Vancouver and which will be used to supply Asian customers.
 

[By: Crowley]

Crowley’s newest, LNG-powered containership Tiscapa began its inaugural service today, adding faster, bigger options for timely ocean cargo transport around the U.S., Caribbean and Central America.

Like its sister ships in the Avance Class, Tiscapa features container capacity for 1,400 TEUs (20-foot equivalent units), including 300 refrigerated units. This ship was specifically designed to quickly and frequently deliver cargo while using lower emission liquefied natural gas (LNG) for fuel.

“The addition of Tiscapa to our fleet marks another milestone in Crowley’s commitment to delivering efficient and reliable logistics solutions across the region,” said Andrew Davis, vice president of operations for Crowley Logistics. “With its LNG-powered design and expanded capacity for dry and refrigerated goods, Tiscapa enhances our ability to provide faster, dependable service for customers moving essential goods throughout the U.S. and Caribbean Basin.”

Tiscapa departed from the Port of Jacksonville, Florida, for its first commercial voyage serving the Caribbean Basin. Following a transition period of service for the region, Tiscapa will begin providing regular service between the U.S., Dominican Republic and Central America, offering direct market connections for goods such as medical devices, household goods, food and perishables.

This follows sister ships Quetzal and Copán, which are also strategically built to serve El Salvador, Guatemala, Honduras and Nicaragua, and the growing trade between the U.S. and Central America.

Avance Class ships, operated under charter from Eastern Pacific Shipping, are named to honor the cultural aspects of Central America, where Crowley has operated shipping and logistics services for more than 60 years. Located in the capital city of Managua in Nicaragua, Tiscapa is a lagoon of volcanic origin that formed over 10,000 years ago. The area surrounding it contains pre-Columbian remains and a massive Augusto Sandino statue, an iconic symbol of the city.

The fourth and final Avance Class ship, Torogoz, which is named for the national bird of El Salvador, is due to enter service this August.

 

Austal USA reports the U.S. Navy officially took delivery today, July 11, of the future USS Pierre, the final ship of the Independence program. LCS 38 is the 19th Independence-variant Littoral Combat Ship (LCS) delivered by the company in a program that dates back to the early 2000s.

Delivery documents were signed on board following the successful completion of acceptance trials held the week of June 9, 2025. The trials tested the ship’s major systems and equipment to demonstrate their successful operation and mission readiness. The ships’ pre-commissioning unit will now begin preparations for fleet introduction.

Austal USA highlights the Littoral Combat Ships (LCS) as fast and agile, a platform designed for near-shore operations, supporting forward presence, maritime security, sea control, and deterrence. The trimaran hull was reputed to be fast and at 413 feet in length was just over 3,000 tons displacement with the use of aluminum. 

“The delivery of the future USS Pierre will be one of our most memorable milestone achievements as it marks the conclusion of Austal USA’s Independence-variant Littoral Combat Ship program,” said Austal USA President Michelle Kruger. “Our shipbuilding team has poured years of dedication, innovation, and manufacturing excellence into this ship, and the results are evident. Though USS Pierre is the last LCS Austal USA will deliver, we remain committed to supporting the U.S. Navy with innovative maritime solutions and the highest standards of quality.”

The company highlights that it delivered 19 vessels in just 15 years. The first of the vessels, USS Independence, was commissioned in 2010, with the flow of ships building starting in 2014. In pear years, 2018 and again in 2021, the USN commissioned three ships of the class in a single year. The final order or the last two ships came in 2018, as the Navy had soured on aluminum and started to move back to steel.

Observers criticized the ships and their multiple problems. Early on, there were reports of excessive corrosion due to galvanic corrosion, the joining of two metals. Austal USA said it was able to address the issue with an "array of tested corrosion-management tools and processes."

The next challenge came in 2019 when the Navy began identifying cracks in the structure that seemed to come about when the ships operated at higher speeds in moderate or worse seas. By 2022, the Navy said it had found cracks on six of the first 13 ships, and in an unusual move, decommissioned the first two ships of the class in 2021 and 2022. The prior administration had said two additional hulls were scheduled to be decommissioned, but the new Trump administration has not confirmed the plans as it seeks to enhance naval operations. 

Austal USA made the pivot to steel and conducted its first steel cutting for the Navy in 2022. Last month, USNS Billy Frank Jr. was rolled out from the construction hall as Austal USA’s first steel vessel for the USN. The company highlights that it has nine U.S. Navy vessels and one U.S. Coast Guard cutter under construction, with construction scheduled to begin on a second cutter in early August.
 

Reports in the Israeli media are saying that the Israeli government has approached the United States, calling for a resumption of the attacks on the Houthis, saying that a wider coalition is necessary. The call comes as the Houthis have continued to launch missiles at Israel and this week sank two merchant ships killing multiple seafarers.

The Trump administration stopped its attacks in May after less than two months in a brokered agreement established by the Omanis. The U.S. staged nearly around-the-clock attacks starting on March 15, supported by two aircraft carriers and, according to media reports, expended at least $1 billion worth of weaponry in 1,100 airstrikes.

Trump told the media that the Houthis had taken “tremendous punishment” in an effort that U.S. officials said was to ensure the safety of navigation. He said the U.S. was taking the Houthis at their word and stopped all the attacks and brought the carrier Harry S. Truman home after an extended deployment in the Red Sea region.

The leaders of the militants, however, have vowed to continue their attacks and said that this week’s sinking of the Magic Seas and Eternity C was the result of increased targeting. They said the blockade of Israel and shipping to Israel had never been stopped and will continue until the siege in Gaza ends. At the same time, they highlight the launch of long-range ballistic missiles toward Israel, celebrating that air raid sirens had sounded in towns and cities across Israel. 

The Israelis staged a series of attacks on their own against the Houthis, mostly targeting the ports in Yemen. They contended that the ports have been heavily damaged, but the Houthis said they were able to restore operations. It also did not stop the missile launches.

The report from Israeli public broadcaster Kan network said Israel has now told the U.S. the Houthis “can no longer remain solely an Israeli problem.” Kan reports that Israeli officials called for “more intense combined attacks against Houthi regime targets — not just [Israeli] air force fighter jet strikes, but also a renewal of American attacks and the formation of a coalition including additional countries.”

This comes as the shipping community remains on edge.  In the past, the Houthis staged several attacks against a single ship spread over hours, but in this case appeared to combine their tactics to stop and disable the vessels. Then they repeatedly attacked using unmanned explosive boats, drones, and missiles. Their fighters shot at the ships and fired rocket-propelled grenades. In the case of the Magic Seas, they later mined the ship, whereas the damage to the Eternity C was sufficient to sink the ship.  

While they claimed not to be targeting the crew and said they provided humanitarian assistance to the crew of the Eternity C, at least 10 seafarers and a security guard are missing, although some may be in captivity in Yemen. The shipping company confirmed that one person was killed and said four others had not been seen since the attacks.

The Financial Times reports that U.S.-based insurer Travelers did not extend war risk coverage to the Greek-owned Eternity C due to the extreme danger. Lloyd’s List had earlier reported that the vessel sailed without war risk coverage and confirmed the FT report that Travelers had declined the coverage. Reuters is quoting sources saying that the cost of the war risk coverage spiked to as high as one percent of the vessel’s value, equaling the peak in 2024. It reports that the cost of the coverage went from 0.3 to 0.7 percent in one week after the latest attacks.

This week, U.S. Central Command highlighted that two Nimitz-class aircraft carriers, USS Nimitz and USS Carl Vinson, were now both operating in its area of responsibility. There, however, has been no public statement from the U.S. about possibly resuming efforts to stop the Houthis’ attacks.
 

 

As has been seen previously, the dispositions of Iranian naval forces seen over the last few days give some indication of the dilemmas now facing Iran’s clerical leadership, and the difficulties they now have to face up to regarding their adversarial position with Israel and the United States. In particular, they appear to be aware that they could be subject to attack again should negotiations break down.

On June 14, two days after the first Israeli attack of the 12-Day War against Iran, most of the principal ships of the regular Iranian Navy (Nedaja) left the Bandar Abbas Naval Harbor, having clearly decided there was now a risk of attack. The Nedaja’s original calculation that they would not be attacked appears, however, to have been a correct assessment, because by the time of the ceasefire, the only casualties the Nedaja suffered were inflicted when an ammunition storage facility was attacked in Bandar Abbas. Although many Nedaja ships were moored in the Bandar Abbas anchorage throughout the war, and were easily identifiable, none were targeted.

 

Jask Naval Port when busier last September;  the port is now empty (Fars News/Iran MoD)

 

Since then, Nedaja ships have slipped into harbor for quick replenishment stops, but have then left quickly. On June 11, only a single Moudge Class frigate was alongside, plus others known to be under refurbishment and some smaller patrol craft. Outside in the Bandar Abbas anchorage, a second Moudge Class frigate could be identified. But the location of most of the remaining ships of the Nedaja’s Southern Fleet cannot be determined; they have not relocated to either the new naval port at Jask, nor further to the east at the naval port in Chah Bahar, both of which, on July 11, were empty of naval vessels. In summary, most of the fleet appears to be dispersed at sea or sheltering in foreign friendly harbors, still in a defensive posture, seeking to avoid detection.

The IRGC Navy (Nesda) appears to be following a similar course of action. The drone carrier with distinctive angled flight deck Shahid Madhavi (C110-3) is in the Bandar Abbas anchorage, with the catamaran vessel Shahid Nazeri close by; the Shahid Nazeri, whose role has never become apparent, almost never leaves the Bandar Abbas Naval Harbor, possibly because of seaworthiness issues.

 

Shahid Madhavi (C110-3) anchored off Bandar Abbas on July 11, with the the Shahid Nazeri aft (Sentinel-2/CJRC)

 

The lack of operational activity is also reflected in the press output of Nedaja spokesmen, who normally provide a steady stream of press releases giving an indication of exercise activity and deployments. This posture suggests that the Nedaja commanders are preserving combat power and are still uncertain of the political situation, waiting for a determination of the way ahead between the competing hard-liner and reformist factions within the political leadership.
 

The Norwegian government is the latest to report it will tighten the restrictions on Russian navigators sailing in its waters in response to the perceived dangers to navigation and espionage. The step comes as the EU and many Scandinavian and Baltic countries have moved to impose more restrictions on vessels specifically targeting shadow fleet tankers after the undersea cable incidents and risks of pollution.

Norway reports it has implemented several measures to strengthen maritime security in light of the increasingly demanding security policy situation. Now, the government says it will phase out the ability for Russian navigators to operate larger ships without a pilot in Norwegian waters.

“Maritime security and situational awareness in our immediate areas are key priorities in the national security strategy,” said Minister of Fisheries and the Oceans Marianne Sivertsen Naess. “We are now proposing clear restrictions on the pilot certificate scheme to limit the possibility of intelligence activity from civilian vessels.”

Currently, navigators with a valid pilot certificate have documented the necessary knowledge and experience from the area they are sailing in, and can carry out mandatory pilotage voyages without a pilot. The Norwegian government on July 11 reported it is proposing a phasing out of pilot certificates for Russian navigators. This means that they will no longer be issued new pilot certificates or have their pilot certificates renewed when they expire.

The Norwegian Coastal Administration announced that it is suspending applications from Russian navigators for pilot certificates or renewed pilot certificates until any new rules come into force.  A consultation on the proposed rule change is running through August 25. 

The announcement said the proposal is based on open threat assessments from the Norwegian Police Security Service (Politiets Sikkerhetstjeneste or PST) and the Intelligence Service for 2025, in addition to security-graded assessments of the threat and risk picture.

The Danish Pilots and other organizations have previously also voiced concerns about a lack of pilots and the dangers. Factions in Denmark have called for a similar mandatory requirement for pilots aboard all vessels in the Danish Straits. Last year, it was reported that one in five Russian tankers was refusing the use of Danish pilots despite sailing in congested waterways into and out of the Baltic. 
 

Nantucket’s city government has reached a $10.5 million definitive settlement agreement with GE Vernova, the manufacturer of the offshore wind turbine blade that failed in 2024 and littered the coastline with debris. The Town of Nantucket commended GE Vernova for its leadership in reaching the agreement, while it was noted by observers that the developer of the Vineyard Wind farm is not a direct party to the settlement.

A portion of the settlement money will be placed in a third-party administered Community Claims Fund to provide compensation for claims of economic harm made by residents and local businesses. The administrator will accept claims for the next six months but will require proof of the expenses or losses.

The settlement relates to the failure of a turbine blade on one of the GE Vernova Haliade-X turbines that had been installed at the site, which is about 15 miles southwest of Nantucket. The wind farm developed had highlighted that first power was coming from the project early in 2024, and by mid-year, it reported that 10 turbines had been commissioned and that a total of 21 of the planned 62 turbines were in place and preparing for commissioning.

One of the approximately 350-foot blades malfunctioned on the night of July 13. The turbine was taken offline, but debris from the blade was spotted floating in the ocean and began washing up on Nantucket beaches. Some pieces of the blade were resting on the foundation and others dangled from the turbine. Later reports indicated that additional debris had fallen into the ocean.

Nantucket says in the settlement announcement that when the blade failed, debris settled on the ocean floor, entered the water table, and littered Nantucket’s beaches for months, requiring an extensive cleanup effort. It says the incident scattered foam, fiberglass, and other debris along Nantucket’s shores during the height of the summer tourist season.

GE Vernova quickly identified a deviation in the manufacturing process at its plant in Quebec. It said the adhesion was improper and should have been caught in the quality control process.

 

Nantucket reported fining pieces of debris for months (Government of Nantucket photo)

 

Installation at the Massachusetts offshore wind farm was suspended for months with GE Vernova using high-tech crawlers and other inspections of the approximately 60 blades that had already been installed. The company agreed to remove blades from up to 22 wind turbines that showed manufacturing deviations and substitute blades from a plant in Europe. U.S. regulators permitted the foundation work to resume in the fall and full installation to resume in 2025.

Vineyard Wind, which is a joint venture between Avangrid and Copenhagen Infrastructure Partners, has said it remains committed to the project. Vineyard Wind commissioned one turbine at the beginning of 2025 but has not given an updated timeline for when the project will be completed.

Critics of the sector pounced on the failure saying that it demonstrated some of the risks of offshore wind power. They have continued to oppose the industry while the Trump administration has taken steps to stop future offshore wind power developments. While Vineyard Wind and the nearby Revolution Wind are proceeding, the zone, which was viewed with promise, has seen most of the planned projects put on hold due to the current uncertainties. 
 

The Kerala High Court in India held its first hearing related to India’s nearly $1.1 billion compensation claim related to the sinking of the MSC Elsa 3 off the coast of India in late May. MSC’s lawyers called the claims “highly exaggerated,” while lawyers for the state government said the extent of the damages is “incalculable and continuing.”

MSC is arguing that the state provided no evidence to support its claims, while it reiterated that there has been no significant oil leak from the vessel. It was highlighted that the oil sheen around the vessel was limited to within one nautical mile of the wreck.

The state countered by saying that the recovery of plastic nurdles continues on a daily basis with reports that it has now reached 450 tonnes. The clean-up is ongoing and in part delayed by discussions over the best methods to be used. One local area is barring the use of seawater washing to separate the nurdles, although the authorities contend it has proven effective elsewhere on the coastline.

The court papers also said that nearly 78,500 fishermen have been compensated for the loss of their livelihood. They contend the fish market has collapsed due to a lack of confidence. The fishermen received a financial award as well as a distribution of free rice.

The state was successful at the court earlier in the week in having the containership MSC Akiteta II detained pending the posting of a bond. The company argued for the release of the vessel while declining to post a bond. The state cites the ownership structure of the vessels in independent companies, contending that it is “highlighting a pattern of deliberate corporate structure to defeat potential claims.”

The court ruled that the vessel, which has been detained in Vizhinjam port this week, shall remain in the port until a bond is posted. The court had previously briefly detained two other MSC vessels, MSC Manasa F and MSC Polo II, during their local port calls until bonds were posted for cases involving private claims related to the loss of the vessel.

The state was given two weeks to file additional supporting information for its claims, while MSC also asked for time to respond to the claims. The court scheduled a follow-up hearing about the detention and the claims for August 6.

In the court papers, the state highlights that the vessel was loaded with 643 containers when it went down, with reports that approximately 60 have washed ashore. Based on the manifests, they contend the wreck is releasing plastic pellets, oil, calcium carbonate, and other materials into the ocean. The Directorate General of Shipping, which is overseeing the salvage efforts, said in its recent report that there remains an intermittent oil sheen near the wreck, but divers last month capped the tank ports that had been seeping oil. A new salvage program with saturation diving is due to begin in August in an effort to pump the oil from the vessel, which lies at a depth of 167 feet (51 meters). 
 

[By: AkzoNobel]

The world’s first Aframax oil tanker to use wind-assisted propulsion has been built in China, with AkzoNobel making an important contribution to the landmark project by supplying 350,000 liters of International^® marine coatings.

The Brands Hatch is regarded as a major innovation in sustainable shipping technology and the entire vessel – including the underwater hull, deck and cargo oil tanks – features the company’s high-performance products. They’ll provide comprehensive protection and critical technical assurance for the tanker’s eco-efficient operation.

Built by Shanghai Waigaoqiao Shipbuilding Co., Ltd., it has three intelligent fiberglass sails which are projected to reduce fuel consumption by around 12% a year and slash annual carbon emissions by 5,000 tons under normal operating conditions.

“We’re very proud to have contributed to this landmark project,” says Rob Leslie, Commercial Director of Marine and Protective Coatings for AkzoNobel Greater China. “The successful application of our coatings not only validates the performance of our International fouling control and anti-corrosive technologies, but also demonstrates the company’s commitment to enabling decarbonization through sustainable innovation.” 

The products used included Intercept^® 8500 LPP – one of the highest-performing fouling control technologies in the International range – which was applied to the vessel’s underwater hull. This advanced coating delivers consistent and effective performance for a clean, foul-free hull. By combining linear polishing technology with an optimized biocide package, the coating contributes to significant fuel savings and reduced CO? emissions.

Built for UK shipping company Union Maritime, the Brands Hatch is an Aframax ship, a type of oil tanker with a capacity between 80,000 and 120,000 deadweight tons. They’re primarily used for short to medium-haul crude oil transportation.

It's the third milestone vessel built in China to be coated by AkzoNobel in recent years. The company also supplied more than 300,000 liters of International marine coatings for Dream – the country’s first domestically designed and built ultra deep-sea drilling vessel – while Intersmooth^® fouling control technology was used on Adora Magic City, the first large cruise ship to be constructed in China.