[By: Sperry Marine]

Sperry Marine, a global leader in navigation solutions for seagoing vessels, has issued a whitepaper to explain how new S-100 standards lay the foundation for enhancing the quantity, quality and appearance of the information navigators need to ensure vessel safety, efficiency and sustainability.

‘VisionMaster S-100 ECDIS - A step change for marine navigation’ explains how the new S-100 framework will help free electronic chart information systems (ECDIS) software from constraints embedded in existing standards that were conceived in the 1990s. The paper offers guidance to customers on S-100’s consequences for equipment procurement, crew training and in-service systems, while also introducing Sperry Marine’s VisionMaster S-100 ECDIS to market.

The International Hydrographic Organization (IHO) has worked with industry to develop S-100 to replace existing S-52, S-57 and S-63 standards - respectively covering the way ECDIS show electronic navigation charts (ENCs), formats used for transferring hydrographic data, and cyber security verification. First phase developments focused on finalising S-100 standards for ENCs, bathymetric surface, water level information, surface currents, navigational warnings, and under keel clearance management.

“The advent of S-100 represents the single biggest change to ECDIS since IMO adopted the revised ECDIS Performance Standards in 2006,” said Simon Cooke, Technical Manager, Sperry Marine. “This whitepaper offers practical guidance on how ships’ navigational and voyage management systems can realise the potential of accelerating digitalisation.”

The contemporary geospatial standards (ISO 19100) used in S-100 allow multiple navigational data layers to be presented simultaneously on a single display, while S-100 standards are also extensible so that new data products can be added as required, said Cooke.

The International Maritime Organization has revised its ECDIS performance standards to accommodate S-100. Users are free to use software conforming to the standard on a voluntary basis in new ECDIS installations from January 1, 2026, with their use scheduled to be mandatory for new ECDIS installations from January 1, 2029.

As Sperry Marine’s insightful paper explains, however, manufacturers need type approval that S-100 ECDIS satisfies test standard IEC 61174 Edition 5, which the International Electrotechnical Commission (IEC) has yet to finalise. IMO has also not set a deadline for updating existing ECDIS installations, with hydrographic offices continuing to publish S-57 ENCs for the foreseeable future.

“Experience demonstrates that close collaboration is critical between regulators and marine technology specialists on ECDIS to ensure ship safety, efficiency, environmental responsibility, and orderly transition,” said Cooke. For good reason, Sperry Marine’s VisionMaster S-100 ECDIS will have ‘dual fuel’ compatibility with S-100 and S-57 standards, he added.

The first-time user of the VisionMaster S-100 ECDIS would experience new generation benefits going beyond S-100 requirements, he added, for example by allowing the navigator to see charted dangers further along planned or current routes, and to set preferences to minimise distractions from alerts while maintaining awareness of significant charted objects.

“But, as this white paper also shows, the IMO’s 2026 milestone for voluntary S-100 ECDIS adoption is an opportunity to acknowledge the benefits these standards will bring for industry as a whole. Sperry Marine is ready to work with its customers on the timely transition to S-100 for the better of ship safety, ship performance and maritime decarbonisation.”

Download the white paper here.

[By: Amogy]

?Amogy, a provider of mature, scalable, and efficient ammonia-to-power solutions, today announced it has entered into a Memorandum of Understanding (MoU) with KBR, a leading global provider of science, technology, and engineering solutions. The collaboration will focus on expanding pathways for global decarbonization through ammonia cracking and involve evaluating and advancing ammonia cracking catalyst applications to accelerate ammonia’s role as a hydrogen carrier.

Under the agreement, Amogy’s proprietary Ruthenium ammonia cracking catalysts will be evaluated within KBR’s hydrogen production platforms for potential commercial deployment, including offshore and industrial applications. The collaboration also establishes regular knowledge exchange, joint exploration of new market opportunities, and cooperative efforts to demonstrate Amogy’s catalysts integrated into KBR’s systems.

Amogy’s catalyst portfolio, including both precious-metal-based and base-metal-based formulations, enables highly efficient ammonia conversion into hydrogen. Designed for high activity, these catalysts increase hydrogen production rates at lower operating temperatures. Available through licensing or direct sales, they offer scalable, reliable solutions to meet the diverse demands of the clean energy sector.

KBR, a global leader in sustainable energy solutions, offers technologies for both green and blue hydrogen production. Its portfolio includes H2KPlus™ for cost-effective blue hydrogen via Steam Methane Reforming (SMR) and H2ACT® for producing hydrogen from ammonia. This collaboration complements KBR’s portfolio and aligns with KBR’s interest in evaluating innovative catalyst technologies for potential integration into its hydrogen platforms.

“KBR’s leadership in hydrogen technology makes them an ideal partner as we work to scale ammonia’s role as a global hydrogen carrier,” said Seonghoon Woo, CEO of Amogy. “Together, we are committed to advancing the hydrogen economy with innovative solutions. By combining Amogy’s catalyst expertise with KBR’s world-class technology platforms, we can unlock new opportunities for clean, scalable energy.”

Ammonia is increasingly recognized as a key enabler of the hydrogen economy because it offers a practical, energy-dense, and easily transportable form of hydrogen. Unlike pure hydrogen, which is challenging to store and move at scale due to its low volumetric density, ammonia can be shipped using existing global infrastructure. When cracked back into hydrogen, it provides a carbon-free fuel source that can power heavy industry, transportation, and energy generation. As demand for clean hydrogen grows worldwide, ammonia is positioned to play a pivotal role in bridging supply and demand across regions.

 

Following two drone strikes on suspected smuggling vessels and the elimination of 14 suspected smugglers off Venezuela, the Defense Innovation Unit (DIU) has put out a solicitation for off-the-shelf "non-kinetic" options for stopping small smuggling craft closer to home - specifically without undue risk of fatalities. 

The solicitation calls for proposals for a "show-stopper" device that can stop small boats, like those used to smuggle drugs and immigrants across U.S. maritime borders. Most U.S.-bound border crossings happens shoreside on the southern border, with smaller maritime components off San Diego, Brownsville and Puerto Rico; citing a "growing security challenge" on the water, DIU is looking for nonlethal ways to stop the small craft that make maritime cross-border smuggling possible.

"These agile vessels, often operating in densely populated areas and under cover of darkness, require interdiction strategies that do not expose the suspect vessel’s operators, civilian bystanders, and law enforcement personnel conducting the interdiction to an undue level of risk," DIU said in a statement. 

The DIU's solicitation laid out an example of a typical interaction off Southern California. A U.S. Coast Guard patrol boat gives chase to a suspect vessel operating at high speed in U.S. territorial waters. As the Coast Guard closes in, the small craft swerves repeatedly to deter a boarding. Then, to escape capture, the suspect vessel’s operator tosses his phone into the water and turns back towards the maritime boundary with Mexico. At this point, USCG rules of engagement allow the use of force - but the Coast Guard boat crew assesses that the use of disabling fire would put others at risk, including the vessel's occupants. Without kinetic engagement, the smuggling boat gets away across the Mexican boundary line, and the USCG boat has to give up the chase. 

Had the USCG patrol boat been fitted with a "nonlethal" method of stopping the suspect vessel, it could have completed the interdiction, DIU suggested - without hurting the passengers aboard the smuggling craft. 

To fill this perceived gap, DIU wants to buy a ready-to-use solution for disabling one small watercraft (or its operator) through non-kinetic means, without significant collateral damage to people or property. As examples, DIU cited microwave weapons and electronic attack. The selected option must be capable of disabling one or more high-speed watercraft at a time, deployable on Coast Guard patrol boats as small as 25 feet, and usable up to sea state 3.  

The most prominent, technically mature system in this category is Epirus' Leonidas microwave air defense system, which has been adapted for maritime deployment as the Leonidas H20. In testing it has proven proficient at disabling outboard motors by taking out their electronics, at "record ranges."

"Anything with little computers in it and stuff, is susceptible to these persistent fields of energy," said Epirus CEO Andy Lowery, speaking to Defense News earlier this year. "It kind of uses the water as a mirror, and so [we] can use the water to our advantage, that is it hits certain spots in even further distances by using reflections off the water."

The company already has a mini "pod" variant that is light enough to mount on a drone, along with a vehicle-mounted version that has been trialed on the Stryker platform. 

 

Historic shipbuilder Harland & Wolff will not be building the first-in-class of the Royal Fleet Auxiliary's Fleet Solid Support (FSS) vessels because its facility isn't ready for the job, new owner Navantia says. Instead, the first ship will be constructed in Cadiz at Navantia's Spanish yard, a company representative told the Financial Times. 

"We shuffled a little bit things for ship one into Spain, and we moved from Spain things for ships two and three," Navantia UK CEO Donato Martinez told the FT. "The facilities were not ready in Belfast."

He emphasized that the overall program is still on track to deliver all three ships by 2032, as scheduled. The estimated current price is about $2.7 billion for the full program. 

Harland & Wolff is known best as the builder of the Titanic, and has delivered many prominent vessels over the course of its 164-year history. But in recent years it has had its challenges, like many European yards: it delivered its last vessel in 2009, and it has been insolvent twice since 2019. Navantia acquired the shipbuilder out of administration earlier this year for about $125 million, with support from the British government, which wants to see the FSS contract succeed. H&W and Navantia won the contract award jointly, before they became one company. 
 
As the yard's new owner, Navantia says that it is investing in its capabilities to improve productivity and modernize operations, including a new automated panel line and a robotic plasma cutter. The infrastructure project should be completed by June 2026, reports Navy Lookout. 

Even before the rescheduling, Navantia was planning to build the most complicated portions of the ship at Cadiz. But the effects of the rescheduling could be significant for H&W's outlying yards, which were planning to feed blocks to the Belfast facility for assembly. Steel cutting for the bow of the first ship was already scheduled for December 2025 at the H&W subsidiary yard in Appledore, the outlet reported. Work is already under way on a purpose-built barge to transport these blocks, and H&W and its outlying yards have already started hiring up apprentices.  

The government of New Zealand reports that it will be taking steps to encourage the development of its offshore energy and natural resources. It plans to revise legislation to resolve potential conflicts between offshore wind energy development and seabed mining as a key step to permit both sectors to proceed.

“New Zealand has some of the world’s greatest offshore wind potential, offering a significant opportunity to generate economic growth while powering our homes and businesses," said Energy Minister Simon Watts. “Offshore wind requires a significant upfront investment. That’s why we are establishing a clear regulatory regime through the Offshore Renewable Energy Bill that was introduced last year, to give developers the certainty they need to invest and kickstart the sector.”

The industry has been calling for action by the government while the development of key projects has been stalled. BlueFloat Energy, which was seeking opportunities in New Zealand, reportedly wrote the ministers last year saying the country needed to choose between offshore wind and seabed mining. BlueFloat later pulled out of New Zealand.

A partnership between Copenhagen Infrastructure Partners and the government-owned NZ Super Fund, however, has an ambitious project saying it would commit approximately US$3 billion for a wind farm consisting of up to 70 wind turbines to be located 15 to 25 miles off the coast of South Taranaki, at the southwestern side of the North Island, and on the Tasman Sea. The company has set an initial goal of 1 GW while noting the project could be scaled to 2 GW.

New Zealand’s cabinet has agreed to amend draft legislation. According to the minister, the changes will create greater investment certainty for both offshore wind and seabed mining. The reports said it would only impact seabed mining and not the oil and gas sector or existing mineral projects.

“The amendments will enable the government to use secondary legislation to designate specific marine space where permits could be invited for offshore renewable projects while there is a pause on granting new permits for seabed mining under the Crown Minerals Act,” explained Watts. “This is a pragmatic step to address a key concern raised by the industry.”

While the amendments and legislative steps will remove a key hurdle, New Zealand has not yet designated its first areas. Watts, however, said that it is likely to be somewhere in South Taranaki.

The CIP-led partnership, known as Taranaki Offshore Partnership, reports it has already invested heavily in the project. It has undertaken wind measurements and surveys. It anticipates that the wind farm could be in the construction and commissioning phase by 2030. It anticipates it will take three to four years to complete.
 

 

On Monday, the U.S. Coast Guard responded to a report of a drowning tourist in Thor's Well, a deep hole in the rocky shoreline south of Yachats, Oregon. The spot is both a roadside attraction and a hazard to the unwary, and not all who have gone in have survived. 

At about 1540 hours, the service got a call reporting a man who had fallen into the well and needed rescue. A helicopter aircrew out of North Bend was dispatched to the scene and assist - but when they arrived after 20 minutes of flight, the victim was no longer visible to responders on shore; he had already drowned and was face-down in the water. 

The helicopter's rescue diver, Tyler Gantt, was tasked with the mission of recovery, a difficult job that would be much more hazardous to attempt from the shore. But the job of lowering away into a sinkhole that has a constantly-fluctuating water level and crashing surf, with rock walls on each side, is hardly safe. Gantt told the Lincoln Chronicle that it was one of the most hazardous missions he'd taken in 10 years on the job. 

 

 

 

 

 

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Thor's Well up close

To give Gantt the best chance, the co-pilot watched the waves and called out a countdown to impact. Instead of dangling on the wire, Gantt stayed hooked up but climbed down the rock face, keeping him out of the rising and falling water (and away from the submerged caverns below).  After many tries, he grabbed the body and was hoisted back to safety, he told the Chronicle. 

Gantt said that he couldn't recommend the well as an attraction to inspect at close range.

"Speaking as someone who’s been inside Thor’s Well, not very many people have been in it and lived. But speaking as someone who’s been in it – there’s nothing to see in there. It’s a hole in a rock," he told the outlet. "The only cool thing about it to see is the waves coming out of the spout from a safe distance. That’s all I have to say about that."

 

Construction on what is being billed as the first of a fleet of wind-powered cargo trimaran vessels is proceeding as the French company Vela Transport reports it has booked a major biopharmaceutical client for the service. Last fall, the company reported it had raised the capital for the construction of its first vessel and expects to launch its transatlantic cargo service in late 2026.

Japan’s Takeda Pharmaceutical has signed an agreement to become the first biopharmaceutical company to transport products on the new service. The company, which is focused on treatments including gastrointestinal and inflammation, rare diseases, plasma-derived therapies, oncology, neuroscience, and vaccines, highlights that it will use the wind-powered trimaran as part of its goals to incorporate net-zero into its value chain by 2040.

Vela highlights that the vessel, which they are calling L'avion des Mers (The Airplane of the Seas), is purpose-built to handle pharmaceutical products. It will have a capacity for 500 US pallets (600 EUR pallets) aboard the 220-foot (65-meter) vessel. The cargo areas will feature a compliant refrigeration system that is temperature-controlled and powered by renewable energy generated onboard. The seven refrigerated holds meet pharmaceutical standards.

 

 

The vessel is currently being built at Austal Philippines’ Balamban in Cebu, Philippines. The company recently highlighted that the two carbon-fiber masts are in the final stage of construction. Each will stand 171 feet (52 meters) and give the vessel a total sail area of 6,700 square feet. At sea, they anticipate a speed of 14 knots entirely from wind power. It will also have 2,583 square feet of solar panels.

Vela plans to leverage offshore racing technologies, direct routes, and more efficient port operations through secondary ports to provide a fast cargo service. Voyages are project to take two weeks sailing between Normandy and Bordeaux in France and New Jersey, in the United States.

Hull construction is also well underway. On June 30, Austal completed the turnover of the hull in its building hall. Approximately 30 percent of the key components for the vessel, including rigging, sails, and hydro-generators, are being supplied by French companies.

The vessel is being built entirely of aluminum. They also report that to support sustainability, the vessel and its components are designed to be dismantled either for reuse or recycling. 

Vela highlights other unique features of the design. Using a trimaran, the ship will have inherent stability. They report that it is expected to be the only cargo sailing vessel that does not use water ballast. At sea, it will be 100 percent wind powered, and to meet maritime requirements, it will have an engine that will be primarily powered by electricity from batteries, solar, and hydrogeneration onboard for maneuvering in port. As a backup, it will also have marine diesel fuel, but they anticipated minimal use of the engine.

The plan calls for a fleet of sailing cargo vessels. By 2028, the company plans to have five vessels to provide weekly sailing and transport up to 48,000 tons of goods per year.
 

 

Just hours after leaving the pier in Miami on Monday night, the Royal Caribbean cruise ship Wonder of the Seas returned to her berth to deal with an onboard fight, passengers reported and the line confirmed. 

After departure, two guests aboard Wonder of the Seas were involved in a fight near a kids' pool, and both were injured. 

"Our team provided medical care to adult guests who were involved in an altercation onboard, and the guests are being treated for their injuries," the cruise line said. 

Photos obtained by local media show EMS and police vehicles on the dock awaiting the ship's return, and at least one patient was photographed on a stretcher. Both were hospitalized, according to local police.

"We notified local authorities and are working closely with them . . .  As this is an ongoing investigation, we have no more information to share at this time," the line said in a statement. 

Both passengers have declined to press charges, Miami-Dade Sheriff's Office said in a statement. 

It is far from the first time that a brawl has disrupted a cruise itinerary. Though rare, disruptions do occur, like the large-scale fight on a mess deck aboard Carnival Sunrise last month. 

Carnival Cruise travelers got into a brawl over chicken tenders. How do you fix this culture? pic.twitter.com/88lfXWpWal

— Ian Miles Cheong (@stillgray) August 18, 2025

The prolific wreckfinders at the Wisconsin Historical Society and the Wisconsin Underwater Archaeology Association have unveiled another historic Great Lakes shipwreck. Over the weekend, the association announced that it has discovered the long-sought wreck of the F.J. King, which foundered in Lake Michigan in 1886. 

The F.J. King was a wooden cargo schooner built in 1867 for bulk trades on the Great Lakes. Her dimensions allowed her to transit the Welland Canal, expanding her opportunities for trading. 

On September 14, 1886, F.J. King was under way with a load of iron ore, headed for Chicago. Off the Door Peninsula, she was hit by a gale and seas of up to 10 feet. In the pounding, her wooden hull began to admit water. The crew pumped by hand in an attempt to keep her afloat, but within a few hours it became apparent that the ship would sink. The master ordered abandon ship, and all the crew got off safely. At about 0200 hours on the 15th, the schooner sank below bow-first; the survivors were rescued by another schooner and delivered safely to Baileys Harbor. There were no fatalities. 

The location of the wreck remained a mystery, and a point of local curiousity. The master's last reported position didn't line up with visual observations of the vessel's masts from the local lighthouse keeper. Clues and hints to the site's whereabouts showed up periodically - like bits of wreckage that came up in fishing nets - but decades of searching yielded nothing, even after a local club posted a healthy bounty. 

WUAA had a small search grid to run based on the lighthouse keeper's account, but didn't expect to find anything that day. They departed their pier on a trial run to familiarize themselves with a sidescan and a small ROV, and stumbled upon the wreck after two hours of operating. They measured its length on sonar and found it to be 140 feet - about the same as F.J. King. At this point they were pretty sure that they had it, and a quick ROV dive confirmed its identity and its remarkably intact condition. 

Composite photo of the wreck site (WUAA)

“We reasoned that the captain may not have known where he was in the 2AM darkness, but the lighthouse keeper’s course and distance to the masts were probably accurate," said principal investigator Brendon Baillod. The wreck position was about half a mile from the lighthouse keeper's estimate. 

Great Lakes wreckfinding is an active area of archaeological pursuit, and the Wisconsin Underwater Archaeology Association has discovered four other wrecks in the last three years. A similar group in Michigan, the Great Lakes Shipwreck Historical Society, has found countless more. There are an estimated 1,500 shipwrecks in Lake Michigan alone. 

Taiwan’s Yang Ming Marine Transport is continuing to pursue its strategic fleet optimization plan, reporting the order of seven additional new vessels from Korea’s Hanwha Ocean, which will be the largest in its fleet and employ a new LNG technology. The carrier is also taking steps to position itself for the coming fuel transition, adding an ammonia-ready element to the design of the vessels.

The container segment has continued overall to be the most aggressive, both with new orders and continuing the adoption of alternative fuels. DNV, presenting its annual industry forecast yesterday, noted that other segments, such as tankers, have been waiting for more clarity on the future regulations, but containerships lead both in LNG- and methanol-fueled vessels. Containership owners have over 200 LNG-fueled vessels in operation with another 355 currently on order, as well as 36 operating methanol-fueled vessels and a further 206 on order, DNV calculates. Overall, containership orders are at record levels.

Yang Ming’s new order is valued at $1.4 billion for seven vessels, each with a capacity of 15,880 TEU. They are scheduled for delivery by the first half of 2029 and will be equipped with dual-fuel LNG engines and will also have an ammonia-ready notation by the American Bureau of Shipping (ABS) for the design.

The vessel will be the first equipped with a Type-B LNG fuel tank with a 1.0 bar design pressure. The tank design was developed by Hanwha Ocean and ABS, and according to the report, it enhances the safety and efficiency of LNG operations compared to the current 0.7 bar design. Hanwha highlights that the ships will be able to store vaporized LNG for a longer period, which will reduce unnecessary gas incineration. The ships will also comply with future shore-power regulations.

For Yang Ming, it is the company’s second major order of LNG-fueled vessels, and ships above 15,000 TEU capacity. In 2023, the company ordered five 15,500 TEU containerships to be built by HD Hyundai Heavy Industries for delivery in 2026. The carrier is following a diversified future strategy as earlier this year it also ordered six 8,000 TEU methanol dual-fuel containerships to be built by Nihon Shipyard and Imabari Shipbuilding in Japan for delivery between 2028 and 2030.

Founded in 1972, Yang Ming currently has a fleet of 101 containerships representing a total of 8.2 million dwt and a capacity of 727,000 TEU. Last year, it revealed a plan for fleet optimization that calls for ordering up to 13 vessels ranging between 8,000 and 15,000 TEU. It plans to replace 20-year-old and older vessels with a capacity of 5,500 to 6,500 TEU, while also preparing for the adoption of alternative fuels.

This represents the first order from Yang Ming going to Hanwha Ocean, while the shipbuilder also emphasizes that it is part of a growing position in the Taiwanese market. Taiwan’s other large carrier, Evergreen, ordered seven containerships from Hanwha in March 2025. According to reports in the Korean media, Hanwha Ocean has booked a total of 30 vessel orders this year valued at $5.94 billion. It includes 13 containerships and 11 ultra-large crude oil tankers, as well as LNG carriers and Korea’s new icebreaker research vessel.
 

 

The Panama Canal Authority shared its long-term vision with a series of priority projects designed both to expand and diversify its operations as well as enhance the operations and sustainability of the vital waterway. During a presentation of the plan, Panama’s Minister of Canal Affairs and the authority’s administrators emphasized that the effort is designed to reinforce the strategic role of the trade route.

Over the next decade, the Panama Canal Authority plans to invest more than $8 billion in strategic projects. One key focus is on water security, which calls for proceeding with the plans for a new reservoir that would provide water both for the canal and human consumption. The second portion focuses on expanding capacity through new transport systems and the expansion of infrastructure.

The Rio Indio Reservoir plan was developed in response to the drought, which limited operations in 2023 and 2024, as well as the long-term growth of the operation. The canal was forced to limit transits and reduce the maximum draft for vessels to preserve water during the drought. In addition to expanding water recycling, the next phase of the plan calls for the building of a new dam. The authority views it as a critical step, but the plan has received criticism in Panama due to the impact on the local communities.

The projected cost of the new dam and lake is $1.6 billion, with work on the dam scheduled to start in 2027. The new reservoir would be completed by 2032, but it will displace over 2,500 residents. The authority highlights that the budget includes $400 million in compensation.

The Interoceanic Energy Corridor is a cornerstone of the future business plan. It would be a 76-kilometer (47-mile) pipeline, making it possible to move 2.5 million barrels of energy products a day across Panama. Vessels would be able to transfer their cargoes from the Atlantic to the Pacific without having to make the transit. The plan calls for the construction of marine terminals on each side of the canal. They are continuing to discuss the products, but anticipate that liquefied petroleum gas, ethane, butane, and propane would be transferred through the pipeline. The goal is to rebuild LNG volumes, which fell dramatically in 2024.

The Board of Directors has approved the pipeline plan. The process includes prequalification of companies, technical dialogues, and preparation of the final terms for the bidding. They expect to proceed with the tender in the second quarter of 2026.

The authority is also moving forward with a pre-feasibility study for the proposed Corozal Port, which would be on the Atlantic side of the canal near Panama City. The authority has discussed plans for additional terminals as part of its expansion and to deflect some of the criticisms over the current terminals operated by the Chinese company Hutchison. They expect to proceed with the studies in 2026 and expect that construction for Corozal would begin in 2028.

Longer-term plans also anticipate a new Pacific terminal and facilities for both containers and RoRo cargo. A new road is also planned to cross the isthmus.

The planning comes as the canal has seen a rebound in volumes since the lifting of drought restrictions. The authority is projecting that the canal will have handled more than 500 million metric tons of cargo when the fiscal year ends on September 30. It will be up from the 423 million tons of cargo in FY 2024. Vessel traffic in the last two months has averaged just over 32 ships per day, up from a low of 24 during the restrictions, but below the current target of up to 36 transits per day. 

The canal is projected to have a gross income of approximately $5 billion in this fiscal year. Last month, Panama’s cabinet approved the new fiscal year budget projecting more than $5.2 billion in gross income, with the canal project to contribute nearly $3.2 billion to the national treasury, an increase of more than $400 million.

The President of Panama, José Raúl Mulino, has repeatedly asserted the country’s sovereignty over the canal in response to the allegations from Donald Trump and the United States. They have rejected the claims that “China runs the canal” made by Donald Trump and have taken steps to further remove China’s influence, including challenging in court the concession granted to Hutchison. Talks regarding the sale of the terminals and Hutchison’s non-China port operations are reported to be continuing as they work to rebuild the deal to receive Chinese government approval.
 

 

Marine archaeologists in Greece have recovered artifacts from the wreck of the HMHS Britannic, a sister ship of the Titanic and the largest vessel lost during the First World War.

Britannic was built at Harland & Wolff at the height of WWI and delivered in late 1915. While she had been ordered as a passenger ship, but she was immediately pressed into service as a hospital ship in Royal Navy service, requisitioned for transporting casualties of the costly and ultimately unsuccessful Gallipoli campaign.

She made three voyages, including the evacuation of the Dardanelles in January 1916. After that, she was paid off and dispatched to Belfast for a refit as a passenger liner - but was immediately recalled to duty in the middle of the conversion and dispatched to the Mediterranean again for an additional two voyages as a hospital ship. 

Her design was modified to benefit from the safety lessons of the Titanic's sinking, including a double hull in way of the engineering compartments and raising up her watertight bulkheads another six decks. The revised design was intended to keep the vessel afloat with six compartments flooded. In the event of an abandon-ship scenario, she carried extra lifeboats and could in theory reposition them from one side to the other to enable full launch with a heavy list. 

But these changes were not enough to save her from meeting the same fate as Titanic. The Brittanic's career only lasted about 11 months in total: on the morning of November 21, 1916, she hit a German mine in the Kea Channel in the Cyclades. There were no patients on board, just the normal crew complement of 674 seafarers and 392 medical staff.

Though only four compartments initially flooded, the ship listed and began downflooding through open portholes in lower-deck wards, which had been left ajar for ventilation. A failed watertight door between two boiler rooms added to the problem.

The master navigated the vessel towards shore, hoping to effect an intentional grounding. During this evolution, two lifeboats were launched without authorization on the port side and were demolished by the exposed port propeller, killing 30 people. Ultimately the screws were stopped and the abandon-ship order given; 35 lifeboats made it away, and 1036 personnel survived.

Brittanic lay on the bottom in shallow water, her position unknown until 1975, when she was rediscovered by Jacques Cousteau. This year, in May, a British team of archaeological divers revisited the site to conduct a recovery operation, with support from Greek authorities. Despite challenging site conditions, they resurfaced historical artifacts from the wreck, including ceramic tiles, cabin fittings, a navigation lamp, a bell, and a passenger's personal binoculars. 

All of the recovered items were taken to specialized underwater antiquities labs in Athens for proper treatment. The ultimate plan is to put them on display in Piraeus' new National Museum of Underwater Antiquities. 

The Canadian Coast Guard and the owners of the cargo ship Thamesborg, Royal Wagenborg, provided updates reporting that after 10 days, the vessel remains stable and in no immediate danger. Resources are being assembled to refloat the 21,359 dwt vessel, which is carrying a cargo of carbon block.

The first salvage equipment, a salvage master, and a naval architect have reached the vessel, and a plan for refloating was submitted to the Canadian Coast Guard and Transport Canada, who said they are reviewing it. The cost of refloating the vessel and any remediation efforts undertaken by the Canadian Coast Guard will be the responsibility of the vessel’s owner.

Additional salvage equipment and staff are expected to reach the ship later in the week. Royal Wagenborg, however, notes that the efforts are subject to the weather, which delayed some operations last weekend. 

 

 

The Canadian Coast Guard had dispatched its vessels CCGS Jean Goodwill and CCGS Sir Wilfrid Laurier to the site and used them to assist in transporting materials. Both vessels have been released, while CCGS Des Groseilliers is now on-scene to monitor and provide response support.

Thamesborg, which is 565 feet (172 meters) in length, was transiting from Asia to Baie Comeau, Canada, when it grounded in the Franklin Strait off Prince of Wales Island, Canada, on September 6. Surveys have confirmed the damage is limited to several of the vessel’s ballast tanks, with no water ingress into the cargo holds or fuel tanks.

Royal Wagenborg highlights that the vessel, which was built in 2012, was designed to meet Finnish/Swedish ice class 1A (IACS Polar Class 7), meaning it is suitable for summer and autumn operations in first-year ice. For the Arctic voyages, Royal Wagenborg said it hires external knowledge in the form of ice pilots, who are often former captains of icebreakers who are familiar with the local waters. They said the Canadian authorities “greatly appreciate that we strengthen our professional crew with extra local knowledge.”

 

 

The company became the first European shipping company in 2016 to traverse the entire North West Passage without the assistance of icebreakers. The company highlighted that it has made several transits of the waters, including Thamesborg previously sailed from Canada to China on the North West Passage.

Using this route, Royal Wagenborg reports is some 3,750 nautical miles shorter than sailing through the Panama Canal. It results in about 14 days less sailing time. They, however, acknowledged the challenges, noting the level of planning required and that ships encounter shallow water, islets, narrow waterways, strong currents in some passages, and routes close to the coast. They said hydrographic data is available, but that navigation aids such as buoys and beacons are very limited. Crews are reported to have to work off a combination of electronic and paper charts.
 

The Croatian government is looking to revive its once-strong shipbuilding industry through a series of privatization efforts. After having stepped in to take control of the shipbuilders 3 Maj and Uljanik Brodogradiliste, the government’s Center for Restructuring and Sale (CERP) has opened bids for the 3 Maj yard located in Rijeka.

Croatia’s once thriving shipbuilding industry succumbed to rising costs, competition from Asia, and the financial strain of COVID-19 and the war in Ukraine. The yards had been struggling before 3 Maj was forced into bankruptcy in April 2025. One of the creditors petitioned the courts, and the company filed for bankruptcy in mid-April with a receiver appointed in May. September 9 was set for a hearing and the deadline for submitting claims.

The shipyard known as 3 Maj traces its origins to 1905. Its recent projects have included two luxury polar cruise ships for Australia’s Scenic Group. The company had been forced to set up its own subcontractor to manage the construction projects and to get the cruise ships completed due to the yard’s financial troubles. Among 3 Maj’s last commercial shipping projects were the construction of two 650-foot self-unloading dry bulk lake freighters for Canada’s Algoma Central Corporation. Scenic Group was reported to be exploring opportunities earlier this year to pursue additional cruise ships with the yard.

The Croatian government stepped in January 2025 to take control of the yard through a debt-to-equity swap for $10.6 million. SeeNews reported at the time that the total claims against the shipyard amounted to more than $48 million and that the plan was to initiate a sale.

CERP, in a filing dated September 17, is inviting public bids for 3 Maj. The minimum price to acquire 100 percent of the government’s shares is set at approximately $7.9 million. Bidders must pay a $2,400 document fee to enter the bidding and include a $79,000 bid guarantee with their entry. Bids must be submitted by November 17. 

Croatia looks to restart the shipbuilding industry and, as such, has placed a restriction on bidding, saying that the buyer has an obligation to maintain the company’s shipbuilding activities.

The government also took control of another major shipbuilder, Uljanik Brodogradiliste, in March 2024, holding a 97 percent stake. That shipyard had also slipped into bankruptcy after its creditors unsuccessfully tried to sell their 55 percent stake in the company in 2023 and again in 2024. The government took over the yard to facilitate making payment of the past due wages to workers. SeeNews reported that the Croatian government also plans to privatize this yard before the end of 2025.

 
 

 

The inland barge industry stands at a critical juncture. While we've long known that barges move cargo more efficiently than trucks or rail—past studies have shown 647 ton-miles per gallon compared to rail's 477 and trucking's 145—our operational visibility has lagged behind other transportation modes. This disconnect between our mode's advantages and technological capabilities has cost operators millions while the larger conversation around supply chain digitization has only intensified. Ocean carriers and trucking companies alike have embraced real-time tracking as table stakes. Shippers increasingly expect the same level of visibility from their barge operators. Those who can't provide it risk losing customers to modes that can, regardless of cost or environmental impact.

The Hidden Cost of Operational Blind Spots

Operational efficiency challenges in inland maritime are intensified by increasingly volatile conditions. Weather conditions, variables locking time, and river levels can all introduce significant delays and financial consequences to voyages, while rate volatility adds another layer of complexity. For example, look at the impact of recent weather-related disruptions on the Mississippi River. In 2022, a backup of more than 2000 barges was reported due to low water levels. In 2023, record-low levels returned for the second year in a row and weather fluctuations again significantly impacted barge rates for major commodities. Looking at these dramatic fluctuations, it is easy to see how many operators struggle to predict revenue and optimize their operations without access to real-time data.

Consider a typical scenario: a barge carrying agricultural commodities approaches a grain terminal without advance notice of its precise arrival time. The terminal, unable to predict the exact timing, schedules conservatively, resulting in a scramble for a berth or adequate labor. The result? Even small delays can lead to demurrage charges or have downstream impacts on scheduled services such as cleaning and maintenance for the operator. With real-time visibility, terminals can optimize berth assignments and labor scheduling while carriers avoid costly delays and better coordinate their fleet operations—a win-win that reduces costs and improves service reliability for all parties.  

BargeOS: Transforming Operations Through Intelligence

BargeOS addresses these challenges by providing real-time intelligence across tracking, 3rd party data integration, and AI-driven predictive analytics to transform how barge operators manage their fleets.

Visibility goes beyond traditional AIS with satellite-connected GPS tracking devices for maximum coverage, while BargeOS Autopilot introduces a breakthrough way to enable precise tracking without installing hardware. By ingesting email nominations and traffic updates, BargeOS Autopilot converts unstructured communications into structured voyage data inputted directly into the dashboard giving operators full visibility into fleet movements. This means stakeholders can instantly monitor barge positions and status,eliminating hours of manual entry and providing a reliable single source of truth.

BargeOS also simplifies voyage planning and quoting processes. By analyzing historical voyage data, real-time lock conditions, water levels, weather, and other external factors, the tool leverages powerful AI to predict potential disruptions and suggest optimal routing. Operators can proactively adjust schedules and resources to reduce idle time, optimize throughput, and better serve customers leading to efficiency gains across the supply chain.

Revenue Optimization Through Asset Intelligence

The financial impact of improved visibility extends well beyond customer satisfaction. Faster turnaround times directly increase asset utilization. For a typical barge operator, even small improvements in efficiency could translate to additional voyages, with each additional voyage representing increased revenue.

The platform also enables operators to optimize voyage planning through historical performance data. By analyzing patterns in transit times, weather impacts, and terminal efficiency, operators can continue to make more informed decisions about routing, scheduling, and capacity allocation.

Building Customer Trust Through Transparency

In today's competitive transportation market, trust has become a differentiating factor. Customers increasingly value transparency and reliability over purely cost-based considerations. BargeOS enables operators to more effectively support those long-term customer partnerships. For example, the platform allows carriers to give customers access to monitor their shipments in real-time, and receive automated status updates. This transparency reduces the amount of direct communication required between shipper and carrier while simultaneously improving customer confidence in service reliability.

When customers can see exactly where their cargo is and when it will arrive, they're more likely to choose barge transportation for future shipments. This customer loyalty translates directly into revenue stability and growth opportunities.

Competitive Advantage in Digital Supply Chains

Customer system integration plays a critical role in digital supply chains. BargeOS provides APIs that allow customers to incorporate barge tracking data directly into their own logistics management systems. The platform offers a single source of truth for all documents, allowing for faster auditing and payment of invoices. With enhanced back office processing and new integration capabilities, operators are positioned as sophisticated supply chain partners rather than simply transportation providers.

Data analytics capabilities also help operators identify new business opportunities for growth. By analyzing cargo flows and customer patterns, operators can identify opportunities for improved lane efficiency, discover new potential market segments or optimize their service offerings to meet emerging demand. With financial performance analysis, operators can easily monitor costs, see revenue per voyage, track demurrage and better understand asset and portfolio utilization.

Implementation and ROI

Deploying BargeOS requires minimal disruption. The platform's hardware can be installed quickly on existing vessels, and the cloud-based software requires no on-site IT infrastructure. Most operators achieve full functionality within weeks and ROI typically manifests within the first year through improved asset utilization and reduced operational costs. Enhanced customer satisfaction and retention provide additional long-term value for the business.

The Future of Barge Operations

As we look toward the future, operational intelligence will become increasingly critical to success. The operators who embrace these technologies today will be best positioned to capitalize on the growing demand for efficient, sustainable freight transportation.

BargeOS transforms how operators manage their assets, serve their customers, and compete in the modern logistics landscape. For operators ready to maximize their potential, a comprehensive solution is available today.

Jason Aristides is CEO of OpenTug, the technology company behind BargeOS. For more information about BargeOS, visit OpenTug.com.

 

A Ukrainian national who was arrested last month on charges of plotting the 2022 Nord Stream pipeline attack is one step closer to extradition. A court in Bologna, Italy has approved his extradition to Germany to stand trial, moving the process on to the appeals phase. 

In late August, Italian police have detained Ukrainian military veteran Serhii Kuznietsov in Rimini, a resort destination on the Adriatic coast. Kuznietsov had an outstanding warrant issued by German authorities, who suspect that he played a role in the complex attack on Nord Stream 1 and Nord Stream 2. The 2022 subsea sabotage operation destroyed three out of four lines in the network, resulting in the largest manmade methane release in history (and a serious impediment to any future restart of the Russian-controlled pipeline system). 

If extradited to stand trial, Kuznietsov faces charges of anti-constitutional sabotage, destroying infrastructure and causing an explosion. Italy's extradition process takes time, but it is moving forward: on Tuesday, the Bologna district-level court ruled that he could be handed over to German authorities. He will appeal to a higher court, his lawyer told AFP. 

Kuznietsov denies any role in the attack, and has a three-part defense. First, he asserts that he was in Ukraine at the time of the blasts in September 2022. Second, his counsel points out that he was a member of the Ukrainian military during the period in question, which would grant him immunity. And third, he claims due process violations during the initial trial, including incomplete access to German prosecutors' files. 

German investigators have identified six suspects in the attack, and have issued a warrant for at least one of Kuznietsov's alleged co-conspirators. Denmark and Sweden, which also have jurisdiction over the sabotage attack, have both dropped their inquiries. 

 

The UK government’s plan to surrender sovereignty of the Chagos Islands to Mauritius took a major step forward this week when the bill passed its Second Reading in the House of Commons, its primary legislative hurdle. The Bill now goes to the House of Lords, where there could be delays. But the most likely obstacle to the deal going through would be a change of heart in the United States – which will be the ultimate loser when the arrangements in the deal unwind and its true character emerges.

The deal envisages continued US use of the Diego Garcia Naval Support Facility, but under a lease-back arrangement, once the UK has surrendered sovereignty over the British Indian Ocean Territory.

The deal was originally promoted in the UK by a group of progressive human rights lawyers (with Starmer a core member), who believed the UK’s national interest would best be served by giving primacy to international law. The mood in Britain has changed significantly since then, and Sir Kier Starmer’s involvement in forcing the deal has not helped his prospects. The Reform party, which leads in the UK polls, has promised to reverse the deal if it gets into office.

A more realistic assessment is that the deal will be completed, and sovereignty will be transferred to Mauritius. However, even before completion, the dangers of the deal are becoming evident.

The most likely adverse occurrence would be the Mauritian government exploiting its rights under the deal to obstruct American use of the base, thereby reducing its value as a strategic asset. The requirement to notify the Mauritius government of any impending attack on a third party, and the right of Mauritius to maintain a presence on Diego Garcia - able in effect to spy on American activity - are the most obvious levers which could be exploited. The Mauritian government and its opposition are far more aligned with Chinese and Indian interests than those of the United States and the United Kingdom. Once the deal is signed, these antagonisms will emerge. The deal has not bought the friendship or loyalty of Mauritius.

Mauritius PM Navin Ramgoolam meets Chinese Ambassador Dr Huang Shifang, May 14 (Instagram)

India, seen as a friend by the United States several months ago but last seen standing alongside Russia, China, Iran and North Korea at the recent military parade in Beijing, has already made an unsolicited offer to ‘help’ Mauritius patrol the Chagos Islands Maritime Protection Area. While greeting the deal as a victory for anti-colonialism, the Indian government has already in effect annexed the Mauritian islands of Agaléga to construct a military base, despite strong opposition from the island’s inhabitants. The Mauritian economy is tied closely to that of India, which has strong leverage over the island.

If India does not use its muscle in favor of anti-American interests, the Chinese are waiting in the wings to do so. At a meeting on May 14, the Chinese Ambassador Dr Huang Shifang pledged to strengthen Mauritius-Chinese relation, particularly in light of the ‘strategic advantages’ which Mauritius enjoys, and that there would be ‘broad prospects for future collaboration’. The Mauritian Prime Minister has had close personal links with China since his father established China-Mauritian diplomatic ties in April 1972. Both China and Russia have welcomed the deal.

The deal could also potentially collapse if a future United Kingdom not supportive of the surrender decided to renege on its payment schedule. The UK government is committed to paying Mauritius an annual rent of $220 million for each of the first three years, $160 million for the next ten years, and then $160 million rising with inflation thereafter. The deal was originally lifetime-costed in the House of Commons at $5 billion, a figure subsequently raised using government accounting protocols to $47 billion. Given the UK’s budget deficit, any future government might be tempted to stop paying the annual cost for the privilege of having surrendered the sovereignty of the British Indian Ocean Territory in 2025.

It is difficult to predict accurately what consequence will occur and when, but most of them threaten the United States’ continued use of the Diego Garcia Naval Support Facility - at best guess, within the next ten years.

Former US Secretary of State Mike Pompeo has recently described the UK National Security Adviser Jonathan Powell who negotiated the deal as “strategically an absolute fool”, adding his opinion that “Mauritius is a close ally of the Chinese Communist Party and not only will we lose Diego Garcia, but you will have Chinese power projection from Diego Garcia.”

The unionized office staff of the International Transport Workers’ Federation, represented by the union Unite, has taken the unusual step of going on strike against their union employer. More than 100 workers at the London headquarters walked off the job on Monday, September 15, and are saying they will remain on strike at least through September 18 after negotiations broke down with the leadership of the ITF.

The employees had taken their first-ever strike vote in July 2025, with 89 percent supporting a full strike and 90 percent an action short of a full strike. This came after the workers strongly rejected (72 percent voted against) a new proposal from management of the ITF. Unite the Union at the time responded on July 17 with a new series of work rules for the ITF workers, including a ban on overtime. They had planned one-day work stoppages on July 22 and 29, but agreed to postpone the walkout after gaining a new negotiation pledge from management.

An actual picket line went up in front of the London headquarters of the ITF, which is a federation of international transport workers' unions. The workers who are normally working to protect the rights of seafarers worldwide find themselves on the picket line this time. A virtual picket line was also set up elsewhere, including the ITF’s current Maritime Roundtable in Cyprus.

Unite is also saying that unless there is progress, the industrial action will continue. The union reports that management has informed them it was canceling a planned September 17 negotiation meeting.

At issue is a planned reorganization of the ITF and its operations. The organization, which traces its origins to its founding in London in 1896, has announced it would be reorganizing its London-based staff, although Unite says the changes could also involve regional employees. Unite reports that the ITF planned cuts for a quarter of the workforce this year. According to their report, half the ITF employees ultimately applied for a voluntary separation scheme, but Unite says others are still at risk.

“Our members have been clear that the restructuring process has been a poorly managed disaster from start to finish,” Unite wrote announcing the strike. Unite is demanding consultations and protections for the remaining employees. They also cite the stress and anxiety the process has created in the employees.

Also at issue is a plan to restructure pay at the ITF. The federation says it is working on a fair, transparent, and competitive compensation program. Unite contends that the ITF management also proposed a pay freeze for most staff members. They assert the federation, however, was planning to increase the minimum and maximum pay rates of senior management, something the ITF denies.

The ITF workers represented by Unite voted down a new proposal last week from ITF management. They said the strike is necessary to make progress on the negotiations.
 

 

After a series of damaging attacks by Ukrainian drones, Russia's oil refining and export infrastructure may not have the capacity to handle - or even store - the full output of Russian oil wells, according to new reports. 

Transneft, the dominant Russian pipeline operator, has put limits on the quantity of storage that producers can use in its pipeline network, Reuters reports. The midstream operator has warned oil companies that if the damage continues and demand drops at the receiving end of the pipeline network, it may have to accept less crude, several industry insiders told the news agency. (Transneft vehemently denied the report and protested that this "fake news" could damage its image.)

If true, hitting the limits of pipeline transit and storage capacity would mean that Russia would be forced to curtail production - meaning shutting-in wells, a process that can reduce a formation's ability to produce oil when restarted. A forced cut in pumping is among Ukraine's top strategic objectives, because Russia funds its ongoing war in large part with oil export revenue. 

The reported restrictions are a result of a concerted campaign of long-distance mass drone attacks. Ukraine has targeted Russia's largest refineries, and some have been hit repeatedly since the start of 2025. Drone operators hit at least 10 Russian refineries since the start of August alone. In recent weeks, Ukrainian intelligence services have broadened the scope of their target list to include Russia's two Baltic loading ports, Primorsk and Ust-Luga, causing limited damage at both facilities.

The impact of any one strike is transitory, as Russian energy companies are capable of making repairs. But the cumulative effect has taken as much as 20 percent of Russia's refining infrastructure offline at a time, and the attacks continue at a rapid pace. Strikes on loading terminals have a multiplier effect: the terminals are a critical backup destination for barrels that have no domestic takers - and there are many such barrels because of the refinery attacks. 

The strike at Primorsk damaged two sanctioned tankers, the Cai Yun and the Kusto, as well as pumping equipment at the facility. Ukrainian analysts have estimated that the damage at Primorsk could reduce its loading capacity by half; it is not fully offline, however, and has already restarted at least some of its waterside operations at a slower pace.  

Russia produces nine percent of the world's crude oil, and the prospect of a slowdown could impact oil prices. So far the market is unperturbed: crude prices are up 3.5 percent over the past month, averaging about $68 rather than $66.  

 

The governments of both Germany and the Netherlands are examining how they structure renewable energy subsidies, looking to spur the industry while managing costs for the end users. Both countries faced disappointments earlier this year when planned auctions for offshore wind failed to generate interest, and they have been working on new plans for their industries.

“In various parts of the world and in Europe, the sector is struggling with rising costs, rising interest rates, and uncertainty about sufficient demand,” said the Netherlands’ Deputy Prime Minister and Minister of Climate Policy and Green Growth, Sophie Hermans. “Without intervention, the rollout of wind farms is at risk of grinding to a halt. The Offshore Wind Energy Action Plan offers additional support for the sector in the coming period and details several additional measures. This will enable the next cabinet to make swift decisions on these matters.”?

Hermans highlighted the danger that, going forward, the pace of offshore wind farm rollout is slower than in recent years. In May, the Netherlands delayed an offshore wind license auction when it became clear that the developers required subsidies to go forward. The Netherlands has 4.7 GW of installed capacity. Its goal for 21 GW was delayed from 2030 to 2032.

The Netherlands continues to see offshore wind energy as a driving force in the Dutch energy transition. It will also help the Dutch to locally source more of their power.

To prevent a slowdown from jeopardizing the country’s long-term plans, Hermans said the new action plan calls for allocating €1 billion to support the construction of 2 GW of new offshore wind farms next year. The plan also anticipates longer-term support efforts for the sector.

In the short term, in addition to the subsidy for the construction projects, the Netherlands government is also extending its Indirect Compensation Cost program by one year with an additional €150 million. This will also improve the future business case for offshore wind farms, according to Hermans. They also plan to work on the demand side of the power market. 

In the longer term, the Dutch cabinet is preparing a bill to enable the Contracts for Difference approach for wind farms, which is already in use in the United Kingdom. Operators receive a subsidy if their revenues fall below a certain level and pay the state when electricity prices are high. The cabinet is also exploring a guarantee fund to support long-term energy contracts.

Another step will consider the timeline for the required construction for wind farms for the developers. The cabinet is also exploring reorganizing the plans for the Ten Noorden van de Waddeneilanden site to possibly incorporate it with the Doordewind energy zone, which would Herman said lead to higher revenue per turbine.

Germany faced similar challenges after it failed to receive bids in its most recent round. The new government’s Economy Minister, Katherina Reiche, on Monday, September 15, said they needed to address bringing down the cost of energy to make the shift to renewable energy successful.

Germany can still achieve its goal of climate neutrality by 2045, but the energy supply must be made more efficient so as not to overburden industry and consumers with the costs of the transition, the minister said.  Expansion must be better managed, and a new subsidy plan will be announced. 

Germany’s goal is to systematically lower its subsidies. For example, the minister called for abolishing a fixed rate for solar power from new installations. For wind power, Germany is also considering CfDs as well as a system of revenue recovery.

Reiche notes that German industry is slowly moving away from oil, gas, and coal. However, they highlight that 54 percent of Germany’s electricity was generated from renewables in the first half of 2025. As part of the new plan, the ministry said it believes the prior government overestimated demand. Working on a revised plan, they asserted that Germany remains on track to source 80 percent of its electricity from renewables by 2030.