The U.S. Navy air strike campaign against Yemen's Houthi rebels is producing results, according to officials in Iran and the United States. The Iranian military is pulling personnel out of Yemen in order to reduce the risk of casualties or escalation, a senior Iranian official told the Telegraph - a significant victory for the Trump administration's policy. The strikes have also forced the Houthis to slow the pace of their missile attacks on Israel and on U.S. forces in the Red Sea. However, American officials told the New York Times, the Houthis still retain large weapons stockpiles in hardened bunkers, and the U.S. has yet to deploy the capabilities required to reach them. 

On Wednesday, a senior Iranian official told The Telegraph that the Trump administration's military campaign is now the center of discussion in Tehran, and the regime's many proxy groups - Hezbollah, Hamas, the Houthis, and Shia militias in Iraq - have taken a back seat. Hezbollah and Hamas have both been dealt serious blows in combat with Israel, and Tehran sees the Houthis as another losing force, the official claimed.

"The view here is that the Houthis will not be able to survive and are living their final months or even days, so there is no point in keeping them on our list," the Iranian official said. "They were part of a chain that relied on [assassinated Hezbollah leader Hassan] Nasrallah and [former Syrian dictator Bashar] Assad, and keeping only one part of that chain for the future makes no sense."

Three U.S. officials told the New York Times that the U.S. Navy airstrikes on Yemen have been more intense than publicly reported. The Institute for the Study of War, a nonpartisan research group, identified 28 airstrikes on April 2-3 alone. This campaign will likely intensify: a second U.S. Navy aircraft carrier is under way to join USS Harry S. Truman in the Red Sea, doubling the available firepower. The bombardment could go on for months, the officials said - an indication that the resumption of Red Sea merchant traffic may not come until later in the year.

A Pentagon spokesperson strenuously denied that the timeline for the bombing campaign is months long, saying only that it was "on track" for future phases. 

Local U.S. Navy commands now have control over targeting decisions, the Times reports, and as the pace picks up, the task force is consuming a meaningful number of precision munitions. The Houthis still have air defenses, and Navy pilots are using a combination of glide bombs and cruise missiles to achieve mission success without entering the Houthis' weapons envelope. The cost of these weapons so far is comparatively small for a regional war, about $1 billion, but Pentagon planners are more concerned about the low rate of stockpile replenishment. The U.S. supply chain for precision air-launched munitions is limited, and war gaming for a Taiwan Strait conflict suggests that U.S. success against China hinges on an adequate supply of these high-tech weapons.  

Two European river cruise boats were involved in separate collisions over the past week, one on the Rhine near Duisberg and another near Szczecin, Poland. 

Collision on the Rhine damages two vessels

On Saturday, a Dutch river cruise vessel collided with a Dutch inland cargo vessel near Voerde-Spellen, Germany, just downriver from Duisberg on the Rhine. 

Shortly after 0300 hours on Saturday morning, the unnamed cruise vessel and unnamed cargo vessel collided mid-river. The port bow of the cruise ship was torn open, leaving a gaping hole measuring about 200 square feet in area. Remarkably, none of the 140 passengers and crewmembers on board were harmed, and no injuries were reported aboard the cargo vessel. 

All of the hull damage was above the waterline, and both vessels remained able to transit safely. The cruise boat berthed in Wesel and disembarked its passengers for onward travel. 

The Duisberg Water Police suspect that the cargo vessel may have caused the collision, and detained it for an inspection. The master was taken to the central station in Duisburg for blood alcohol level testing. Germany's Waterways and Shipping Authority is conducting a parallel investigation into the cause of the collision.

Collision on the Szczecin Lagoon

On Monday evening, nine people were injured in a collision between a river cruise vessel and a fuel barge in Poland's Szczecin Lagoon. The cause of the casualty is under investigation. 

Near Chelminek Island, the cruise boat Junker Joerg collided with the fuel barge Argonaut, tearing a large hole in the Junker Joerg's port bow. The Argonaut sustained damage above the waterline, but no penetrations. 

Both vessels made it to a safe pier at Szczecin under their own power. Initially, no injuries were reported, but when Junker Joerg reached port the crew called for an ambulance. Eight people had superficial injuries, a provincial medical service spokesperson told Polish agency PAP, and four medical teams responded to the scene. One 84-year-old woman sustained head and hip injuries, and she had to be hospitalized for evaluation. 

An inquiry has been opened to determine the cause of the collision, and any evidence will be passed to Poland's State Commission for the Investigation of Marine Accidents. 

The French cooperative Windcoop completed the construction order for its revolutionary open-hatch sail-powered cargo ship, the first of what the group envisions will be a pioneering fleet of ships. The order was placed with Turkey’s RMK Marine, which is also building the sail-powered RoRo Neoliner Origin.

The group reports it has had to overcome major technical and logistic challenges to integrate a wind-powered propulsion system while also ensuring efficient container handling. This was in part solved with asymmetrical sails, the open-hatch design, and the placement of cranes on the opposite from the sails. It helps to provide stability and balance while also giving the vessel total autonomy for loading and unloading.

The vessel will be 91.3 meters (approximately 300 feet) in length with a capacity for 210 TEU and 40 reefer plugs. The three wingsails designed by Computer Wingsails (CWS) are each 350 square meters (approximately 3,800 square feet) or a total sail area of 1,050 square meters (11,300 square feet). The vessel is projected to have an average sailing speed of 9 knots.

“After four years of development, we are finally taking decisive steps toward realizing what was once considered an audacious dream,” said Matthieu Brunet, Chairman of Windcoop. The effort was started in 2022. Based in Lorient, France, Windcoop was created through the collaboration of Zéphyr & Borée, Enercoop and Arcadie.

The project with RMK calls for orders to the subcontractors including the sails and engines and finalization of the studies and tank tests for the vessel this year. Construction is due to begin in 2026 and trials, delivery, and commissioning in May 2027.

The total construction cost is set at €28.5 million ($31.5 million). Windcoop reports it has secured financing of €28.5 million structured by Crédit Maritime Grand Ouest – Banque Populaire, with a counter-guarantee from Bpifrance. The financing includes €6.8 million ($7.5 million) raised through the cooperative. This involved 1,600 citizens, committed shippers (Arcadie, Valrhona, Prova, Lobodis, Ethicable, Cafés Richard, Demad, Arawak), and institutional investors (La Nef, Crédit Mutuel Arkéa, SIDI, Mer Invest, Inddigo, Bretagne Capital Solidaire). It is the first cargo ship of this size to include cooperative funding.

The first service route was selected to focus on secondary ports that are traditionally neglected because they lack the capacity or equipment to load goods. The group says it aims to “rebalance the logistics network” while also reducing carbon emissions by limiting land transport. The vessel will be registered in France and sail a route between France and Madagascar, connecting Marseille to the ports of Tamatave, Diego Suarez, and Majunga, without transshipment and including transits of the Suez Canal. They project a transit time of 31 days.

From Madagascar, they will carry cargo including aquaculture, cocoa, vanilla, spices, essential oils, and textiles. While they expect to export from France to Madagascar retail goods, glassware, paramedical products, and textiles.

Windcoop has ambitious plans. It aims to secure financing and rapidly build a second vessel to ensure a monthly service on the Madagascar-France route. At the same time, Windcoop plans to expand its fleet by launching new maritime routes designed to meet the needs of the shippers and the territories involved. A regional line in the Indian Ocean, a transatlantic connection as well as a direct link to West Africa are currently in the planning stages.

[By: Seaspan]

Today, Seaspan Shipyards (Seaspan) cut steel on the Canadian Coast Guard’s (CCG) new heavy polar icebreaker, signifying the start of construction on one of the most advanced conventional polar icebreakers ever to be built. This marks the first time a heavy polar icebreaker has been built in Canada in more than 60 years, and it will play a critical role in protecting our sovereignty for decades to come. Measuring 158 metres long and 28 metres wide, Seaspan’s polar icebreaker will be incredibly complex, designed to operate self-sufficiently in the high-Arctic year-round. It will play a critical role in enabling the Canadian Coast Guard to transit and operate on more than 162,000 km of Arctic coastline. The capabilities of this Polar Class 2 icebreaker will help sustain a 12-month presence in Canada’s North in support of Canada’s Arctic sovereignty, high-Arctic science (including climate change research), Indigenous Peoples and other northern communities, and the ability to respond to major maritime emergencies including search and rescue. It will be able to accommodate up to 100 personnel, and, as one of the only Polar Class 2 vessels in the world, will be able to operate farther north, in more difficult ice conditions and for longer periods than any icebreaker in Canada to date.

This built-in-Canada ship will be the seventh vessel designed and built by Seaspan under the National Shipbuilding Strategy (NSS). It will also be the fifth Polar Class vessel to be built for the CCG, and one of up to 21 icebreaking vessels overall that Seaspan is constructing. In January 2024, Seaspan completed construction of a polar Prototype Block to ensure preparedness to build this highly-advanced vessel, which requires steel that is twice as thick in some areas, while also being less malleable, as the steel Seaspan has used for the other ships built under the National Shipbuilding Strategy.

As the only shipyard currently building polar icebreakers in Canada, Seaspan looks forward to supporting the Canadian Coast Guard by building this large, multi-mission vessel, and through the design and construction of any vessels Canada and its ICE Pact partners need now, or in the future.

QUOTES
Today’s milestone caps off an incredibly busy 10-month period for Seaspan, involving two first-of-class ship launches and the start of construction on this new world-class polar icebreaker. The National Shipbuilding Strategy is showing that a made-in-Canada approach is not only possible, it is imperative to Canada’s security and sovereignty. We must continue to design and build ships here at home, to ensure that the experience, skills, and knowledge built through the NSS will be sustained. Seaspan looks forward to delivering this new polar icebreaker to the Canadian Coast Guard, and to building more Polar Class vessels for Canada and its allies. - John McCarthy, CEO, Seaspan Shipyards

QUICK FACTS

• The Polar Icebreaker will be 158 metres long and 28 metres wide, with a design displacement of 26,036t
• Highlights of key design features, include:
  • IACS Polar Class 2 (PC2) Heavy Icebreaker
  • More than 40MW of installed power
  • Ice-classed azimuthing propulsion system
  • Complex, multi-role mission capability
  • Scientific Laboratories
  • Moon Pool (to allow for safe deployment of equipment from within the ship)
  • Helicopter flight deck and Hangar
  • Vehicle Garage and future Remotely Piloted Aircraft System (RPAS) capability
• Seaspan has already gained significant experience designing and building Polar

Class vessels including three Offshore Fisheries Science Vessels which are now in service with the Canadian Coast Guard; an Offshore Oceanographic Science Vessel that will be delivered to the CCG in the coming months; and up to sixteen Multi- Purpose Icebreakers (also Polar Class) that is currently in Construction Engineering.

• Seaspan is one of the most modern shipyards in North America, following its privately funded $200M+ shipyard modernization, development of a skilled workforce and state-of-the-art, purpose-built infrastructure to deliver large, complex vessels.
• Under the NSS, Seaspan has become a major economic and job creation engine. According to an economic analysis conducted by Deloitte, Seaspan has contributed $5.7 billion to Canada’s GDP since 2012, while also creating or sustaining more than 7,000 jobs annually.
• Seaspan’s NSS supply-chain has now grown to ~800 Canadian companies from coast-to-coast, with more than half being SMEs.

[By: Massachusetts Maritime Academy]

Massachusetts Maritime Academy (MMA), a top-ranked public university with undergraduate degree programs focusing on science, engineering, technology, math, and business that blend academics and experiential learning, is thrilled to announce its recognition as a “Best Return on Investment” four-year school nationwide by U.S. News & World Report.

Massachusetts Maritime Academy ranked #10 on the list of 22 institutions acknowledged for exceptional ROI, based on data from the Georgetown University Center on Education and the Workforce. The return on investment was calculated by a metric that compares the cost of attendance to a student’s future earnings. 

The ranking report indicates that the value of a bachelor's degree from the Academy rose from $323,000 to $3,458,000 between 10 and 40 years post-graduation. These statistics demonstrate the exceptional return on investment and the long-term financial benefits of an education at MMA.

According to the U.S. News & World Report, in-state students at MMA were charged $11,420 for tuition and fees in 2024-2025, while out-of-state students paid $23,722. The average total indebtedness of those graduating from the Academy in 2023 was $41,296, underscoring the institution’s commitment to affordability.

“We are proud to be recognized by U.S. News & World Report for outstanding return on investment as it highlights our dedication to providing a high-quality, affordable education that equips graduates with the skills and knowledge needed for successful careers,” said Rear Admiral Francis X. McDonald, USMS, president of the Massachusetts Maritime Academy.

[By: MSC Cruises]

MSC Group’s Cruise Division today officially inaugurated the new MSC Barcelona Terminal on the first call of Explora Journeys’ luxury ship EXPLORA II.

Dignitaries who attended the commemorative ribbon-cutting ceremony included Jose Antonio Santano Clavero, the Spanish government’s State Secretary for Transport and Sustainable Mobility; Central Government Delegate, Carlos Prieto; Fourth Deputy Mayor for the Area of Economy, Tax, Economic Promotion and Tourism, Jordi Valls; Albert Dalmau, Minister of the Presidency of the Government of Catalonia and Jose Alberto Carbonell, President of the Port of Barcelona along with Pierfrancesco Vago, Executive Chairman, Cruise Division, MSC Group, Gianluca Suprani SVP Global Port Development, MSC Cruises and Anna Nash, Global President, Explora Journeys.

Pierfrancesco Vago said, “Barcelona has been a strategic partner for MSC Group for more than four decades and for MSC Cruises for more than 25 years, and our commitment is unwavering. The new terminal is not just an investment in modern port infrastructure but demonstrates that we are aligned with the city’s strategy for a more balanced and sustainable model of tourism, all whilst bringing positive economic benefits to the region. We look forward to this new chapter with the Port of Barcelona as our guests from MSC Cruises and Explora Journeys enjoy the benefits that this modern, innovative and sustainable cruise facility brings.” 

The terminal was designed by renowned Catalonian architecture firm Ricardo Bofill Taller de Arquitectura and includes a retail area, a spacious waiting lounge with generous seating, and an exclusive VIP lounge for premium and luxury guests. The exterior ceramic cladding pays tribute to the rich Gaudi-inspired artistic history of Barcelona with a colour inspired by the sea. 

The terminal has a strong focus on environmental features and energy efficiency and incorporates energy-saving technologies and sustainable materials. This includes solar panels and optimised natural light, to minimise the need for artificial lighting along with a rainwater collection system to supply water for toilets and landscaped areas to reduce water usage.

The terminal has achieved Gold Leadership in Energy and Environmental Design (LEED) certification in recognition of its energy efficiency and environmental responsibility.

Shore to ship power connectivity will be available in 2027 when docked ships can switch off their engines, connect to the local power grid and eliminate emissions in port.   

MSC Cruises in summer 2025 will have five ships offering embarkation in Barcelona - MSC World Europa, MSC Seaview, MSC Seaside, MSC Magnifica and MSC Orchestra - as part of their sailings in the Mediterranean Sea and luxury ship EXPLORA II will also regularly call at the new terminal during the season.

LNG Canada received its critical cooldown shipment of LNG on April 2, as the project which is poised to become the country’s first major LNG export facility, continues on track to achieve its first export cargo by the middle of 2025. It will open a key market for Canada as it launched the LNG industry shipping gas to Asia in competition with the U.S. and Australia which have been the traditional large suppliers.

 The project calls itself the largest private sector investment in Canadian history. Construction began on the project in 2019 with an initial two trains and two docks to handle LNG carriers. The terminal will process up to 2 billion cubic feet per day (bcfd), representing approximately 11 percent of current Canadian gas output, or a total annual capacity of 14 million tonnes annually, and designed to potentially expand with two additional trains.
 
LNG Canada is a joint venture company comprised of Shell, PETRONAS, PetroChina, Mitsubishi Corporation, and KOGAS. It is also the start of an industry that is expected to develop over the second half of this decade. 

Cooldown cargo arrived from Australia as testing proceeds at the new facility in British Columbia (LNG Canada)

“We’re pleased to announce that today, in a well-coordinated effort with HaiSea Marine personnel and tugboats, British Columbia Coast Pilots and Pacific Pilotage Authority Canada, with support from the Canadian Coast Guard and Canada Border Services Agency, our marine team welcomed for the first time an LNG carrier to the LNG Canada facility in Kitimat,” the company wrote online. Careful planning has gone into the process of moving the vessels along a 159-nautical mile route from an initial point near Prince Rupert to the terminal.

The initial LNG cargo arrived from Gladstone, Australia aboard the Maran Gas Roxana (95,194 dwt). It will be offloaded and used to test the systems during this phase of commissioning. It will cool down the pipes and storage tanks under cryogenic conditions preparing them for operations. LNG Canada reports it will only require this cargo and that this phase of testing and commissioning should last three to four weeks.

After the vessel is offloaded, the pilots will complete their testing process navigating the vessel back to the Pacific. HalSea Marine also completed the commissioning of its tugs which are being used to escort the vessels during the trip to and from the terminal. Canadian authorities are requiring as a precaution escorts for all the LNG carriers.

The project is close to realizing its key milestones as production and shipments begin after years of planning and construction.
 

Chilean authorities are searching for seven crewmembers who went missing when a fishing vessel sank off the coast of Coronel, Chile. Their boat, the Bruma, capsized early Sunday morning in a crowded area in calm conditions, and an inquiry is under way to determine whether they may have been hit by another vessel. 

The captain of the port for Coronel, Osvaldo Cuadra, told local media that a coordinated search was under way, assisted by a merchant ship, civilian aircraft and multiple fishing vessels. The Bruma's lifeboat is also missing, raising the possibility that the crew may have abandoned ship and could be adrift somewhere else.  

Comienzan a aparecer más restos de la embarcación Bruma en la cuadra de búsqueda cercano a la Isla Santa María. No hay rastros aún de la balsa salvavidas. Sigue la esperanza de encontrar a los 7 pescadores de Constitución con vida @Cooperativa pic.twitter.com/awEpGgIrlw

— Cristofer Espinoza (@CEspinozaQ) April 1, 2025

"The evidence shows that it wasn't a rock here, it wasn't a wave. Given the current state of the Bruma, this is certainly a collision," said local fishermens' association president Claudia Urrutia. 

A larger steel-hulled fishing vessel, the Cobra, has been accused of colliding with the Bruma. The crew of the Cobra denies involvement, but the Cobra's hull shows signs of minor damage at the bow. The possible impact zone is being assessed by the authorities, and if the wreck can be accessed, it may be possible to verify if the paint corresponds to any traces on Bruma's wreckage. 

"Accusing a ship [Cobra] with 18 crew members, also severely affected, is unthinkable. I trust their word, that they, at least, didn't detect anything," owner Gerardo Balbontín told local media. 

Coronel's prosecutor has dispatched a team to examine Cobra in detail, including a forensic examination of the bridge and a review of the vessel's security camera footage. The crew has been questioned as well, but for now no charges have been brought. 

"There are indications, there are elements that allow us to suspect, let's say, involvement [of the Cobra], but until we have conclusive proof of it, it's not possible to state it categorically," said Coronel's chief prosecutor, Hugo Cuevas.

Families of the missing men have called on the Chilean Navy to deploy an ROV to the site and search the wreckage. The Bruma's wreck sits in 400 meters of water, beyond the reach of standard diving techniques but within range for an ROV. Balbontín, the owner of the Cobra, has offered the use of his vessels to host small ROV equipment for the investigation. 

Search efforts continue, aided by multiple government vessels, continued support from the fishing community, shore patrols and an aerial search with three Chilean Navy aircraft.  

Earlier this week, Senator Rick Scott introduced the Coast Guard Improvement Act, a bill that establishes the Secretary of the Coast Guard, a non uniformed individual who will oversee Coast Guard operations and report directly to the Secretary of Homeland Security.

I’ve spent the past twenty five years working with the Coast Guard - first as a Coast Guard officer, then as a Hill staffer responsible for the Coast Guard portfolio, Maritime Administration Chief Counsel, and registered lobbyist. These experiences taught me that a uniformed head of the agency hurts the service and the men and women who serve in it.

The person who has led the Coast Guard to date has always been a US Coast Guard Academy graduate. The school’s motto is Scientiae Cedit Mare, the sea yields to knowledge. The sea does indeed bring knowledge but in the case of the Coast Guard, decades of uniformed leaders failed to act on it.

Operation Fouled Anchor was a multi-year investigation into sexual assaults at the US Coast Guard Academy. The final memo signed January 31, 2020 concluded that “(t)hese early investigative efforts revealed that during the 1990s there appeared to be a disturbing pattern of conducting internal administrative investigations and/or initiating disenrollment for sexual misconduct instead of referring the matter for criminal investigation. This investigation expanded until it ultimately included allegations against 43 separate subjects.” 

Sexual assault is a crime now and in the 1990s. School leaders knew about the crimes; they had knowledge, but they didn’t act on it. 

The creation of a Secretary of the Coast Guard isn’t a new one. Nor is it a partisan one. When I served on the House Homeland Security Committee in the mid 2000s, I had several conversations with my counterpart on the House Transportation and Infrastructure Committee about creating the position. At the time there was no political will to make the change.

Operation Fouled Anchor changed that. After numerous hearings wherein Admiral Fagan promised to be supportive of Congressional oversight efforts but then refused to share unredacted documents, Congress tired of the empty assurances that the agency was turning a corner.

Congress was also tired of Coast Guard admirals -all US Coast Guard Academy alumni - protecting the school at the cost of those who went there. Senator Blumenthal bluntly stated at a June 2024 hearing that "our investigation has shown a deep moral rot within the Coast Guard now . . . One that prioritizes cronyism over accountability, silence over survivors."

Installing a civilian as the head of the Coast Guard would wipe out the decades of cronyism. Senior officers would no longer be able to make a phone call or send an email to their US Coast Guard Academy classmates to cover up the failures of fellow officers. They would be forced to hold individuals accountable for their actions. And that’s a good thing.

K. Denise Rucker Krepp is a Coast Guard veteran and former chief counsel of the Maritime Administration. 

Japan’s leading energy company ENEOS is joining with A.P. Moller Holding and A.P. Moller – Maersk investing $100 million in C2X, the green methanol developer launched in 2023 by A.P. Moller Holding. The proceeds will primarily be used to fund the final development of a Louisiana project to produce green methanol as well as to advance C2X’s current efforts in the U.S., Spain, and Egypt to build green methanol production for the shipping, aviation, and chemical sectors.

C2X reports the investment is a critical step to advance the development of the Beaver Lake Renewable Energy project in Louisiana to FID, which is being developed with SunGas Renewables. The project will use SunGas’ S-1000 gasification technology system to convert biomass into low-carbon methanol. The project will also capture and permanently sequester approximately 1 million tonnes per year of surplus biogenic CO2 from the gasification process, generating carbon dioxide removal (CDR) credits.

The multibillion-dollar project aims to start construction in the second half of 2026. Once operational, which is targeted for the end of 2028, it will produce over 500,000 tonnes of green methanol annually. C2X reports it is also in discussions to secure long-term offtake agreements from Maersk and other customers in its targeted shipping, chemicals, and industrial sectors.

The Beaver Lake facility is the first of several facilities planned by SunGas and C2X to supply green methanol. It would repurpose a former International Paper site in Rapides Parish, Louisiana that closed in 2009. SunGas has estimated the facility would be valued at $2.4 billion.

SunGas and C2X announced a strategic partnership and C2X’s investment in SunGas in May 2024. ENEOS’ new investment is accompanied by a strategic partnership with C2X, which considers methanol offtake and the application of SunGas’ gasification technology into its system portfolio.

AP Moller launched C2X to help expedite the process of developing a global production and supply chain for methanol. The company has previously announced projects in Spain, Egypt, and the United States. With the new commitment from ENEOS, Maersk, and APM, it looks to continue to accelerate the development of its portfolio of projects.

Seattle-based naval architecture firm Glosten has a 67-year history of tackling some of the most unusual projects in maritime, and it's made a name for itself in finding creative solutions for unique problems. From its work on the famous research platform FLIP to the SBX-1 radar array to the next generation of floating nuclear power, Glosten is a go-to hub of expertise for projects that require creative thinking and foresight. Those same problem-solving skills make Glosten a sought-after advisor for newbuilds and drydockings, especially in the research vessel sector. While its roots are in the American market, it competes head-to-head with foreign firms and is winning international projects, like its new research vessel design for Saudi institute KAUST.

To learn more about Glosten's history, its projects and its future, The Maritime Executive spoke with CEO Morgan Fanberg, who has been with the company for his entire career. For the full details, listen in below. 

Markets reacted negatively on Monday after President Donald Trump's announcement of sweeping tariffs on major trading partners, including an additional 34 percent tariff on China. The Dow fell four percent, the S&P 500 dropped five percent, the Nasdaq was down by six percent, and the small-cap Russell 2000 fell by 6.6 percent - the worst trading day on Wall Street since the COVID-19 pandemic. American seaports and importers are bracing for the effects of a 20 percent tariff on the EU, a cumulative 54 percent tariff on China, and 40 percent-plus tariffs on Southeast Asian nations.

At the twin ports in San Pedro Bay, any decline in trade volume will be acutely felt. More than 60 percent of Port of Long Beach's imports come from China, and at neighboring Port of LA, the Chinese share is about 40 percent. Hundreds of thousands of jobs in the vast warehousing districts around LA - where containers are unstuffed and the contents loaded for delivery around the U.S. - will be directly affected.

"If we have reduced container volume and more specifically imports, be it from China or Southeast Asia, it would have an impact on jobs," said Mario Cordero, CEO of the Port of Long Beach, speaking to CBS.

LA and Long Beach have been booming over the past few months as importers raced to beat the tariff deadline. Port of LA posted its second-best February ever, driven by strong import volume. That boom may be followed by a bust cycle, Port of LA CEO Gene Seroka has cautioned.

"Given the substantial inventory already here and the uncertainty of tariffs, it’s possible we can see a 10% drop in volume in the second half of this year," Seroka said at a press conference in March. 

Smaller import-dependent businesses may be the most affected by the new tariffs, and smallcap stocks have now fallen by more than 20 percent since before the election. "They’re not like large corporations. They operate on very thin profit margins," Bank of America Institue economist Taylor Bowley told Politico. "Frankly, they just don’t have the bandwidth or operating expenses to do that."

A new project led by the Maersk Mc-Kinney Møller Center for Zero Carbon Shipping addressed the challenges and processes required to convert one of the largest segments of the current global shipping fleet, the Kamsarmax bulk carrier, for dual-fuel methanol operations. With involvements from leaders across the segments of the industry, the project leaders believe it is a key step in decarbonization that provides critical insights into the feasibility of retrofit projects.

The project, which aimed to assess the techno-economic feasibility of a retrofit from fuel oil to dual-fuel methanol, has been granted an Approval in Principle (AiP) by Japan’s ClassNK, which also contributed regulatory advice and facilitated safety risk assessments.

The Center highlights that Kamsarmax bulk carriers represent a significant share of the existing fleet. It believes that developing a general retrofit package could drive low-emission solutions across the maritime industry. Additionally, the project sheds light on the challenges and opportunities that need to be addressed when deciding to retrofit a bulk carrier.

The retrofit project was based on a standard Kamsarmax design developed by Tsuneishi Shipbuilding which worked along the Center as a lead in the project. They explored the technical and operational challenges and opportunities of converting vessels to dual-fuel methanol. The retrofit design and technological solutions were developed in close cooperation with MAN ES, which provided the main engine and FuelTech expertise on design reviews and HAZID processes (Hazard Identification). Cargill offered operational and technical insights bringing in the charterer’s perspective, while the Danish Maritime Administration participated as an observer.

“With the medium-sized bulk carrier segment representing a substantial share of the industry, this modular retrofit solution paves the way for an accelerated transition to methanol and other sustainable fuels,” said Evangelos Fragkoulis, Head of Ship Design for the Maersk Mc-Kinney Møller Center for Zero Carbon Shipping. “It demonstrates a paradigm shift towards non-intrusive, safe, and agile solutions that enable the integration of green fuels without compromising safety.”

The Kamsarmax is an 80,000 to 84,000 dwt dry bulk carrier which is very popular in the industry with the first vessel of the class delivered in 2005. Tsuneishi alone reports having built over 300 of the vessels, and the number one market share in the category, which generally measure approximately 230 meters (755 feet) in length making it a versatile and economical design. Tsuneishi highlights with a lifespan of 20 to 30 years, it is a critical segment of the industry that will significantly impact maritime decarbonization efforts.

The project generated multiple design solutions, including novel and modular fuel handling onboard, as well as methanol storage and integration options that optimize safety, capacity and ultimately reduce cost and conversion lead times. Additionally, the project has developed general design principles for methanol retrofit aimed at ship designers, shipyards and operators, providing a navigational framework through key design decisions. 

The Maersk Mc-Kinney Møller Center for Zero Carbon Shipping reports that it will be releasing a comprehensive case study on the design. The guidelines developed during the project will also be released late this year.
 

This piece appears courtesy of the National Center for Energy Analytics and is reproduced here in an abbreviated form. For the full comprehensive study, including data and footnotes, please visit https://energyanalytics.org/shipping/.

The International Energy Agency (IEA) says the world must transition from fossil fuel to renewable power. Their declaration is endorsed by many global institutions, governments, environmentalists, policymakers, and the media. Such a transition means relying primarily on greater use of wind turbines, solar panels, and batteries for electric vehicles. It also means managing grids with increasingly unreliable sources of electricity generation, even as demand rises due to policies seeking to electrify everything else before 2050.

According to the IEA and others, building all that renewable hardware entails a massive fourfold to sixfold increase in the use of critical and rare earth minerals. That unprecedented increase in the volume of these minerals mined and refined will necessarily entail a collateral increase in the need to transport all those gigatons of materials, most of them by sea.

The global maritime industry already faces significant logistical, infrastructure, and manpower challenges to meet today’s needs for moving bulk goods. Advocates of an energy transition have failed to consider the shipping capacity required to transport the staggering rise in maritime ton-miles needed for the transition.

The transition-driven demand for more maritime ton-miles means there will need to be a monumental expansion of the world’s merchant vessel fleet. The data suggest that the world will need to nearly double shipyard capacity to build enough ships to carry the new tonnage by 2035 to support transition goals (and to replace older existing vessels). Today, the U.S. annually builds less than 1% of the world’s new vessel tonnage.

Nearly 80% of all the world’s goods in trade are already carried on ships. Ships are unavoidably critical for an energy transition because most mines supplying the necessary minerals are not in the United States, Europe, or even China for that matter; the majority of the refining of “energy minerals” takes place in China before transport to global buyers. If transition aspirations continue, the location of all the new mining and refining enterprises will determine just how much maritime traffic increases and how many more ships will be needed.

Setting aside which countries will or can build new vessels, shipowners now face additional uncertainty over how their vessels will be powered, given the International Maritime Organization’s mandates to decarbonize their fuel. The approved fuels will impact new ships’ costs and daily operating expenses, thereby inflating cargo costs.

U.S. policymakers need to examine this country’s existing maritime regulations, domestic and allied industrial capacities, and geopolitical exposures arising from the coming demand for minerals. It is also past time to explore the options for rebuilding domestic shipbuilding, infrastructure, and labor force capabilities not only because of commercial imperatives, but also because such capacities were, for example, critical to winning World War II. It is profoundly naïve to believe that shipbuilding capabilities are no longer required for global commerce or this country’s national security.

To read the full text of this article, please visit NCEA at https://energyanalytics.org/shipping/.

A new residential cruise line, Cresent Seas, has secured its second cruise ship just a month after announcing its brand. The company is presenting itself as a new concept in residential ships as it reconditions popular small luxury cruise ships into residencies.

They announced today an agreement with Oceania Cruises, one of the brands of Norwegian Cruise Line Holdings, to take over the cruise ship Insignia in late 2027 and convert her into a residency cruise ship. Cresent Seas will be marketing the residencies while Norwegian will continue to own the cruise ship and the well-known cruise management and hospitality services company The Apollo Group will manage all onboard hospitality and culinary offerings. Crescent Seas emphasizes that its ships will be staffed by their existing onboard service provider to ensure continuity in the product.

The Insignia (30,000 gross tons) was one of the first cruise ships used in 2002 to launch Oceania Cruises. The ship was built in 1998 by Chantiers de l’Atlantique for a cruise company called Renaissance Cruises, which was an early entrant in the small ship luxury cruise segment. Insignia was introduced as R One, the first of a new class that called for eight cruise ships, but the line went bankrupt in 2001. Oceania was launched as the successor brand and today operates four of the cruise ships with competitor Azama Cruises now operating the other four.

Jason Montague, Chief Luxury Officer for Oceania, wrote in a letter to the cruise line’s loyalty club, that Insignia’s departure is “bittersweet news” saying we are “sad to see Insignia depart the fleet.” He noted her pioneering role for the company while highlighting she is being replaced by the addition of the new Allura (67,000 gross tons) in the summer of 2025 and a new class of ships currently called “Quattro” which is being built by Fincantieri and launching in 2027. Oceania is planning a “Farewell Tour” for Insignia.

Insignia will be converted to residential cruising late in 2027 (Crescent Seas)

Crescent Seas reports she will undergo a more than $50 million comprehensive revitalization reducing her current 333 staterooms to 290 residences. The ship, which is 593 feet (181 meters) in length currently accommodates 670 passengers (double occupancy) and is considered small by current industry standards.

The company reports residencies will be priced between $650,000 to $10 million aboard Insignia. She will return to service with an inaugural voyage for New Year's 2027-2028. Sales will begin in the late summer of 2025.

Cresent Seas is a part of GFO Investments, a company managed by Russell Galbut, a lawyer and real estate developer who was on the board of Oceania and later chairman of Norwegian Cruise Line Holdings. His company Cresent Heights is a developer of luxury urban projects including in Los Angeles, Miami, and New York City.

The cruise line was announced in March 2025 with an agreement with Norwegian Cruise Line Holdings to assume the Seven Seas Navigator from sister brand Regent Seven Seas Cruises. Navigator is due to start sales this month with residencies priced between $750,000 and $8 million. She will enter service in December 2026.

Cresent Seas highlights that it will maintain the luxury of the ships. Among the onboard features will be butler service, gourmet dining, Starlink Internet connections, and more. The company promotes that its ships will provide extended stays in global destinations. They plan to spend two or three nights or up to five days in each port of call.

Cresent Seas says that it plans to announce three more luxury residence ships over the next five years. The segment was pioneered by The World, which entered service over 20 years ago, and another start-up launched the Villa Vie Odyssey rebuilt from a 30-year-old cruise ship as a residency in September 2024. With the growth in high-end luxury cruising, several firms are looking to leverage interest in cruising to expand residential cruise ship offerings.
 

A large fire broke out this morning in the Onega Shipbuilding and Ship Repair Plant in Petrozavodsk, Russia causing damage to one of the new structures at the facility. According to the Ministry of Emergency Services, more than 60 firefighters and 20 units of equipment were dispatched. Reports indicate three individuals were injured in the fire.

The Onega Shipyard has been the focus of Russian efforts to expand its domestic shipbuilding capabilities. The facility was established in 2002 north of St. Petersburg at the convergence of Russia’s main waterways connecting the Baltic, White, Caspian, Azov, and Black Seas. Russian officials announced in 2021 that the yard would be modernized and expanded for the production of vessels including tugs, dredgers, and LNG bunkering ships. The yard employs more than 500 people.

The fire was reported at 0950 local time on April 3 with the media indicating it was likely started by two welders working near spilled fuel. They were in one of the building sheds which is 1,500 square meters (more than 16,000 square feet). Some reports are saying it was one of the new facilities being prepared for automation and digital operations.

Residents reported hearing explosions, which the Ministry is saying were gas canisters used at the shipbuilder. In one of the videos posted on Telegram, someone is heard yelling “get out” to the workers.

The Ministry said that two victims suffered burns to the upper respiratory tract and smoke inhalation and were hospitalized. A third person received medical care at the scene.

Local officials later told the media the fire had been contained by 1130 and extinguished by 1200. They said a cooling operation was underway.
 

The UK’s Marine Accident Investigation Branch released initial results from its ongoing investigation into the “very serious marine casualty” resulting from the containership Solong hitting the anchored tanker Stena Immaculate. While many of the details have already leaked in the media, it confirmed the now-arrested master of the Solong was alone on the bridge despite the presence of fog in the area and functioning with no more than approximately seven hours of sleep between watches.

The Portuguese-flagged containership was moving at a speed of 16 knots having departed the prior evening from Grangemouth, Scotland, and on a planned passage to Rotterdam following a route the ship had used in the past. The master of the containership, Vladimir Motin, was on the bridge when the ship departed around 2000 on March 9, handed over the bridge at around 2400 to the second officer, and returned to the bridge at 0700 to assume the watch. He was the lone watchkeeper, despite requirements for a lookout at night and in foggy conditions, a violation that MAIB has emphasized in previous collision reports.

“The visibility in the area north of the Humber light float was reported to be patchy and varying between 0.25 nautical miles (nm) and 2.0nm. Neither Solong nor Stena Immaculate had a dedicated lookout on the bridge. At 0947, Solong collided with the anchored Stena Immaculate’s port side on a heading (HDG) of 150° and speed over the ground (SOG) of about 16 knots (kts),” MAIB states in its interim report. It also says there was a slight swell of 1 meter. 

Crowley responded to the report with a statement highlighting, “It is important to note that watch requirements for vessels at anchor are different from ships that are underway. The Stena Immaculate was operating in compliance with applicable watch-standing safety regulations and Crowley company policies for an anchored vessel. We are confident that the forthcoming comprehensive investigation report will clarify the facts and circumstances of the incident, demonstrating that Crowley exercised appropriate vigilance.”

The report states that the tanker’s second officer was on watch. Crowley says the officer began a 12-hour lookout shift just before midnight.

MAIB emphasizes in the report that the findings are preliminary and that the investigation into the accident is ongoing. It states among the factors it will be exploring are “the navigation and watchkeeping practices on board both vessels, manning, and fatigue management.”

Other issues that will be considered in preparing the report include the use of the offshore area as an anchorage for vessels waiting to enter the Humber Estuary and the environmental conditions at the time of the allision. MAIB is also reviewing the condition and maintenance of the vessels.

It highlights that both vessels were above their minimum safe manning level and the efforts of the crews in managing the fires after impact. MAIB says the aviation fuel from the Stena Immacualte’s damaged number 7 tank was released into the sea on the bow of the Solong. The heat generated by the force of the collision ignited the fires which spread to the contents of the containers on the Solong. It notes the severity of the fire hampered the efforts to find the missing seafarer on the containership and the efforts to control the situation before both ships were abandoned. 

It had come out in court that the captain was alone on the bridge of the containership when he was formally charged with gross negligent manslaughter. He is due for another appearance in court this month with a tentative date of January 2026 set for the trial.

The release of the report comes as salvage efforts continue. Local officials from Lincolnshire on the east coast of England said this week they so far have retrieved approximately 11 tonnes of plastic pellets that washed up on the beaches mostly in burnt clumps. The priority has been on the clumps, but they expect there are large quantities still to be recovered.

Crowley reported that the tanker Fure Vyle (17,950 dwt) has been hired and was anchored near the Stena Immaculate to begin the lightering of the remaining 202,485 barrels of Jet-A1 cargo from the damaged tanker. It will be shuttled to its original destination of Killingholme in the UK for the U.S. military while the Stena Immaculate will be towed to Newcastle upon Tyne for further inspection. Two ocean-going tugs appear to be working at the Stena Immaculate with the Fure Vyle still standing by as of April 3.

The Solong arrived in Scotland on March 28. She was tied up in Aberdeen where she is being inspected.

Images from the CCTV on Stena Immaculate from Crowley showing the impact released by MAIB

[By: Panama Maritime Authority]

The Panama Maritime Authority (PMA) is implementing necessary measures to refine its merchant fleet. These actions reflect the nation’s commitment to safeguarding its reputation, backed by the strength and expertise of a leading registry with over 100 years of history.

“Our vision is to maintain a modernized fleet with younger vessels powered by cleaner energy sources. We are enforcing regulations that establish expedited procedures for deregistering non-compliant, polluting, or opaque-background vessels, while also enhancing fleet monitoring and updating data on Panama-flagged ships,” stated Rina Berrocal, Acting Director General of the Merchant Marine.

AMP’s Deputy Administrator, Alexander De Gracia, explained that to achieve this goal, the Panamanian Ship Registry has adopted a zero-tolerance policy against the improper use of vessel registration. This initiative includes key legal instruments such as Executive Decree No. 512 of 2024 and Resolution No. 106-003-DGMM, issued on January 3, 2025. Under Executive Decree No. 512, if the Directorate General of the Merchant Marine (DGGM) becomes aware that a vessel within Panama’s merchant fleet, or its owner, appears on one of the international sanctions lists referenced in this legal framework, a deregistration process is immediately initiated. Since its enactment, the decree has been applied to 125 vessels, resulting in 107 cancellations, with 18 additional cases currently under review.

Of the vessels removed from the registry, 83 were listed by the U.S. Office of Foreign Assets Control (OFAC), 32 were on the European Union’s watchlist, and 10 appeared on the United Kingdom’s sanctions lists.

Beyond Executive Decree No. 512, Panama has additional mechanisms in place for deregistering vessels linked to illicit activities, including:

• Article 49 of the General Law of the Merchant Marine (Law No. 57 of 2008): This law mandates the automatic cancellation of registration for vessels involved in smuggling, illegal trade, piracy, or any other criminal activity.
• Executive Decree No. 245 of November 21, 2022: Establishes actions and measures against fishing vessels, fishing-related activities, and associated operations within Panama’s merchant fleet found to be engaged in Illegal, Unreported, and Unregulated (IUU) fishing.
• Executive Decree No. 32 of February 4, 2018: Implements actions and measures against merchant fleet vessels and maritime companies linked to the financing of terrorism.

Within this framework, the current administration will continue advancing regulatory adjustments to ensure a more precise and efficient oversight of registered vessels, in line with international guidelines and conventions governing the maritime sector. Through these decisive actions, Panama reaffirms its commitment to the responsible and efficient management of its ship registry.

[By: Metal Shark]

Louisiana-based boat builder Metal Shark is set to debut its latest unmanned surface vessel at the upcoming Sea-Air-Space military symposium in National Harbor, MD, with three days of on-water demonstrations April 7th - 9th.

Metal Shark’s new High Speed Maneuverable Unmanned Surface Vessel (HSMUSV) is a 21-foot military craft specifically configured for unmanned, human-in-the-loop operation. The HSMUSV has been designed to offer the US Armed Forces and allies a low-cost multi-payload USV solution that can be rapidly produced and quickly fielded to meet emergent needs.

The HSMUSV is based on Metal Shark’s proven high performance Relentless-class monohull platform, of which the company has delivered over 400 to the US Navy as the optionally-manned High Speed Maneuvering Surface Target (HSMST).

“We’ve delivered the manned HSMST to the Navy at the pace of up to three units per week,” said Metal Shark CEO Chris Allard. “Based on current capacity with this active production line we can deliver the HSMUSV at the rate of one unit per day, and depending on configuration and equipment the cost of each asset will be significantly below $500,000.”

As opposed to the technology-retrofit approach taken in most USV conversions, the HSMUSV comes factory-equipped with proprietary hardware and software developed in-house by Metal Shark’s SharkTech Unmanned Systems division. HSMUSV’s onboard SharkTech system enables unmanned human-in-the-loop operation and supports interface with multiple other COLREGS, ATR, and AI software packages.

The SharkTech system provides remote operators with an intuitive graphic interface for command-and-control and situational awareness. It transmits and displays real-time vessel telemetry, contacts, mission status, and video while transmitting operator commands over line-of-sight (HF radio) and beyond-line-of-sight (Starlink satellite) links to the vessel. It also sends this data over a secure VPN tunnel for integration into HQ operations. Operators can control the HSMUSV via desktop systems in operations centers or through a portable helm control station.

“Providing an end-to-end hardware and software solution allows the interface with other autonomy packages to be limited to computer code loading and configuration,” explained Mr. Allard. “However, HSMUSV is a brand-agnostic platform and will readily support most available autonomy systems in place of our own SharkTech system.”

HSMUSV features forward and aft payload bays that each can support a wide range of payloads including tethered or untethered UAS systems, surveillance or munitions systems, or various organically explosive charges, which are hosted and operated via the vessel’s native software system. Visitors to Sea-Air-Space will see an HSMUSV equipped with AeroVironment Inc.’s Multi-Pack Launcher, an all-weather remotely operated six-round autonomous launch battery carrying the AeroVironment Switchblade 300 UAV. This advanced, precision-guided loitering munitions system boasts 100 MPH sprint speeds, 60 MPH loitering speeds, and a 30-kilometer range. The Switchblade 300 offers precision strike capability with minimum collateral effects.

The HSMUSV may be equipped with a range of diesel and gasoline propulsion systems. As equipped, the vessel boasts a range of over 500 nautical miles while cruising at 25 knots, with a top speed approaching 40 knots. At lower speeds a loitering time of approximately ten days is achievable. “HSMUSV is a scalable system and part of Metal Shark’s broader USV portfolio, said Mr. Allard. “We offer a full range of unmanned solutions, from micro USVs and amphibious craft to unmanned vessels up to 115’ in length.”

Sea-Air-Space, the nation’s largest maritime national security symposium, will be held at the Gaylord Resort in National Harbor, Maryland April 7th -9th. In addition to the new HSMUSV, Metal Shark’s optionally manned HSMST-s will also be on display. Metal Shark’s convention center display is Booth 2043, and both boats will be in-water at Slip D3.

Russia has shut down two out of three of the loading moorings at the Caspian Pipeline Consortium terminal near Novorossiysk, on Russia's Black Sea coastline. The CPC pipeline handles 80 percent of Kazakhstan's oil exports, including volumes produced by American oil majors Chevron and ExxonMobil, and it accounts for about one percent of all global oil supply. 

Last month, Russia's Federal Agency for Transport Supervision inspected two older moorings at the pipeline's offshore loading terminal. The snap inspection resulted in unspecified "violations," according to CPC.

Russian authorities ordered the two buoys taken out of service on April 1, reducing CPC export volume from 1.4 million barrels a day to about 700,000 barrels. There are no restrictions on the pipeline itself, and the third mooring at the terminal continues to operate as normal. 

The decision hasn't had an immediate effect on production within Kazakhstan, but as storage begins to fill up, operators at the Caspian's prolific oilfields will likely have to begin shutting in production. The giant Tengiz field, operated by Chevron-led Tengizchevroil, is responsible for 700,000 barrels a day of Kazakh production and could be affected.

Chevron is investing a staggering $48 billion in expanding production at Tengiz. If successful, the program could boost output to nearly one million barrels a day by mid-2025 - if the CPC pipeline comes back online. The prolific output at the field has pushed Kazakhstan's annual production past its OPEC limits, and March set a new all-time record for Kazakh oilfields. If the terminal had not been partially shut down, the CPC pipeline would have exported about 1.7 million barrels per day in April.