Canada is maintaining its tradition of honoring the heroism of sailors who took part in the Battle of the Atlantic and ended up paying the ultimate price. On May 4, the country commemorated the 80th anniversary of the battle that was the longest continuous military campaign during World War II and which claimed the lives of 4,600 Canadians.

Canada has designated the first Sunday in May as the day navy families gather to commemorate the battle, not only to honor the struggle, sacrifice, and loss but also to celebrate the courage of its sailors in the face of daunting obstacles. This year, events were held across the country in order to keep the memories alive.

The Battle of the Atlantic, which lasted from the outbreak of hostilities in September 1939 until victory in May 1945, is credited with transforming the Royal Canadian Navy (RCN) from a tiny, ill-equipped, and under-trained force into one of the largest navies. At the outbreak of the war, the RCN comprised only six destroyers, a handful of smaller vessels, and 3,500 sailors. By the time the conflict was ending, RCN had grown to over 373 fighting ships and almost 100,000 sailors.

The battle remains an important aspect of WWII. With continental Europe under Nazi Germany’s control, the United Kingdom stood alone against the Nazi threat. To sustain Britain’s war effort, supplies of food and war materials from the rest of the world had to be shipped there. The Nazi used all-out submarine warfare to try to cut Britain off and starve the island nation into submission, making no distinction between military warships and civilian merchant vessels.

In response, convoys were formed, with warships (escorts) protecting the merchant ships carrying the supplies. Canada was at the forefront in providing its warships to offer escort services. Over the course of the war, Canada alongside other allied naval and air forces fought more than 100 convoy battles and performed as many as 1,000 single ship actions against submarines and warships of the German and Italian navies. The RCN destroyed or shared in the destruction of 33 U-boats and 42 enemy surface craft.

RCN suffered significant casualties. The country lost over 60 ships while over 2,100 sailors, 1,700 merchant mariners, and more than 900 aviators lost their lives. The battle also reached Canadian waters with 23 ships sunk in the Gulf of St. Lawrence and the St. Lawrence River.

“As we commemorate the 80th anniversary of the Battle of the Atlantic, we honor the bravery of the Canadians who served with unwavering resolve and remember those who made the ultimate sacrifice. The Battle of the Atlantic left a lasting imprint on Canada’s national story and the identity of the RCN,” said Vice-Admiral Angus Topshee, RCN Commander.

On the 80th anniversary, Topshee recalled the bravery and inspiring action of the sailors of HMCS Esquimalt, the last Canadian ship sunk in the war on April 16, 1945. The sinking, coming just three weeks before the end of the war, remains a painful memory as 44 sailors, more than half of the crew, died within sight of their home port of Halifax. 

This year’s ceremonies were more poignant as the number of living World War II veterans continues to decline. 
 

Canada's Veterans organization compiled a detailed history of the Battle of the Atlantic presented online.

Worn-out mooring lines that were not replaced on time are being called the reason a US-flagged cargo RoRo broke free from its dock and out-of-control hit a pier and dry dock at the Port of Bremerhaven in Germany. Germany's Federal Bureau of Maritime Casualty Investigation (BSU) issued a report concluding that if the lines had been properly maintained, the incident might never have happened.

BSU analyzes the incident involving the RoRo cargo ship Endurance (49,000 dwt) built in 1996 and operated by ARC (American Roll-on Roll-Off Carriers). The incident occurred on March 13, 2021, when the vessel’s mooring lines broke, causing her to drift through the harbor and collide with a dry dock, among other things.

Investigators have now determined that the main cause of the line breakage was the worn mooring lines that were not replaced in good time due to an inadequate safety management system. Owing to the conditions of the mooring lines, coupled with offshore winds with gusts reaching speeds of up to 50 knots, the accident was most likely to happen despite preventive efforts by the ship’s master.

The Endurance was moored starboard side in Bremerhaven when the lines parted at about 0945. Investigators were able to establish that the master was aware of the weather forecast and conscious of the potential danger of mooring line failure. For this reason, he had taken appropriate precautionary measures against line failure by requesting tugs.

Nineteen minutes before the incident at 0924, the master had gone to the bridge because of the prevailing wind conditions at the berth. At 0930, he requested tug assistance and instructed two of his deck officers to inspect the lines. When the lines failed, he issued instructions to drop the starboard anchor, start the main engine, and raise the lowered vehicle ramp.

Before the arrival of the tugs, the 868-foot (264.6-meter) Endurance had drifted toward the Lloyd Werft dockyard. The first two tugs arrived about eight minutes after the line failures and before the main engine was running, but could not prevent the allision. It was determined that the vessel was only about 120 meters (less than 400 feet), meaning the tugs did not have enough time and space to prevent the contact.

The line failure contributed to the material damage to the ship, the berth, and the dockyard. However, nobody was injured, and no pollution was reported. The damage on the ship included a crack above the waterline in the shell plating on the port side, a hole in the bulbous bow, and a dent and paint abrasions at the stern on the starboard side.

BSU concluded in its investigation that the mooring lines were in poor condition. The vessel’s operator, ARC, had also arrived at the same conclusion in its internal investigation, determining that the condition of the lines may not have been consistent with requirements. The lines were damaged to such an extent that only two of the 14 lines met the requirements for mooring lines.

Following the BSU investigation, actions have been taken to prevent similar occurrences. They include the procurement of berth analysis software by the Port of Bremerhaven. Expected to be deployed this year, the software is designed to trigger alerts that would help the port inspect a vessel's mooring arrangement.

The report also highlights that as of January 1, 2024, new internationally binding guidelines for the inspection and maintenance of mooring equipment, including lines, came into force. In particular, the vessel operator is now required to introduce a procedure for mooring operations, as well as the inspection and maintenance of mooring equipment, including mooring lines. A maintenance procedure must be implemented on ships so that worn lines are identified in good time before they fail. Maintenance must be carried out and documented on board.
 

ReCAAP (Regional Cooperation Agreement on Combating Piracy and Armed Robbery against Ships in Asia) is sounding the alarm as the robbery spree in the area around the Singapore Strait continues. The organization, which marked 20 years, is expressing concern and warning of the possibility of further incidents.

While there has been a total of 50 incidents reported to ReCAAP since the start of 2025, they are highlighting that there were three incidents in close proximity in one hour and 15 minutes on May 7 and two other incidents in just three and a half hours on May 2. All the incidents were aboard vessels underway in the eastbound lane of the Singapore Strait near the western area near the Phillip Channel. Most of the incidents reported in 2025 have been in this same area.

Most of the incidents are robberies where the perpetrators attempt not to interact with the crew or flee when they are spotted. ReCAAP, however, has warned that more of them are being seen with guns or knives, including two people who appeared to have guns when they were spotted among a group of five boarders on a Greek-owned bulker, Virgo, on May 7. The two boarders seen on the Wisdom Ocean bulk carrier Hui Shun No. 1 on May 7 had knives.

The incidents vary between a single person aboard the MOL Singapore chemical tanker Elm Galaxy to five people on the UAE-managed product tanker S M A on May 2. Both the S M A and the Galaxy reported engine spare parts were stolen, while the other vessels did not report anything missing. None of the crew were injured in any of the latest incidents.

ReCAAP notes its concern stems from the dramatic increase. This year it has received 50 reports compared with 14 incidents between January 1 and May 7, 2024.

As it is only a monitoring and coordination initiative designed to educate everyone, ReCAAP can only issue alerts. It is, however, again urging the littoral states to increase patrols and surveillance in the region. They said it is critical to respond promptly to reports from the vessels and to strengthen coordination and promote information sharing.

For ships transiting the area, ReCAAP advised intensifying vigilance and maintaining lookouts while in these waters. The greatest concern is in the hours of darkness.

The area between the Singapore and Malacca straits has become a hotbed for piracy and robberies. Across the whole of the Southeast Asia region monitored by ReCAAP, it lists only 58 incidents so far in 2025, with 50 in the area around Singapore.

A salvage diver working on the preliminary efforts preparing to raise the superyacht Bayesian was killed today, May 9. Italian officials confirmed the incident without providing further details.

Local media are reporting that a 39-year-old salvage diver, a Dutch national, died as teams were continuing the preparation to lift the 184-foot yacht, which is resting on the seabed off Porticello, Italy. They reported the diver was working underwater at the time of his death without providing further details.

A specialized team was assembled for the complex task of raising the vessel, which is lying at a depth of 50 meters (approximately 164 feet). The effort is being supervised by the UK’s TMC Marine and involves Dutch companies Hebo and SMIT Salvage as well as Italian specialists. Reports are saying about 70 specialists are now on site for the operation, which is expected to take several weeks.

Work began this week with a new underwater survey to determine the position of the yacht and its condition after the winter. It departed Italy on August 14 with a premier guest list headed by tech tycoon Mike Lynch. The vessel went down five days later while anchored offshore, killing Lynch, his teenage daughter, the chairman of Morgan Stanley International, Lynch’s U.S. lawyer, and others. Seven of the 22 people aboard died, while 15 were able to make it into a lifeboat and survived.

Officials hope that raising the yacht will help to answer the questions surrounding why the vessel went down. They know a strong storm hit the vessel, but believe it should not have been in danger of foundering even in those conditions. 

The salvage team reports the vessel is in good condition, and their plan calls for removing the rigging from the 236-foot mast. They will store the removed pieces on the seabed for recovery after the hull. A steel sling will need to be placed to hold the hull in place and for the eventual lift.

The Italian Coast Guard has been on the scene, and reports indicate the salvage operation will now be delayed while an investigation is launched into the diver’s death.
 

Offshore wind energy continues to be a key portion of the UK’s plan for renewable energy with the government announcing on May 9 that it will expand funding and the available areas in response to strong demand from the industry. The UK continues to be the leader in Europe and the second largest globally with nearly 15 GW currently installed, while the government has set a target to reach 50 GW by 2030.

This week, the plan appeared to be in jeopardy when Danish developer Ørsted said it had decided to shelve plans for the fourth phase of the Hornsea project. Located 75 miles off the east coast of England, the first phase of the project started generation in 2020 with 1.2 GW of capacity, followed by phase 2 in 1.4 GW in 2022. Construction is underway on Hornsea 3, which will add 2.9 GW, while the now-shelved fourth phase was to provide an additional 2.4 GW. Ørsted cited the continued increase of supply chain costs, higher interest rates, and an increase in the risk to construction and operation on the planned timeline.

Secretary Ed Miliband, heading the Department for Energy Security and Net Zero, countered today asserting that the government continues to receive strong interest for the development of offshore wind energy projects. He said hundreds of bids have been received in the latest government scheme, a “strong signal that industry supports the government’s clean power by 2030 mission.” 

Following higher than expected demand, the Energy Secretary said the government was going to increase funding in its Clean Industry Bonus program from the planned £200 million ($266 million) to £544 million ($724 million). The award winners will be announced shortly.

The Clean Industry Bonus program will provide financial rewards for offshore wind developers that prioritize investments in regions that most need clean energy. The government points to the opportunities to aid traditional oil and gas communities, ex-industrial areas, ports, and coastal towns. According to the government, the program will support cleaner manufacturers, new upgraded factories, port infrastructure, and more business for UK supply chains. This and other government support efforts are projected to spur up to £9.3 billion ($12 billion) in private sector investment over the next four years.

“Now is the time to go further and faster to capture this unrivalled opportunity for green industrial growth,” said Claire Mack, Chief Executive at Scottish Renewables.

Last month, Prime Minister Keir Starmer announced they were accelerating £300 million ($400 million) in investment through another scheme, Great Britain Energy, to support the growth of the offshore energy sector. Since taking office in 2024, Starmer’s government has also increased the pricing subsidy and taken other steps to support the development of wind and other renewable energy sources.

At the same time, on Friday, The Crown Estate, which is responsible for the management of Britain’s seabed rights, announced it was also taking steps to expand offshore wind energy. It approved the Capacity Increase Program, which will maximize existing offshore wind lease areas for seven current wind farms. By amending the seabed rights, The Crown Estate estimates an additional 4.7 GW of energy could be generated. 

The Crown Estate highlights that the projects were awarded rights in the Round 3 leasing that took place in 2010 or the 2017 Wind Extension program. All seven of the projects have existing grid connections and infrastructure, which The Crown Estate says will enable swift development, noting they are within pre-established offshore wind energy sites.
 

South Korea’s Ministry of Trade, Industry, and Energy announced the formation of a public-private partnership and funding for an effort to build the world’s largest liquid hydrogen carrier. The government views it as a key opportunity where South Korea’s shipbuilders can develop a leadership position building on its current strategy of focusing on high-value ships.

“Liquefied hydrogen carriers are an area with high technical difficulty and very high initial technology development risk, so it is important for the government to play a leading role in securing a new source for Korean-shipbuilding,” said an official from the Ministry of Trade, Industry and Energy announcing the new project. “We will actively support the early acquisition of large-scale liquefied hydrogen carrier technology by organizing related laws and systems so that the technology we have developed can become a global standard.”

The government announced $39.5 million in funding in 2025 to launch the partnership which will involve the country’s three major shipbuilders (Hyundai Heavy Industries, Hanwha Ocean, and Samsung Heavy Industries) as well as experts from the ministry, universities, and research institutes.

It mapped out an ambitious schedule calling for the construction of a 2,000 cbm demonstration ship by 2027. It said the technology for a large ship would be completed by 2030 and the development of a 40,000 cbm vessel by 2032. They are calling for the commercialization of a large, 160,000 cbm vessel by 2040.

Korea looks to build a competitive advantage to support commercial hydrogen vessels by the 2040s (MOTIE)

To complete the ships, they called for cooling technology for the hold saying it will require -253 degrees C, ultra-low temperature storage tank technology versus the -163 degrees C required for LNG. They envision a vacuum insulation system. For the propulsion, they are proposing using hydrogen evaporation gas generated in the cargo hold combined with a fuel cell, hybrid engines using an energy storage system.

During the presentation, they recognized that liquified hydrogen carriers are highly difficult ships with no commercial examples having yet been developed. They highlighted 43 research and development projects currently underway involving 101 organizations, saying their goal is to unique the efforts into a single project.

The new task force will use the best domestic liquified hydrogen experts with the support of the Ministry.

They noted that the only hydrogen carrier that has been built is a small-scale demonstration vessel built in Japan. It has a 1,250 cubic meter tank. It too was built under a government-sponsored research program.

The designs for the Korean demonstration vessel call for a ship that will be 304 feet (92.8 meters) in length. It will have a capacity of 140 tons (2,300 cbm), making it the world’s largest and a key step in the development of this critical new market.

U.S. retailers and the logistics tracking services for shippers are sounding the alarm on the expected dramatic declines coming for import containers as the Trump tariffs go into effect. The National Retail Federation (NRF) released data predicting the first year-over-year decline in imports in 19 months, noting the tariff uncertainties were coming at an important time of the year in the buying cycle. Data software company Descartes says the data suggests sourcing patterns, tariffs, and trade risks are continuing to evolve.

Descartes released data from its global trade software yet again highlighting that importers have been rushing to get goods into the United States ahead of the imposition of the tariffs. It reports that container imports were up 1.2 percent over March and better than 9 percent year-over-year, surpassing 2.4 million TEU. Descartes notes it was one of the strongest Aprils on record. 

The data highlights the efforts to frontload shipments, especially from Asia where Descartes says imports from China were up 5.4 percent from March to April. They note that Chinese-sourced commodities included furniture, plastics, and machinery, all of which were targeted with the tariffs. Dramatic year-over-year gains emerged from countries such as Vietnam (32.5 percent) and Thailand (13.4 percent). 

Descartes believes it was having a direct impact on ports as well with it forecasting strong gains in volumes at Los Angeles (13.9 percent) and Long Beach (12 percent). It, however, notes volumes incoming at Savannah and Charleston were down as shippers focused on the faster trans-Pacific routes.

“While container import growth remained strong in April, it may be, in part, because U.S. importers are continuing to pull shipments forward ahead of new U.S. tariffs, in particular the 145% tariff on Chinese goods implemented on April 9,” said Jackson Wood, Director, Industry Strategy at Descartes. “Since the new elevated tariffs do not apply to goods already in transit when the tariffs were implemented, the tariff impact may be reflected more significantly in May container import volumes.”

It believes this has been a factor in the 8.6 percent increase for U.S. imports in the first four months of 2025. Descartes highlights that China accounted for 33.4 percent of total U.S. inbound container volume in April. 

“We are starting to see the true impact of the tariffs on the supply chain,” predicts NRF Vice President for Supply Chain and Customs Policy Jonathan Gold. He notes the tariffs “come at the most important time in the buying process” for retailers. Many retailers are pausing or canceling orders as a result, and small retailers, in particular, “are concerned about what to expect in the coming months and how to order for the future.”

The retailer’s trade association is forecasting a dramatic decline in imports starting in May down to 1.81 million TEU. The NRF predicts volumes will plateau during the summer between 1.7 and 1.8 million TEU per month, a decline of greater than 20 percent per month versus 2024 levels.

The NRF notes that imports have been elevated since last summer, first as retailers brought in cargo ahead of an October strike at East Coast and Gulf Coast ports, and then in anticipation of an escalation of tariffs after the November elections.
 

[By: Wärtsilä]

Technology group Wärtsilä has announced that its breakthrough carbon capture solution (CCS) is now commercially available to the global maritime industry, delivering a step-change in shipping’s decarbonisation journey. According to Wärtsilä’s tests, the new ‘Wärtsilä Carbon capture solution’ is proven to reduce vessel CO₂ emissions by up to 70 percent, providing ship owners with an immediate solution to meet increasingly stringent environmental regulations. The ability to capture CO₂ from ship exhaust systems will have a major impact on the industry’s efforts to reduce GHG emissions, taking into account the International Maritime Organization’s (IMO) 2050 reduction target.

Håkan Agnevall, President and CEO of Wärtsilä comments: “CCS is a game-changer for the maritime industry, and we are already seeing huge interest in the market for this solution. Ahead of shipping’s net-zero targets, this new technology complements the industry’s ongoing efforts to dramatically reduce emissions from vessels and prevent stranded assets.”

The launch follows the successful installation of the world’s first comprehensive, full-scale solution onboard Solvang ASA’s Clipper Eris, where the technology captures emissions from all exhaust gas sources. Earlier this year, Wärtsilä installed its CCS technology onboard the 21,000 m3 ethylene carrier for full scale testing and optimisation. The solution, which has been in operation since the Clipper Eris set sail from Singapore in February 2025, will support Solvang ASA’s commitment to reducing carbon emissions and promoting sustainable maritime operations.

Solvang’s Clipper Eris ship was already equipped with a broad range of Wärtsilä products, including exhaust scrubbers, making it an ideal candidate for the project. Separately, for newbuild vessels currently under construction, Solvang has worked closely with Wärtsilä, and other partners, to ensure these ships are CCS-ready. This includes CCS-ready scrubber systems, as the engines will operate on HFO, as well as necessary space reservation and utility requirements.

“While the shipping sector continues to explore options for lessening its environmental impact, CCS provides a significant shortcut for achieving meaningful sustainability,” says Edvin Endresen, CEO of Solvang ASA. “Solvang has been at the forefront of advocating for, and adapting to, new technologies such as CCS for our deep-sea fleet. As one of the more promising solutions for marine decarbonisation, it was important for us to team up with an experienced and trusted partner such as Wärtsilä and we are excited at the potential its CCS offering will bring to our business.”

Wärtsilä has been actively developing this technology since 2019 and currently operates a research centre and test facility in Moss, Norway capturing 10 tonnes of CO₂ per day from a Wärtsilä marine engine. These tests, which are now supported by the full scale-installation onboard Clipper Eris, have proven that the new CCS has the capability to reduce a vessel’s CO₂ emissions by up to 70 percent. Wärtsilä also estimates its CCS would have a carbon capture cost of Eur50-Eur70/mtCO₂ ($54-$76/mtCO₂), inclusive of capital and operating costs.

Agnevall continues, “Collaboration has been key here. To achieve this significant advance in maritime emissions control it is important to be able to cooperate with like-minded partners such as Solvang ASA. We congratulate them for their vision and support in bringing CCS to their fleet.”

Wärtsilä offers different scalable CCS sizes and configurations to suit various vessel types and operator needs, both on newbuildings and retrofits. Wärtsilä’s CCS can be applied to the exhaust from any carbon-based fuel – such as HFO, methanol, LNG and MGO – and is designed to work alongside other emission reduction technologies, including SOx scrubbers, NOx reduction systems, and particulate matter filters. As part of Wärtsilä's broader portfolio, CCS can be integrated with other decarbonisation technologies and services. 

Wärtsilä’s years of experience in SOx scrubbing and installing technologies that tackle pollutants at the point of exhaust, makes the company uniquely positioned to pioneer maritime applications for CCS, and further unlock decarbonisation benefits for owners and operators.

In what appears to be a surprise development in the two-year-old case related to the damage of a gas pipeline in the Baltic, China on Thursday charged the captain of the containership suspected in the incident with a criminal charge related to the incident. The South China Morning Post reported the development saying that the captain of the containership Newnew Polar Bear was taken into custody in Hong Kong after appearing in court.

The 43-year-old Chinese captain of the containership, Wan Wenguo, appeared in a Hong Kong court on May 8, on one criminal charge for causing damage to the Balticconnector, a natural gas pipeline running between Estonia and Finland, and damage to a communication cable. The South China Morning Post listed the charges as “a breach of navigation safety protocols by failing to ensure the ship had enough anchors.” The captain also faces two charges of not making daily reports to the vessel’s owner.

News of the charges appeared to come as a surprise to the authorities in Finland and Estonia, which are conducting a joint investigation. Last month, the Finnish newspapers reported that the investigators had requested information from China and were still waiting for a response. Over the two years, there have been several reports that China was hindering the investigation, and while acknowledging the vessel had damaged the undersea infrastructure blamed the damage on bad weather.

Finland’s National Bureau of Investigation issued a statement today saying its investigation with Estonia was ongoing. It noted cooperation with Chinese authorities while saying details about the developments would have to come from the authorities in China and Hong Kong. They acknowledged several meetings and exchanges of information with the authorities in China and Hong Kong.

Wan is a Chinese national, but the ship at the time was registered in Hong Kong. It was operating for a Chinese shipping company that highlighted the opening of the container route between China and St. Petersburg, Russia, using the Northern Sea Route through the Arctic.

The vessel was in the Gulf of Finland, starting a return trip to China, when on October 8, the gas and telecom lines were damaged. The Finnish authorities later recovered a broken anchor and reported a drag trail on the seabed. It was the first of the incidents that led to allegations of deliberate sabotage efforts in the Baltic.

The South China Morning Post reports the captain is being held pre-trial. The next hearing was scheduled for July, it reports, allowing time for further investigations.

The ongoing changes to Carnival Corporation’s Italian cruise brand Costa Cruises are continuing as the line announced it will be transitioning its oldest cruise ship to new owners in 2026. The line has been significantly downsized since the 2020 pause in operations and the return to service after the pandemic.

Costa announced that the Costa Fortuna (102,669 gross tons) will be transferred to a new owner in mid-September 2026. The identity of the new firm was not revealed. The ship is currently operating in the Mediterranean with cruises to Greece and Turkey, and for the winter of 2025/2026 is scheduled to be homeported in the Canary Islands.

The Costa Fortuna was built by Fincantieri and delivered in 2003. It is based on Carnival Cruise Line’s Destiny platform. It is 892 feet (272 meters) in length with maximum passenger accommodations of approximately 3,500 people. The Costa Fortuna was among the first mega cruise ships for the brand and in Europe.

With the departure of the ship in 2026, Costa will have shed six ships from its fleet. Two of the brand’s newest ships, Costa Venezia and Costa Firenza, were transferred to Carnival Cruise Line to launch a sub-brand Costa by Carnival, which is marketed as “Fun Italian Style.” The ships are operated by Carnival in the American market, while the brand also took over the older Costa Luminosa. The ship, rechristened Carnival Luminosa, is deployed between Australia and Alaska.

Costa also sold its ship the Costa Victoria for scrap early in the pandemic and sold the Costa Romantica to Celestyal Cruises, which later sold it for scrap. It also never reactivated the sister ship to the Costa Fortuna, the Costa Magica. The ship was sold to Seajets, who planned to relaunch it as the Goddess of the Night for Greek Island cruises marketed by a new brand Neonyx Cruises. After a disastrous report about the condition of the ship, the 2024 launch was scrubbed with the company promising to start cruises in 2025. So far, nothing has been announced for those cruises.

One of the pioneers in cruising, Costa claims a 77-year heritage dating back to when it was started by the Costa family to provide immigrant service to South America. In the 1950s, the company started cruising. Acquired by Carnival Corp., it was cited for its fast growth and success in the broad market for Europeans. However, Carnival Corp. has said it would be focusing on the brands with the strongest financial returns and began downsizing Costa. The brand has been rumored for possible newbuilds, but nothing has been announced.

Costa highlights that it is following a strategic path, including investing more than €200 million in the last five years modernizing and upgrading its ships. With the sale of the Costa Fortuna, the company will have eight cruise ships, including two of the LNG-fueled cruise ships delivered in 2019 and 2021. 

The fleet improvements will be completed in November when the company’s second-oldest cruise ship, Costa Serena (114,500 gross tons) finishes an extensive dry dock refurbishment. Costa reports they are adding a new food court with innovative restaurants and bars, updating the design for the main restaurants, redesigned pools and bars, and completely renovating suites. 

The Costa Serena has been deployed in Asia and was the company’s ship for China before the pandemic. In October 2026, she will depart Tokyo bound for Buenos Aires to replace the Costa Fortuna. The Costa Serena will cruise in South America in the winter of 2027 before redeploying to the Mediterranean for the summer of 2027.
 

The UK is moving forward with another round of sanctions against Russian entities and the shadow fleet in what Prime Minister Keir Starmer called the “largest ever sanctions.” The announcement came as the UK was meeting in Norway with colleagues in the 10-nation Joint Expeditionary Force to discuss security issues for Northern Europe.

“The shadow fleet operation, masterminded by Putin’s cronies, is not just bankrolling the Kremlin’s illegal war in Ukraine - the fleet’s languishing vessels are known to be damaging critical national infrastructure through reckless seafaring in Europe,” the UK said reporting it has listed 100 additional tankers. The UK also listed one Russian-flagged offshore service vessel, which it said is benefiting from supporting the Russian government.

The UK now attests to having sanctioned more shadow fleet ships than any other country. In December 2024, it also imposed sanctions against 133 tankers. The EU has also moved aggressively with its sanctions and reported this week it is working on a new sanctions package including more than 100 tankers. When the new sanctions are enacted, the EU will have sanctioned more than 300 tankers.

In addition to the vessels, the UK listed five executives working in the Russian energy sector who it says are supporting and benefitting from the oil sales. It is also listing two energy companies, BX Energy and Nord Axis, and added Norwegian insurance company Romarine and Russian insurance company Soglasie to the sanctions list.

The UK describes the shadow fleet as “decrepit and dangerous,” saying it was also moving to protect Europe’s infrastructure. It cites the damage caused to undersea assets by the tankers while highlighting the efforts of the Joint Expeditionary Force to monitor key infrastructure. Member nations include Denmark, Estonia, Finland, Iceland, Latvia, Lithuania, Norway, the Netherlands, Sweden, and the UK.

In January, the group activated a tracking system known as Nordic Warden developed by the UK. It is being used to monitor activity in a region that includes parts of the English Channel, the North Sea, Kattegat, and the Baltic. NATO also moved along with its member nations to increase monitoring in the Baltic after the incidents that damaged the undersea cables.

The UK highlights that the drop in oil prices is putting further pressure on the Russian economy as the costs of the war have increased. 

A new report from S&P Global, however, shows that more Russian oil is moving on tankers owned or operated within the G7 as the price of oil has fallen below the price cap. S&P Global Commodities at Sea and Maritime Intelligence Risk Suite data shows that almost 1.3 million barrels a day were being lifted by the ships from the G7 nations, the highest since March 2024. They are also reporting that G7-linked tankers are carrying more Russian oil from the Urals than non-G7 tankers, the first time this occurred since July 2023, according to S&P.

The EU is expected to move ahead with its next round of sanctions in June and is reported to be looking to coordinate it with a similar action by the United States. Donald Trump has threatened to increase sanctions on Russia if they cannot achieve progress with the ceasefire agreement between Russia and Ukraine.
 

Reports in Indian media suggest that on May 8, the Indian Navy may have launched an attack on Karachi's naval port as part of a broader retaliatory strike operation. The Indian and Pakistani governments have not confirmed the reports, and multiple Pakistani social media accounts deny that an attack occurred.

The possible naval strike follows Indian attacks on nine sites in Pakistani-controlled Kashmir early on May 7 - a response to the terrorist attack in Indian-controlled Kashmir on April 22, in which 26 tourists were killed. The conflict has seen a gradual widening of cross-border aerial attacks by both sides in recent days, with heavy use of drones and stand-off missiles. 

Briefing the media on the May 7 attacks across the Line of Control (the de facto boundary dividing Pakistani and Indian controlled Kashmir), Indian spokeswoman Wing Commander Vyomika Singh said that Operation Sindoor had been focused on hitting infrastructure associated with the Jaish-e-Mohammed and Lashkar-e-Taiba organizations, which India believes were responsible for mounting the terrorist attacks. 

She said that India had designed Operation Sindoor to be ‘focused, measured and non-escalatory in nature. No Pakistani military facilities have been targeted’. The attacks were also designed to deter further terrorist attacks, which India believes were imminent.

Following the initial Indian attacks, which were launched with stand-off weapons from aircraft that did not cross into Pakistani airspace, there were heavy small arms and artillery exchanges across the Line of Control between Indian and Pakistani-controlled areas of Kashmir. These clashes had killed an additional 19 Indian civilians by the close of May 7. 

Pakistani Prime Minister Shehbaz Sharif vowed decisive retaliation. Pakistani sources reported that in the attacks over the land border, five Indian aircraft had been shot down and an Indian brigade headquarters shelled; eight civilians had been killed in the Indian attacks. The Pakistani reporting gave no indication that clashes had spread from the Kashmir area, but described an attack on May 6 in central Pakistan by the Baloch Liberation Army that killed seven soldiers as being carried out by ‘Indian proxies’.

At sea, Indian P-8I Neptune aircraft from Indian Naval Air Squadron 316 based at Hansa in Goa have in recent days been covering Pakistani naval live firing exercises southwest of Karachi. Early on, the Indian Navy is likely to have deployed a forward submarine screen covering approaches to Karachi, using carrier-launched aircraft from INS Vikrant (R11) and INS Vikramaditya (R33) to restrict Pakistani maritime surveillance efforts. 

The main Indian naval bases on the west coast at Mumbai and Karwar are empty of ships, as seen in satellite imagery on May 6. The Pakistani Navy is likely to have deployed from its main bases in Karachi, Omarah and Gwadar, but ships are likely to be keeping sufficiently close to land so as to remain under Pakistani air cover.

Indian officials told network NDTV that the Indian Navy "conducted targeted operations in the Arabian Sea against Pakistan," but without specifying a strike on the naval base in Karachi. NASA's FIRMS satellite fire detection platform shows no recent heat signatures in Karachi's harbor area.

Top government officials from the Province of Ontario, Canada have recently expressed interest in developing a maritime port on James Bay, which extends southeast of Hudson Bay. While a port in such a location could be built to berth mega-size ships, there will be need for negotiation between Ontario and Canada’s Federal Government in order to proceed with developing the proposed port.

Introduction

Close to 50 percent of Canada’s population lives in the Province of Ontario, which is also home to Canada’s largest manufacturing sector. Several maritime ports located at Thunder Bay, Sault Ste. Marie, Windsor, Hamilton, Oshawa and Johnstown connect Ontario to the Atlantic Ocean and international ports. Changing summertime weather conditions in Canada’s Arctic region now allow ships to sail between the North Atlantic and North Pacific Oceans. At present, a deep-water port operates at Churchill at the southwest corner of Hudson Bay, originally developed to export Western Canadian agricultural produce to Europe.

The railway distance between Toronto and Churchill is almost equal to that between Toronto and Vancouver. A comparatively short distance of railway line extends north from Toronto to within 12 miles of James Bay. The cost of railway transportation per unit of distance is much higher that that of waterway transportation - hence the interest in developing a port on James Bay, which would be within relatively close proximity to the Greater Toronto Area. Trans-Arctic summer sailing is beginning to make it possible for ships to sail between North American East Coast ports and East Asian ports, as well as North American Pacific ports.

Trans-Arctic Sailing

For a few months each summer, it has become possible to sail from the Beaufort Sea to Coronation Gulf and south of Victoria Island to Queen Maud Gulf and Chantrey Bay. During the late 1840s, the Franklin Expedition attempted to sail across the Canadian Arctic until their ships were trapped in the ice in the southern McClintock Channel. While warming summer Arctic conditions now allow vessels to sail between McClintock Channel and Hudson Bay, there may be a need to develop a navigation canal south of the Boothia Peninsula to assure Trans-Arctic sailing.

A short-distance navigation canal built at a strategic location such as passing south of the Boothia Peninsula and extending east to the Gulf of Boothia, would shorten sailing distance and potentially extend the duration of the Trans-Arctic sailing season. The Franklin Expedition was able to sail across the Foxe Basin and Gulf of Boothia into the McClintock Channel during mid to late 1840s, where their vessels became entrapped in the winter ice pack. In the modern era, there is the option of icebreaker ships clearing a navigation passage for cargo ships as the navigation season closes.

Northern Terminal

Trans-Arctic summer sailing between a port on James Bay and East Asian ports needs to be cost competitive, involving deep-draft container ships and bulk carriers of up to 60 feet keel depth. James Bay is shallow with average water depth of less than 200 feet. It would require dredging and installation of buoys with illumination to demarcate a navigation channel around shoals, to allow transit of mega-size container ships and super-size bulk carriers across the bay to a port.

Arctic weather conditions would restrict operations at a port on James Bay from 4 to 6-months per year, requiring that Ontario also make use of Great Lakes and Seaway ports. The short navigation season across the Arctic would likely discourage the Government of Canada from establishing customs offices at the port. As a result, trains would need to carry containers arriving at a port on James Bay to customs inspection offices located in the Toronto area.

Southern Option:

Four ports in Ontario are located within close proximity to an international bridge with customs inspection offices. Agreements negotiated with customs officials would allow ships arriving from overseas to offload containers at any of Johnstown, Port Colborne, Windsor and Sault Ste. Marie for transfer to trucks, which would then proceed to nearby customs offices. Customs offices are located near the Port of Hamilton at Hamilton International Airport, at the border at Niagara Falls as well as at Toronto International Airport. Containers arriving from overseas at Port of Hamilton may be shunted by rail to a nearby customs inspection location.

Over a period of several years, a ship that carries fewer than 700-TEU has sailed from Port of Antwerp to Port of Cleveland, delivering containers at competitive per-container transportation rates while competing with ships of 14,000-TEU capacity sailing to Port of Newark. After transferring containers to railway transportation to Port of Cleveland, the overall transportation cost per container exceeds that of direct ship transport. While there is potential for cost-competitive, direct container ship transportation from European ports to Ontario ports of Hamilton, Port Colborne and Windsor, there is a need to expand export container trade from Ontario to Europe.

Conclusions:

Future weather conditions in the Arctic region would determine the suitability of sailing ships between the Beaufort Sea and a port located on James Bay with railway access and capable of berthing mega-size ships. It offers potentially competitive per-container transportation rates between East Asian ports and the Greater Toronto Area, compared to ships sailing to Pacific ports and connecting with transcontinental freight trains. While there is likely a sufficient import volume of trade to warrant sailing a large ship, there will be a need to increase the volume of export trade traffic

A port on James Bay serving the occasional trans-Arctic mega-size ship would connect by rail into regions at and around both Toronto and Montreal. Navigation dimension restrictions along the Lower St. Lawrence River prevent mega-size container ships from sail between the North Atlantic and the Port of Montreal. The shortage of seasonal dock workers living near the proposed port at James Bay would require extensive automation of port operations, involving crane operations and the transfer of containers between ship and railway.

This week, after major container ports on the West Coast reported less ship traffic due to falling imports, U.S. President Donald Trump told reporters that a drop in boxship volume is a win for the American economy. 

"That means we lose less money . . . when you say it slowed down, that's a good thing, not a bad thing," Trump said in response to a reporter's questions at a press conference Thursday. 

After the imposition of 145 percent tariffs on Chinese goods last month, buying activity for goods for export from China to the U.S. plummeted, followed by a sharp drop in container bookings. "Carriers reacted to the drop in exports out of China in the immediate aftermath of reciprocal tariff announcements by the US Government at the start of April by increasing blanked sailings," explained Xeneta's Peter Sand in a recent customer note. 

The number of ships departing China for the U.S. West Coast has dropped sharply: the Port of Long Beach reports 30 blanked sailings in May and June, and the Port of Long Beach reports another 30. Port of Long Beach CEO Mario Cordero confirmed to local NBC LA that volume is already down, and said that traffic hasn't been this slow since the pandemic. 

The number of vessels isn't the full picture. Based on AIS, the boxships that are under way from China to the U.S. this week are riding an average of about two feet higher in the water than normal, says Flexport CEO Ryan Peterson - indicating that they are carrying less cargo. 

The slowdown may not last long. The U.S. and China have begun much-anticipated negotiations on a new trade agreement, and this will eventually result in lower tariffs on Chinese goods, Trump confirmed Thursday. "Right now you can’t get any higher. It’s at 145 percent so we know it’s coming down," Trump told Bloomberg TV. 

Berge Bulk has become the latest ship owner to begin to test an onboard carbon capture system. Interest continues to grow in the technology as a means of maintaining the economic life of in-service vessels as the new emissions regulations emerge, as well as a possible approach for newbuilds during the period of uncertainty and lack of supply for alternative fuels.

“Carbon capture is a key pillar of our decarbonization strategy,” said James Marshall, CEO of Berge Bulk. “While we remain committed to optimizing fleet efficiency, installing decarbonization technology, and switching to new fuels, we must also capture carbon at the same time. We’ve been actively capturing carbon through nature-based solutions on shore for many years, now it’s time to also start capturing carbon on board.”

The pilot project is taking place aboard the company’s 63,000 dwt Ultramax bulker, Berge Yotei. Delivered in 2020 and in the Isle of Man registry, the ship was built at the Imabari Shipyard in Japan.

The system being used in the pilot was developed by Value Maritime and integrates carbon capture into an exhaust gas cleaning system known as the Filtree System. It is designed to capture up to 15 tonnes of CO2 per day, representing a potential 30 percent reduction in emissions during operations.

Unlike conventional scrubbers, the Filtree System removes both sulfur oxides and CO? from a vessel’s exhaust. CO? is absorbed into a reusable amine solution, which can be offloaded in port for regeneration or reuse. Potential applications include use in greenhouses, beverage production, and other industrial processes.

Carbon capture system was integrated with the scrubber and easily installed on the vessel's funnel (Berge Bulk)

Berge notes that while regulatory frameworks such as MARPOL and the EU ETS are still evolving, it is already contributing practical insights into how onboard carbon capture systems can be implemented, monitored, and scaled. The company, which owns, operates, and manages a fleet of over 100 vessels with a carrying capacity of more than 15 million dwt, emphasizes the need for collaboration across governments, ports, technology providers, and regulators to develop the infrastructure, protocols, and commercial models needed to support carbon capture at scale.

Value Maritime was established in 2017 and began installing its system in 2021. It has recently completed installations on other large vessels. Eastern Pacific’s chemical tanker Pacific Cobalt (49,886 dwt) installed the system in 2023. Mitsui O.S.K. Lines also recently installed the system on its tanker Nexus Victoria (75,000 dwt).

After some initial skepticism due to the need for storage and offloading CO2, the technology is gaining interest in the maritime sector expanding on the shore applications are large emitters. Wärtsilä just announced the commercial launch of its onboard carbon capture system calling it a breakthrough in decarbonization for in-service and new build vessels.
 

China's gray-hull naval fleet has joined in the pattern of close-quarters encounters between Chinese and Philippine forces in the South China Sea. In years past, these run-ins were almost always carried out by China Coast Guard and Chinese maritime militia vessels, and the PLA Navy kept watch from a distance. In at least one recent encounter, however, Chinese warships got close enough to a Philippine Navy vessel to risk a collision, bringing a heightened risk of direct conflict.

On Monday, the Philippine corvette BRP Emilio Jacinto was operating with two other government vessels at a position about 12 nautical miles off of Scarborough Shoal, a contested reef within the Philippine EEZ that is occupied by China. It is a frequent flashpoint for confrontations between Chinese forces and Philippine interests, including fishermen from Luzon. 

As Jacinto transited the area, PLA Navy frigate Liuzhou cut across her bow at close range, and frigate Tongliao held position less than a shiplength off Jacinto's port quarter. The maneuver occurred in open water, and appeared to be an act of interference or intimidation, according to the Armed Forces of the Philippines. No harm came to the ship or crew, and Jacinto continued on her mission. 

“These reckless actions not only posed a direct threat to the safety of navigation of [Jacinto], but also violated the International Regulations for Preventing Collisions at Sea (COLREGs),” the AFP said in a statement. 

China claims the western Philippine EEZ as its own under its "nine-dash line" policy, a claim invalidated by the Permanent Court of Arbitration in the Hague in 2016. In a statement, PLA Southern Theater Command spokesman Senior Colonel Tian Junli said that PLA forces had "forcefully and effectively stopped the incursion" of Philippine ships in the Philippine EEZ, and he reiterated China's claim that Scarborough Shoal is Chinese territory. 

While crew satisfaction has stabilized, the latest edition of the Seafarer Happiness Index highlights the strains from aging vessels, safe manning issues, and a lack of training among the key concerns of seafarers. The quarterly survey run by The Mission to Seafarers, in collaboration with Idwal and NorthStandard, and supported by Inmarsat, is marking its 10th year, with the organizers saying it offers essential insights into the experiences and concerns of seafarers and the areas that require improvement.

The Q1 report shows an overall rise in seafarer happiness to 6.98 out of 10, up from 6.91 in Q4 2024, with the organizers saying overall it revealed a steadying in seafarer satisfaction. Traditionally, issues related to welfare, food, connectivity, manning, and shore leave were among the elements consistently cited by seafarers. The organizers are saying that despite pressure points, many seafarers continue to find fulfillment in their work. They point to teamwork and camaraderie helping with the experience while saying seafarers enjoy the technical aspects of their roles. 

The latest survey identifies safe manning as the most critical concern for seafarers. Respondents described how diminishing crew sizes combined with aging vessel infrastructure were adding to the pressures. The Mission to Seafarers says many respondents reported having to implement triage systems for maintenance tasks, addressing only the most urgent repairs while routine upkeep falls behind. This, of course, raises safety concerns for the crew and the vessels. Slap-dash repairs aboard the containership Dali, for example, have become a central issue in the investigation into the ship hitting and destroying Baltimore’s Francis Scott Key Bridge.

Training also emerged as a concern in Q1. While many seafarers acknowledged access to some development opportunities, others expressed a desire for training that feels “more grounded in reality.” The Mission to Seafarers says there is a desire for more consistent, practical, and scenario-based instruction that builds real confidence, not just theoretical knowledge, especially in high-stress or emergency situations.

“Addressing challenges like aging vessels, inadequate training, and restricted shore leave is not just a matter of welfare – it’s essential for operational performance and future-proofing the sector,” said Ben Bailey, Director of Programme for The Mission to Seafarers. “These issues are clearly interlinked. Neglecting seafarers compromises the reliability of global maritime trade.”

The impact of the workload is reported to be creating stress and lowering the seafarers’ happiness. The Mission to Seafarers points to long hours, especially during port operations, and says respondents also cited excessive administration burdens and constant pressure from shoreside management as negatively affecting morale.  

They also repeat a persistent concern over the limitations of shore leave. The Mission says it is a deeply felt frustration among seafarers. Other issues, including prolonged contracts and limited connectivity, also remain a concern as they increase the sense of isolation and disconnection for seafarers. 

“While it is positive to see strong teamwork, pride in the profession, and some improvements in connectivity, there continue to be key challenges that shouldn’t be ignored,” said Yves Vandenborn, Head of Loss Prevention Asia-Pacific, NorthStandard. He notes progress in some areas of concern while saying, “Persistent overwork, stagnant wages, and patchy welfare support continue to have a negative impact on morale.”

Based on the results and long-term insights from 10 years of the survey, The Mission to Seafarers says the industry must act decisively. It is calling for investing in vessel upkeep, prioritizing targeted, hands-on training, and ensuring crews have access to rest, support, and connections ashore and at home.
 

[By: MAN Energy Solutions]

Wenchong shipyard in China, part of the CSSC Group, has ordered four shipsets of 3 × MAN 8L21/31 MK2 GenSets in connection with the construction of 4 × 96m C-CSOVs (Construction and Commissioning Service Operation Vessels) operated by DO (Deutsche Offshore Schifffahrt [German Offshore Shipping]).

A CSOV is a specialised vessel designed to provide support services during the commissioning and operation phases of offshore wind farms. DO has innovated this concept with increased flexibility, offering the market enhanced applicability in the construction phase, as well as in the cable-grid sector. The basic design was drafted by Naval Architects Salt Ship Design AS from Norway. MAN Energy Solutions licensee, CMP, will build the engines in China with delivery scheduled from Q1, 2027; the order includes an option for further vessels.

The engines will be delivered as part-load optimised for increased fuel efficiency. They will also form part of an innovative diesel-electric concept that complies with Dynamic Positioning stage 2 (DP2), as set out by the DNV classification society.

Johannes Wolters, Managing Director of Deutsche Offshore, summarised: “MAN Energy Solutions’ L21/31 is a cornerstone in our endeavour to develop a vessel with a minimal environmental footprint. The engines offer us benchmark performance in the here and now, while granting us seamless readiness for our decarbonisation strategy.”

Colin Peesel – Head of Sales & Promotion, MAN Energy Solutions, Germany – said: “These 12 engines represent a very significant contract, amounting to over 20MW of power. The L21/31’s many advantages include its class-high fuel efficiency, and low noise-and-vibration levels. Crucially, it is future-proofed regarding operating fuel. Besides MGO, it is capable of running on biofuels such as HVO and FAME, and it is additionally delivered methanol-ready.”

The vessel design that allows for the future retrofitting of the L21/31 GenSets to methanol operation caters for this to a much higher degree than class notation actually requires. Having introduced substantial methanol infrastructure into the vessel already today will make a future conversion to carbon-neutrality smooth and efficient.

MAN Energy Solutions reports a growing trend within the offshore-vessel segment for construction to take place in China. The company already has a sizable presence in China supporting a broad network of licensee engine builders and a growing portfolio of new engine models. Likewise, its after-sales division – MAN PrimeServ – has a strong, global presence, regardless of where the DO vessels eventually operate.

Hakon Juel Hansen –  Manager Engine Promotion & Business Development – MAN Energy Solutions, said: “We are experiencing increased demand for efficient, competitive engine designs for the Offshore Wind segment, which our portfolio of small-bore propulsion engines is fulfilling, backed up by our MAN PrimeServ after-sales network. With these technically sophisticated offshore vessels, DO is showcasing the adaptability of our engine portfolio.”

[By: Damen Shipyards Group]

Damen Shipyards Group, together with partners including Atal Solutions has completed its retrofit of four bulk carriers for BAM Shipping. The project has involved the integration of a series of efficiency boosting technologies and is expected to lower the vessels’ fuel consumption and emissions significantly.

The retrofit is the first time that all of the various solutions have been used in a single retrofit project. In aiming to reduce fuel consumption, the project has maintained five main focal points: resistance in the water, optimising power usage, enhancing propulsion, cutting emissions and lubrication systems.

Efficiency boost
Initially, the plan was to install solutions including the Damen Air Cavity System (DACS) marine lubrication system, the Damen Triton IoT solution, low friction anti-fouling paint, variable frequency drives, shore power connectivity, LED lamps, a wake equalising pre- and post swirl duct, CO2 capture systems and DEX QM lubrication technology.

Collectively, the project partners anticipated that these measures would reduce fuel consumption by 20- 25%, with a reduction in emissions of around 90%. However, during the project, the scope was broadened yet further with the inclusion of four more efficiency boosting solutions.

Growing scope
These were the inclusion of fuel additives, oil lubricant additives, a Hempel propeller coating, and use of nano EFX. This spray solution is applied to the engine’s air intake, ionizing humidity and ensuring optimal fuel combustion, minimising consumption, emissions and carbon deposits. In the coming weeks, the vessels will be verified by classification society RINA, at which point the total volume of fuel savings will be confirmed. However, two of the vessels have already been in operation following the initial retrofit measures and show signs of meeting their anticipated efficiency goals. The fuel savings will additionally reduce the vessels’ OPEX considerably.

Lifetime extension
The project prepares the four bulk carriers for operations in compliance with recent regulations including Carbon Intensity Indicator (CII), and Energy Efficiency Existing Ship Index (EEXI). The work undertaken will also extend the lifetime of the vessels by an expected twelve years. While Damen performed the retrofit of the vessels, Atal Solutions arranged the 123.7 million USD funding for the project. Atal provided a supplier’s credit amounting to 105.2 million USD, requiring the vessel owners to provide just 15% equity, and having a 12 year repayment period with competitive interest rates.

Open and flexible approach
Damen Business Development Manager Rutger van Dam said, “This has been a very exciting project. What we have done here, with the integration of so many different solutions to achieve a combined result, is unprecedented. Of course, there have been challenges along the way, but the outcome has been successful and just goes to show that, with the right people, and the right mindset, you can go a long way. The lessons we have learned on this project will be invaluable as we continue to work towards our goal to become the most sustainable maritime solutions provider.”

Edwin Sieswerda CEO/Founder of Atal Solutions said, “We are very pleased with the preliminary results of this project, and are looking forward to the class verification in the coming weeks. At that point, we will gain a clear picture of how significant the fuel savings resulting from these measures have been. Judging by the performance of the vessels operating already, we expect a positive result. This is in no small part due to Damen’s approach. On a number of occasions during the retrofit we approached Damen with new ideas and suggestions. Each time, they listened to what we had to say and found a way to make it happen.

“At the current time, there are so many unknowns surrounding the maritime energy transition. If we are to succeed in preparing our industry for a cleaner, more sustainable future, an openness to ideas and flexibility such as that shown by Damen will be of vital importance.”

[By: RINA]

On 22 May 2025, maritime industry professionals from around the globe will come together at the prestigious De Vere Grand Connaught Rooms, Covent Garden, for the Royal Institution of Naval Architects’ (RINA) flagship Annual Dinner.

This highly anticipated event offers an evening of celebration, reflection, and strategic dialogue for naval architects, marine engineers, and maritime innovators. Beyond its formal programme, the dinner provides unparalleled networking opportunities with senior decision-makers across the maritime sector, making it an ideal setting for fostering new partnerships and strengthening professional relationships. In 2024, the dinner welcomed over 370 guests representing more than 130 companies. The 2025 guest list includes leading class societies, consultancies, defence organisations, academic institutions, engineering manufacturers, energy firms, and naval architecture companies, solidifying the dinner as a hub for collaboration across the industry.

The evening programme will feature a Presidential address from RINA President Catriona Savage, a celebration of outstanding achievements through industry awards, a networking drinks reception, and a formal dinner - anchored by a compelling keynote address from Commander Mike Forrester MBE, Royal Navy. This year’s awards will recognise excellence across Innovation, Safety, Diversity, STEM, Developing Careers, and other notable achievements shaping the future of the maritime industry.

Commander Forrester, this year’s Principal Guest and Speaker, brings over 18 years of service as a Marine Engineer Submariner, having completed operational tours on land and at sea aboard multiple Royal Navy submarines. In 2023, he and a team of fellow submariners took part in the World’s Toughest Row - an unsupported 3,000-mile transatlantic challenge in a 10-metre rowing boat - to raise awareness for submariner mental health and support the Submarine Family initiative.

Reflecting on his participation, Commander Forrester told The Naval Architect:

“Being part of the armed forces, we are called to deter threats and defend the nation, but the armed forces are more than just equipment - it’s about people. Oardacious started as a challenge among friends, but it’s grown into a platform for fundraising, inclusion and supporting submariners and their families.”

RINA is proud to announce HMS Oardacious as the official charity for the 2025 Annual Dinner. Since its founding in 2020, HMS Oardacious has raised over £600,000 and continues to champion mental health, heritage, and family support within the Royal Navy community. In January 2025, its all-female team, the Valkyries, completed a landmark Atlantic crossing - further broadening the initiative’s reach and impact.

The evening will be hosted by Tom Sharpe OBE, a former Royal Navy Commander turned respected broadcaster and communications consultant. With over 25 years of service and extensive industry insight, Sharpe will bring authority and energy to the event.

Tickets are available from £100 + VAT, with a 10% discount available for full table bookings. Availability is limited, and early booking is strongly encouraged.

Registration and further event details are available at: https://rina.org.uk/events/events-programme/annual-dinner-2025/