The Trump administration has announced ambitious goals to deregulate every industry, and maritime is no exception. That's welcome news for many in the business, including the members of the Offshore Marine Services Association (OMSA), who have proposed a significant rollback in U.S. Coast Guard type approval regulations for safety gear - the familiar standards for flares, ladders, rescue boats, fire doors, ballast water treatment systems, and other shipboard safety gear. Instead, OMSA says, the shipowner should be allowed to buy equipment that is independently tested and certified, without the burden of the Coast Guard type approval process. 

"OMSA respectfully urges the USCG to revoke all regulations which require the U.S. Coast Guard (USCG) to approve a type of equipment before this equipment can be installed or used on a U.S.-flagged vessel.  Adopting this recommendation will eliminate 95 regulations without any adverse impacts to safety, the environment, or property," asserted OMSA President and CEO Aaron C. Smith. 

OMSA held up inflatable liferafts as an example. The USCG’s type approval rule runs to 11,000 words, and it repeats the ISO requirements that the rafts already have to meet on the factory floor, according to OMSA. Meeting the additional review of type approval adds cost and time for equipment manufacturers, and OMSA thinks that safety would be just as good without a Coast Guard type approval review. 

"With all these rules, USCG inspectors are being diverted from critical safety work to duplicate tasks already handled by global standards bodies,” said Smith. “This is about making smart, efficient decisions that support American jobs and industry. Streamlining the system will save time, reduce costs, and keep our fleet competitive.”

According to OMSA, the type approval process also makes it harder for its members to get the equipment they need from vendors. For example, USCG type approved fast rescue boat engines are no longer distributed in Louisiana, so operators have to look far and wide for replacements, causing delays. If the type approval requirement were lifted, the association argues, operators could use locally-available engines without any difficulty. 

 

Officials in Bulgaria have arrested the owner of the Rhosus, the aging freighter that brought a cargo of explosives-grade ammonium nitrate into Beirut in 2013. In 2020, that cargo exploded, destroying half the port and killing more than 200 people. 

The cargo of ammonium nitrate entered Beirut’s port on the Moldovan-flagged ship Rhosus in November 2013. The vessel was detained for PSC deficiencies and seized by port officials. Her cargo was a consignment of 2,750 tonnes of ammonium nitrate, officially intended for a mining firm in Mozambique, but mechanical issues forced the ship to call in Beirut (or to pick up more paying cargo, depending on the account). Rhosus never left: it was detained for PSC deficiencies, then abandoned by the owner, and it later sank at a pier. The cargo was moved to a warehouse on the grain pier, where it stayed until its detonation on August 4, 2020. 

After the blast, the FBI estimated that the actual amount that detonated was about one-fifth of that, indicating that a portion of the cargo had been surreptitiously removed. The site had known security gaps: welders were working to secure the doors of the warehouse facility on the day of the blast, and likely triggered the explosion. 

Attention quickly focused on the Rhosus' role in the tragedy, and on the owners who abandoned it. Shortly after the investigation into the blast got under way, the investigating judge on the case (at the time) issued an international arrest warrant for the captain and for the owner, Russian-Cypriot dual national Igor Grechushkin. His role in the vessel's operation is disputed: the Organized Crime and Corruption Reporting Project (OCCRP) has identified another Cypriot shipping magnate as the vessel's ultimate beneficial owner, and based on OCCRP's paper trail, Grechuschkin appears to have been chartering the vessel.  

Grechushkin has been subject to an arrest warrant for many years, but with little effect. This may be in part because of the status of the Lebanese investigation. After the blast, the inquiry almost immediately focused in on the Lebanese political figures who allowed the explosives to sit on a dock near a residential district. The suspects began to fight back: certain officials worked to have the investigating judge removed, and the inquiry under replacement Judge Tarek Bitar also stalled. The case became an oft-cited and unpopular example of self-dealing by powerful members of Lebanon's political class. 

After years of stagnation, the investigation got a reboot in January 2025 thanks to the newly-elected government of Lebanese President Joseph Aoun and Prime Minister Nawaf Salam. They campaigned on a pledge to seek justice for the thousands of people who were displaced, injured or killed by the blast, and immediately empowered Bitar to move forward. That inquiry is showing signs of progress at last, and Grechuschkin's arrest is among the first tangible steps. 

 

The latest tool in the fight against misdeclared and undeclared dangerous goods in containers is being launched by the World Shipping Council in its Cargo Safety Program. The industry-led initiative is using a new AI-powered screening tool in an attempt to identify the dangers that are a leading cause of fires and increase protection for crew, vessels, and the environment. At launch, carriers representing more than 70 percent of global TEU capacity have joined the program.

Misdeclared dangerous goods are a leading cause of ship fires, reported as responsible for more than a quarter of all cargo-related incidents, according to data from Allianz's Safety and Shipping Review 2025. The insurer warned in its analysis that ship fires are at their highest level in over a decade, including several high-profile incidents in recent weeks.

 The Marie Maersk reached Malaysia yesterday, September 14, a month after the crew saw smoke coming from a container while they were off the coast of Africa. While they were able to contain the fire, Maersk has declared General Average to share the cost of the extraordinary firefighting effort. Last week, the hulk of Wan Hai 503 also finally arrived in a port of refuge after a devastating container fire and explosions, which contributed to the loss of four crewmembers and a vessel that was largely burnt out.

“We have seen too many tragic incidents where misdeclared cargo has led to catastrophic fires, including the loss of life,” said Joe Kramek, President and CEO of the World Shipping Council. “The WSC Cargo Safety Program strengthens the industry’s safety net by combining shared screening technology, common inspection standards, and real-world feedback to reduce risk.”

At the heart of the program is a digital cargo screening tool powered by the National Cargo Bureau’s (NCB) technology. The program combines AI-powered cargo screening and common inspection standards to identify misdeclared and undeclared high-risk shipments before they are loaded. In addition, it incorporates machine learning to help the tool get smarter and to adapt to new and emerging risks.

The system will scan millions of bookings in real time using keyword searches, trade pattern recognition, and AI-driven algorithms to identify potential risks. Alerts are reviewed by carriers and, when needed, verified through targeted physical inspections.

The World Shipping Council says it does not replace the fundamental obligation shippers have to declare dangerous goods accurately. However, the program will also establish common inspection standards for verifying shipments and an incident feedback loop to ensure lessons from real-world cases strengthen prevention. 

The World Shipping Council recently warned that an analysis of port state inspection data showed that more than one-in-ten (11.39 percent) had a problem in 2024 out of more than 77,600 containers inspected.  The report highlighted that deficiencies were up slightly from 2023 and at a new, recent high, with issues including misdeclared and undeclared dangerous goods, incorrect documentation, and improper packing.

By improving cargo screening, the World Shipping Council believes it will help prevent incidents, protecting crew, vessels, other cargo, and the environment. A similar effort launched in the past few years to help educate crews about container collapses and the dangers of parametric rolling contributed to declines in the number of boxes being lost overboard.
 

 

A collision between two fishing boats left five people missing off the coast of Mauritania last week, prompting a large-scale search. 

The Gambian-flagged Right Whale and the Mauritania-flagged Tafra 3 collided off the coast on Friday, in fine weather and calm surface conditions. A video obtained by Faro de Vigo and Voz de Galicia appears to show that Right Whale's bow hit Tafra 3 amidships on the starboard side; Tafra had trawl cables visibly trailing astern, indicating that she was engaged in fishing operations or working on gear over the side in the moments before impact.

After the collision, the two ships remained connected and Right Whale continued to push Tafra ahead for about two minutes. When Tafra finally drifted away, it became apparent that the smaller vessel had a wide-open tear in her hull all the way from the main deck level down. She listed further and further to starboard, then sank by the stern in about 50 meters of water. 

Spanish outlet Informacion reports that the vessel sank so fast that the crew could not deploy their rafts. Instead, they all donned lifejackets, and the rafts popped up later by hydrostatic release. 

21 survivors were rescued, including three Spanish nationals and at least one Russian citizen. One of the Spaniards sustained a head injury and required stitches. Five Mauritanian nationals remained missing, and SAR operations reportedly continued through the weekend.

The master and first officer of the Right Whale have reportedly been arrested, and a local investigation into the cause of the casualty is under way. 

[By: ABS]

“Shipping and the IMO are on different trajectories. There is no clear pathway for green fuel availability and scalability and infrastructure support. LNG and biofuels are mission critical to any success and should not be overlooked, over penalized or discarded in the Net Zero regulation. Quite frankly, achieving net zero for shipping by 2050 looks like a wildcard.”

That was the message for the industry from ABS Chairman and CEO Christopher J. Wiernicki at the launch of the 2025 ABS Sustainability Outlook, Beyond the Horizon: Vision Meets Reality.

“The industry needs a framework but we need one that marries ambition with reality,” added Wiernicki. “The mechanics need to be thought through. Right now, we are not where we need to be. Emissions remain 121 percent above the 2008 baseline, compliance costs are compounding, and the signals shaping investment - regulation, fuel pricing, penalties, availability, scalability - are moving at different speeds. The IMO needs to take a timeout. We need to get this right.”

Launched at the ABS Sustainability Summit during London International Shipping Week, the seventh edition of the annual industry leading report shows that, despite progress on carbon intensity, shipping’s absolute emissions continue to climb.

“Maritime decarbonization is a three-part calculus: 70 percent fuel selection, 15 percent energy efficiency, and 15 percent performance optimization. That 30 percent beyond fuel is where software plays a pivotal role and, given the current scarcity of green and blue fuel variants globally, is where the most immediate and scalable gains can be achieved,” Wiernicki said. “Getting closer to the 2030s, we need to protect the bridge, which is LNG with methane-slip controls and credible bio-/e-LNG pathways, to extend the runway, which is energy efficiency technologies and onboard carbon capture, to cut well to wake emissions and prepare the endgame: nuclear and zero carbon fuels when they are safe, insurable and investible at scale.”  

The report also highlights the sharply increasing cost of compliance, modelling how a typical vessel trading within the EU could see daily operating costs increase from approximately $15,000 in 2028 to around $45,000 by 2035. Meanwhile, LNG is over-penalized in the early 2030s although it underpins blue fuels, keeps hard-to-abate segments compliant, and buys time for zero-carbon fuels, provided methane slip is addressed and pathways to bio-/e-LNG are opened.

The Outlook, a compilation of ABS research and advanced analysis of progress with respect to sustainability challenges at sea and the readiness of the various solutions, highlights both the important bridging role of energy efficiency technologies and an impending retrofit capacity crunch at shipyards. Finally, the Outlook acknowledges the game-changing potential of nuclear propulsion technology beyond 2035.

A copy of the 2025 ABS Sustainability Outlook, Beyond the Horizon: Vision Meets Reality is available for download here.

[By: United European Car Carriers’]

Renault Group has signed up to participate in United European Car Carriers’ (UECC) Sail for Change fuel-switching programme, making it the fifth automotive manufacturer to join the pioneering initiative that has seen major reductions in emissions through bunkering of liquefied biomethane on UECC vessels.

Pilot shipments of Renault vehicles started on 1 July from Zeebrugge, Belgium to Esbjerg, Denmark under Sail for Change (S4C), which UECC estimates will result in an annual saving of 1 million kilograms (1000 tonnes) of Scope 3 CO2 emissions for the leading French car maker.

“It is great to see that another valued customer has decided to come onboard Sail for Change as the programme has expanded since being launched a year ago, boosting bunkering of liquefied biomethane (LBM) to generate significant emissions reductions to meet the market demand for more sustainable maritime logistics,” said UECC CEO Glenn Edvardsen.

“The programme has gained momentum with the support of our customers, which enables us to step up our sustainability efforts through increased investment in alternative fuel technologies for a greener future.”

Flagship for decarbonisation
The use of high-impact LBM, or bioLNG, as fuel on UECC’s fleet of dual and multi-fuel LNG Pure Car and Truck Carriers (PCTCs) enabled the company to cut its CO2 emissions by more than 107,000 tonnes in 2024 and it expects this reduction to increase by 50% to nearly 155,000 tonnes this year.

Renault Group is looking to reduce emissions from its supply chain and logistics by at least 27% by 2030 as part of its ambition to achieve net zero in Europe by 2040 and worldwide by 2050 under its so-called ‘Renaulution’ strategic plan.

UECC’s Energy & Sustainability Manager Daniel Gent said: “Sail for Change is our flagship product for customers seeking to decarbonise, allowing them to make a direct, meaningful and certified impact on their supply chain emissions by offering marine transport powered by sustainable fuels, complemented by energy efficiency measures in UECC ship operations and onshore electrification.”

Expanding fuel scope
UECC has been able to realise major environmental efficiency gains for its fleet under S4C through the use of both biofuels and LBM, which allows carbon-neutral cargo shipments, as it seeks to expand the scope of the programme to embrace more sustainable fuels such as eLNG.

BioLNG, which is being provided for S4C under a supply agreement with Titan Clean Fuels, is now seen by UECC as the key fuel to achieve its target of a 45% reduction in carbon intensity by 2030 towards its goal of net zero by 2040.

“As a front-runner in decarbonisation of shipping, UECC is in alignment with the needs of the market through low-carbon ship operations and is delivering on our long-term promise to insulate our customers from regulatory penalties under the new green regime,” Gent added.

‘Hitting a sweet spot’
UECC has been able to avoid surcharges for its customers as its eco-friendly fleet is generating a compliance surplus under FuelEU Maritime that can be monetised through the pooling mechanism of the regulation. And this surplus is set to continue long into the future with increasing adoption of alternative fuels that are expected to account for 58% of the company’s fuel use by 2030.

While its fleet retains a C rating or above to remain compliant with the IMO’s CII (Carbon Intensity Indicator), progressive reductions in emissions also enable UECC to minimise financial exposure under the EU Emissions Trading System for the benefit of its customers.

Edvardsen concluded: “The success of the Sail for Change programme shows that it is hitting a sweet spot in the market amid regulatory pressure that represents a commercial driver for sustainability, proving that this is a key competitive differentiator both for UECC and its customers.”

[By: Med Marine]

Med Marine proudly announced that the first of six next-generation RAmparts 2800 series tugboats, purpose-built for the Office de la Marine Marchande et des Ports (OMMP), successfully completed her sea trials in the Black Sea on August 27th. Conducted under the close supervision of MED MARINE’s engineering team and classification society surveyors, the trials confirmed the vessel’s full alignment with design performance, from powerful bollard pull to agile manoeuvrability and operational resilience.

This milestone comes just three months after the 28-meter harbor tug’s ceremonial launch on May 27th at MED MARINE’s Ere?li Shipyard, an event that marked the visible beginning of a six-vessel fleet project arising from the contract signed between OMMP and MED MARINE in November 2023. Having successfully completed her sea trials, MED MARINE is excited to continue advancing its collaboration with OMMP through this high-performance harbor tug.

Measuring 28 meters in length, this MED-A2800SD tug is engineered to deliver a minimum bollard pull of 60 tonnes ahead. Designed by Robert Allan Ltd., she meets Class FIFI-E requirements and is powered by two medium-speed diesel engines. Her open aft deck, capable of accommodating two 10-foot containers, ensures operational flexibility, while her robust configuration prepares her for a wide range of missions including ship handling, towing, mooring, escorting, pushing, and firefighting.

As the first in a series of six sister vessels, this tug embodies the fusion of MED MARINE’s advanced shipbuilding expertise and OMMP’s progressive vision for safer, more efficient port operations. More than just a technical achievement, the successful completion of her sea trials highlights the coordinated efforts, meticulous planning, and mutual dedication that define this partnership.

Technical specifications of the tugboat:
Length: 28,20 m
Beam: 11,50 m
Depth: 5,49 m
Draft: 5,40 m
Gross Tonnage: 428
Bollard Pull: 60 tons
Speed: 12 knots @ 80% MCR
Crew: 8

[By: World Shipping Council]

The World Shipping Council (WSC) today announced the launch of its Cargo Safety Program, an industry-led initiative to detect misdeclared and undeclared dangerous goods in order to prevent ship fires, protect crews, vessels, customers’ cargo, and the marine environment.

The program combines AI-powered cargo screening and common inspection standards to identify misdeclared and undeclared high-risk shipments before they are loaded.

Ship fires are at their highest level in over a decade, according to Allianz's Safety and Shipping Review 2025. Misdeclared dangerous goods are a leading cause of ship fires, reported as responsible for more than a quarter of all cargo-related incidents.

“We have seen too many tragic incidents where misdeclared cargo has led to catastrophic fires, including the loss of life,” said Joe Kramek, President and CEO of the World Shipping Council. “The WSC Cargo Safety Program strengthens the industry’s safety net by combining shared screening technology, common inspection standards, and real-world feedback to reduce risk.”

At the heart of the program is a digital cargo screening tool powered by the National Cargo Bureau’s (NCB) technology. It scans millions of bookings in real time using keyword searches, trade pattern recognition and AI-driven algorithms to identify potential risks. Alerts are reviewed by carriers and, when needed, verified through targeted physical inspections.

The program also establishes common inspection standards for verifying shipments and an incident feedback loop to ensure lessons from real-world cases strengthen prevention. At launch, carriers representing more than 70 percent of global TEU capacity have joined the program.

“By working together and using the best available tools, we can identify risks early, act quickly, and prevent accidents before they happen,” Kramek said. “The Cargo Safety Program is a powerful new layer of protection, but it does not replace the fundamental obligation shippers have to declare dangerous goods accurately. That is the starting point for safety, and it is required under international law.”

The launch builds on WSC’s longstanding work to improve maritime safety, from developing cargo handling rules to supporting environmental protection measures. The program will continue to evolve, with regular updates to its technology and standards to address new and emerging risks.

“Ocean carriers transport the goods vital to the flow of global trade, and we have a responsibility to move them safely,” Kramek added. “By raising the bar on cargo screening, we are protecting lives, safeguarding the environment and improving the integrity of the global supply chain.”

Efforts are continuing in the Port of Long Beach to clean up from last week’s container collapse. The Unified Command overseeing the operations reported as of Sunday, September 14, that nearly half of the containers estimated to have fallen from the vessel have been recovered, while they have also secured containers remaining aboard the containership Mississippi.

The Southern California US Coast Guard reported on Sunday that eight more submerged containers had been located and that they were being removed. In total, it said 32 containers had been recovered as of Sunday out of the estimated 75 boxes that fell from the Mississippi on September 9. The first two containers were recovered on Wednesday, the day after the incident, while the Coast Guard said sonar surveys were underway to locate the submerged containers. The Unified Command reports it is continuing to conduct surveys, drone overflights, and dive operations.

 

 

Two bays on the Mississippi collapsed on Tuesday, leaving numerous boxes askew. Some later fell onto the dock. Now, the port and the Unified Command are reporting unaffected containers have been secured. A small fuel leak from the emissions barge was also secured last week.

“In just a few days, we have made significant progress in securing the vessel cargo and recovering containers,” said Capt. Stacey Crecy, Commander, U.S. Coast Guard Sector Los Angeles – Long Beach. “This progress was made possible due to the dedication of all participating agencies, vessel managers, the Port of Long Beach, the ITS terminal, and highly skilled ILWU labor working together.”

Cargo operations are largely unaffected, they report, except at the single berth. A 500-yard safety zone remains in place, and the USCG is helping to navigate vessels around the zone to continue port operations.

 

 

The incident comes as the port continues to see strong volumes. The Port of Long Beach reported today that it had its second-busiest August on record and the sixth-busiest month in its 114-year history. Container volume was 901,846 TEU, which was down approximately 4.5 percent from July but only 1.3 percent down from the record set a year ago in August. Imports were down 3.6 percent and exports off more than 8 percent, while empties leaving the port were up 3.7 percent. The Port of Long Beach notes its volume is up 8.3 percent so far in 2025 to nearly 6.6 million TEU.

The Port of Long Beach notes that retailers have continued to rush merchandise imports during the pause in tariffs. Recently, the National Retail Federation, however, predicted that container imports would continue month-to-month declines before leveling off at a reduced rate. 

 

When it comes to storage and transportation needs, 20 ft standard containers continue to stand the test of time. These containers have been a staple in the shipping and logistics industry for decades. Their compact size, robust durability, and incredible versatility make them a go-to solution for businesses and individuals alike. Whether you’re moving cargo across the globe or seeking a reliable storage option, 20 ft standard containers deliver consistent performance without compromise.

Here’s a closer look at why these containers remain a popular choice for storage and transport.

What Are 20 ft Standard Containers?

A 20 ft standard container is a universally recognized shipping and storage unit crafted to meet strict ISO (International Organization for Standardization) guidelines. Measuring 20 feet in length, 8 feet in width, and 8.5 feet in height, these containers are compact yet spacious enough to accommodate a variety of cargo types.

Made from high-strength Corten steel, they are built to endure harsh environmental conditions while safeguarding the contents inside. They are also highly compatible with intermodal transportation, allowing them to transition effortlessly between ships, trucks, and trains.

Key Characteristics

Dimensions (approximate):

• External: 20 ft (6.06 m) long, 8 ft (2.44 m) wide, 8 ft 6 in (2.59 m) high
• Internal: ~5.9 m × 2.35 m × 2.39 m

Capacity:

• Volume: ~33 cubic meters (1,170 cubic feet)
• Payload: up to 28,000 kg (61,700 lbs), depending on shipping line regulations
• Material: Usually made of corten steel (weathering steel) for durability and rust resistance.
• Structure: Fully enclosed, with rigid walls, floor, and ceiling; single set of double doors at one end.
• ISO Standard: Fits intermodal transport (ships, trains, trucks).

Uses

• Transporting general cargo (boxes, pallets, machinery, furniture, textiles, electronics, etc.).
• Storage solution for businesses and construction sites.
• Conversion into offices, kiosks, or modular housing units.

Advantages

• Universal fit: Standard size for ships, trucks, and trains.
• Cost-efficient: More economical than larger containers for smaller loads.
• Versatile: Suitable for nearly any type of dry cargo.
• Widely available: The most common container size globally.

Features of 20 ft Standard Containers

What sets 20 ft standard containers apart is their well-rounded design that combines practicality, durability, and versatility. Here are some of the key features that make them indispensable:

• The size of these containers strikes a perfect balance — small enough to fit in tight spaces yet spacious enough to handle mid-to-large shipments.
• Built with corrosion-resistant steel, these containers are designed to withstand extreme weather, heavy handling, and prolonged usage without compromising their structural integrity.
• Their ISO compliance ensures easy integration into global shipping networks, making them a trusted choice for businesses operating across multiple channels.
• Equipped with heavy-duty locking systems, 20 ft containers ensure the safety of your goods by preventing unauthorized access.
• These containers keep your cargo safe from rain, wind, and pests, making them ideal for short- and long-term storage applications.

For businesses dealing with large inventories, these containers can be stacked securely, optimizing space usage at ports, warehouses, or job sites.

Benefits of 20 ft Standard Containers

The enduring popularity of these containers stems from the wide array of benefits they bring to the table:

• Whether you’re in manufacturing, agriculture, construction, or retail, these containers adapt to your needs seamlessly.
• Their manageable size makes them easy to transport and maneuver, yet they still offer plenty of interior space to store or ship cargo efficiently. With a total capacity of 33 cubic meters, they strike a perfect balance between size and usability.
• These containers are renowned for their longevity. Their corrosion-resistant steel construction ensures they remain operational even after years of use, making them an excellent long-term investment.
• Their compact size makes them more affordable to transport compared to larger containers. For businesses with smaller shipments or limited budgets, they provide an ideal cost-saving solution.

Whether you’re using them for international shipping or as stationary storage units, the 20 ft container is highly portable and fits well in diverse environments, from crowded city spaces to remote industrial sites.

When they’re no longer needed for shipping, these containers can be repurposed into innovative solutions like office spaces, storage sheds, or even homes, reducing waste and environmental impact.

Applications of 20 Ft Standard Containers

The adaptability of 20 ft containers has made them invaluable across various industries and operational scenarios. Here are some of the most common applications:

• Global shipping.
• On-site storage.
• Emergency relief.
• Construction industry.
• Warehousing.

Entrepreneurs and architects are converting these containers into retail shops, pop-up restaurants, and even modern homes, celebrating their structural integrity and flexible design.

Why Pelican Containers?

Pelican Containers prides itself on offering high-quality container solutions that cater to diverse business and personal requirements. 20 ft standard containers are durable, affordable, and available in a variety of conditions to meet your specific needs — whether you’re looking for new, used, or refurbished containers.

With competitive pricing and unbeatable service, Pelican Containers is your trustworthy partner for container solutions. This post is sponsored by Pelican Containers. 

Timed to the opening of the London International Shipping Week 2025, the UK government announced plans for another massive investment into the decarbonization of shipping that will also include further commitments from the private sector. The government is adding approximately $610 million to its UK Shipping Office for Reducing Emissions (UK Shore) program, while reporting that private industry will contribute another $952 million to programs to aid shore communities and spur decarbonization.

UK Shore was launched in 2022 and has already allocated $326 million to more than 200 projects. It has further leveraged an additional approximately $150 million direct private investment. They point to efforts developing electric and efficiency solutions for various vessel types, ranging from ferries to cargo and offshore wind vessels. It has also contributed to programs for hydrogen, ammonia, and methanol, and supports R&D and demonstrations of emerging technologies. 

The conference kicked off with an opening ceremony at the London Stock Exchange with the UK Parliamentary Under Secretary for Local Transport, Simon Lightwood. He highlighted the critical role shipping plays in the UK economy and its contribution to technological progress.

A member of Parliament and the UK government’s recently appointed Parliamentary Under-Secretary of State for Transport, Keir Mather, wrote to Parliament informing them of the investment plan. He highlighted how it fits within the 2025 Department of Transport maritime decarbonization strategy and the goals to place the UK at the forefront. He said they intend the new funding for between 2026 and 2030 to accelerate technology for decarbonization and allow industry to plan for the next five years of clean maritime innovation.

During 2026, he said the government plans for the next round of the Zero Emissions Vessels and Infrastructure competition that funds efforts to build and conduct commercial trials of clean maritime solutions. They are also planning the seventh round of the Clean Maritime Demonstration Competition for demonstration projects by 2030. The new funding will also provide for two more rounds between 2027 and 2029 and fund the Clean Maritime Research Hub until at least  2028.

Mather traveled to the Cammell Laird yard near Liverpool to highlight $4.9 million of previous UK Shore funding for the installation of a zero-emission electric shore power system. The UK programs have also contributed to power across the South Coast of England and London, as well as the FastRig wingsail being developed in Scotland.

Among the private industry investments being announced is more than $400 million from Peel Ports for its Liverpool, Hunterston, and Great Yarmouth ports, while NatPower Marine reported $340 million for shore power. The Port of Tyne will invest more than $200 million in the North Side, creating opportunities in offshore wind and manufacturing.

London International Shipping Week continues all week and is designed to highlight advancements in the industry. The Transport Secretary and Maritime Minister will attend a series of events where they will champion UK shipping and highlight the potential for the industry.
 

 

Drew Marine, a global leader in maritime solutions, has acquired all rights, intellectual property, and technical documentation related to CD92 Mycronizer from Schiffs & Industrietechnik GMBH (SIT).

For decades, Drew Marine has offered a wide range of products and solutions designed to address various challenges associated with marine fuels. Drew Marine’s solutions are especially important as the marine industry incorporates fuel changes and adapts to more stringent environmental regulations. Our fuel treatment solutions include fuel mills and products to enhance fuel stability, improve combustion efficiency, prevent microbial growth, control sludge and deposits, optimize cold flow performance, and support water separation to ensure reliable, efficient, and compliant marine engine operation. The company’s latest offering, the CD92 Mycronizer, supports both environmental compliance and operational performance, making it a valuable addition to Drew Marine’s expanding Engineered Systems and New Build portfolios.  

Compact and easily adaptable, the CD92 Mycronizer delivers two critical capabilities: 

•   Combustion Improvement – When located prior to the engine, it will break down agglomerated hydrocarbons (asphaltenes), ensuring the fuel droplets are the same size and as small as possible. This reduces specific fuel consumption, wear and tear on engine components, and reduces soot emissions. 

•   Sludge Reduction and Fuel Homogenization – When located prior to the purifier or in Settling Tank recirculation, it will reduce the amount of burnable fuel rejected by the purifier as sludge waste without jeopardizing catfine elimination. When utilized for storage tank circulation, this solves incompatibility issues. 

With the addition of the wide capacity range of the CD92 Mycronizer line, Drew Marine offers a full line of fuel homogenization equipment, chemical treatments, and test monitoring solutions, along with remote and onboard technical support all designed to work in synergy. Our holistic approach to fuel management empowers shipowners and operators to optimize fuel quality, reduce waste, and ensure regulatory compliance across a wide range of fuel types.  

“This acquisition aligns with our strategy of combining innovation with practical onboard solutions,” said Scot R. Benson, CEO of Drew Marine. “The CD92 Mycronizer offers immediate value to owners looking to increase efficiency and long-term reliability. This proven technology is an important addition to Drew's fuel management program. We are proud to partner with Heino Stache to continue to supply and develop this technology.”  

“Heavy fuel management is a growing challenge,” added Heino Stache, Managing Director of SIT. “We’re confident Drew Marine will expand the technology’s impact globally.”  

The CD92 will be integrated into Drew Marine’s New Build program and is now supported worldwide by the company’s technical service network.

Drew Marine has been providing the maritime industry with technical services and solutions for almost a century. Today, its global team brings the same dedication, expertise, and innovation to its services and products to help its customers find success in their businesses. 

This article is sponsored by Drew Maritime. For more information about Drew Marine’s fuel treatment solutions, visit drew-marine.com.  
 

[By: The Swedish Club]

The Swedish Club has announced the signing of a strategic partnership with Ping An Property & Casualty Insurance Company, a subsidiary of Ping An Group, one of China’s leading financial services providers. This agreement marks a significant step forward in the Club’s long-standing commitment to the Chinese maritime and insurance sectors.

The Swedish Club’s partnership with Ping An P&C Insurance marks an important milestone in strengthening the Club’s commitment to the Chinese market. By working together, the Club gains valuable local insight, infrastructure, and support, further enhancing its ability to serve members in China more effectively.

The partnership also adds another channel through which shipowners can access the Club, complementing the direct relationship they have always enjoyed. In this way, members benefit both from The Swedish Club’s global expertise and from Ping An’s local knowledge, market reach, and financial strength.

Importantly, this is the first partnership of its kind for The Swedish Club in China, broadening the ways in which members can connect with the Club’s world-class marine insurance and loss prevention offering, and ensuring stronger, more flexible support for shipowners, operators, and charterers across the region.

“This partnership reflects our deep and continued commitment to China,” said Managing Director Thomas Nordberg of The Swedish Club. “China is at the heart of global shipping, and working alongside Ping An enables us to serve our members with even greater efficiency, insight, and local presence. Together, we can deliver world-class solutions tailored to the evolving needs of the Chinese maritime industry.”

The agreement will focus on:

• Enhanced local support – providing members with faster, more accessible service through Ping An’s nationwide network.

• Shared expertise – combining international best practice with in-depth local knowledge to deliver innovative insurance and risk management solutions.

• Sustainable growth – supporting the long-term development of maritime trade and risk management in China.

Mr. Shi Liangxun, General Manager of Ping An P&C Insurance, commented: “We are delighted to partner with The Swedish Club, a trusted name in global marine insurance. This collaboration allows us to bring even greater value to our clients in the shipping industry, while reinforcing China’s position as a hub for global maritime trade.”

The Swedish Club first established its presence in Hong Kong in 1982, and this new partnership underlines the Club’s dedication to growing its footprint in the region. By working hand in hand with Ping An P&C Insurance, The Swedish Club is better placed than ever to support its members in navigating the opportunities and challenges of the Chinese market.

[By: Korean Register]

KR (Korean Register) brought together four leading maritime digital solution providers, Avikus, LAB021, Mapsea, and Marineworks, through a new Memorandum of Understanding (MOU) to promote digital transformation across the maritime industry.

As global decarbonization regulations tighten and digitalization advances, demand is rising sharply for sophisticated digital solutions that support efficient ship operations and ensure compliance with environmental standards.

Through this partnership, KR is spearheading cooperation with Korea’s top maritime software innovators, supporting customers in their digital transition while enhancing the overall competitiveness of the maritime industry ecosystem.

Under the agreement, KR and its partners will work together on a broad framework that includes:

• Development and application of maritime digital solutions and data platforms
• Joint research and technology development in smart, autonomous, and low-carbon solutions
• Exchange of digital technologies to enhance maritime safety, environmental protection, and operational efficiency
• Coordinated efforts in business development, marketing, and public relations

Each participating company offers its own distinctive expertise which will be brought together under KR’s initiative:

• Avikus – AI-based autonomous navigation technology
• LAB021 – ship operation optimization and environmental compliance solutions
• Mapsea – maritime big data analytics and real-time navigation services
• Marineworks – customized Electronic Navigational Chart (ENC) and fleet management systems

Through this collaboration, KR will provide its customers access to a broad portfolio of tailored digital services, enabling them to select and apply the solutions that best fit their operational needs.

YOON Sungho, Senior Executive Vice President of KR, stated:“Digital transformation is a vital challenge for the maritime industry, one that requires collaboration across diverse technologies and expertise. KR is working with leading Korean software companies to ensure that digital solutions enhance ship safety, comply with international standards, and support clients worldwide as the industry navigates digital and environmental transitions.”

[By: Steerprop]

Finnish propulsion expert Steerprop has been selected to power the new Polarstern, Germany’s next-generation polar research icebreaker, with a propulsion system designed to deliver exceptional reliability, minimal underwater noise, and long-term cost efficiency. The tailor-made solution supports the vessel’s demanding scientific mission in fragile polar environments and ensures high performance through cutting-edge predictive maintenance and proven ice-class technology—now scaled for unprecedented capability.

TKMS will build the new Polarstern for the Alfred Wegener Institute, Helmholtz Centre for Polar and Marine Research (AWI) and has selected the Finnish propulsion specialist Steerprop to supply the azimuth propulsion system for the new Polarstern, Germany’s next-generation polar research icebreaker. Steerprop’s solution was chosen for its exceptional reliability, ultra-low underwater radiated noise (URN), and advanced predictive maintenance capabilities—all vital to the success of long-term, uninterrupted polar missions in fragile ecosystems. In addition to these technical features, Steerprop’s unmatched propulsion expertise and proven ability to support complex, demanding vessel designs made it the clear choice. Steerprop’s polar track record—with azimuth propulsors on every third icebreaker in service in the world and without a single major overhaul in more than 15 years, also gave TKMS and AWI the confidence they needed.

Due to enter service in 2030, the new Polarstern will operate for up to 310 days a year in the Arctic and Antarctic, requiring a propulsion solution that supports extreme endurance, energy efficiency, and acoustic sensitivity. Built to Ice Class PC2, the vessel will be powered by two Steerprop SP 160 PULL ARC LM azimuth propulsors, the largest mechanical units of their kind ever built, each delivering 9 MW of power through a 4.8-meter diameter propeller. The specifications require holding a steady 3 knots through multiyear ice of up to 1.8 metres thick with 20 % snow cover.

“For a vessel of this importance, technical performance alone isn’t enough,” said Riku-Pekka Hägg, CEO, Steerprop. “We’re proud to deliver a propulsion solution that ensures mission success while minimizing environmental impact, maximizing uptime, and optimizing total cost of ownership over the vessels’s lifetime.”

Proven technology, scaled for new demands
While the SP 160 PULL ARC LM units represent a record in size, they are based on Steerprop’s well-proven mechanical propulsor platform, used widely in the icebreaking fleet. The thrusters are engineered for harsh ice conditions, offering mechanical dependability with modern automation for precise control in both icebreaking and station-keeping operations.

“The new Polarstern represents the next generation of research vessels with its high sustainable profile, and highest safety and standards,” said Yngvar Frodell, Project Director of the new Polarstern at TKMS. “With the selection of the complex propulsion system for the new Polarstern, we are ensuring that we meet our high requirements for reliability and environmental protection.”

Steerprop propulsors meet industry’s toughest URN standards
The new Polarstern will operate in ecologically sensitive regions where acoustic disturbance must be minimized. Meeting the most stringent URN requirements ever applied to a vessel of this class, the propulsors incorporate Steerprop’s unique design, engineering, and manufacturing standards—including a noise-optimized gearbox design and an integrated permanent magnet propulsion motor. These integrated features reduce radiated noise at its source, making the system ideal for acoustic research and minimally invasive marine operations.

Predictive maintenance for maximum uptime and cost efficiency
Given the vessel’s limited time in port and expected 30-year service life, predictive maintenance and reliability are central to mission success. Steerprop will supply its full Steerprop Care condition monitoring system, which continuously provides detailed data on propulsor health and performance. This empowers the operator to plan maintenance proactively, eliminating unnecessary part replacements and avoiding unplanned downtime—significantly reducing lifecycle costs.

“Instead of changing components on a fixed schedule, the crew can make informed, data-driven decisions about when and what to service. That’s a smarter way to operate—and a big cost saver over decades,” added Hägg.

A comprehensive polar propulsion partnership
Steerprop’s involvement goes beyond delivering the two main azimuth units. The company is also fully responsible for the hydrodynamic design of the vessel’s center shaft line propeller—ensuring optimal integration and performance across the entire main propulsion system. By taking full ownership of how the vessel moves forward, Steerprop plays a key role in unifying the vessel’s propulsion concept. While the centerline propeller will be manufactured by an external partner, it will be built entirely to Steerprop’s specifications—reflecting confidence in the company’s design expertise and system-level approach.

The new Polarstern will continue the research conducted by AWI’s existing icebreaker, Polarstern. The state-of-the-art icebreaker will need the highest polar capabilities as it operates in some of the world’s harshest and most remote waters in the Antarctic and the Arctic regions. The new Polarstern will serve as a floating laboratory, gathering vital data on climate change and marine ecosystems, and it will supply Neumayer Station III, Germany’s research station in Antarctica.

 

As promised by Trump administration officials, the U.S. military has carried out a second strike on a Venezuelan boat target, killing three people. The strike is the second break with law enforcement precedent carried out in the theater this month. 

"This morning, on my Orders, U.S. Military Forces conducted a SECOND Kinetic Strike against positively identified, extraordinarily violent drug trafficking cartels and narcoterrorists in the SOUTHCOM area of responsibility," said Trump in a social media post. "The Strike occurred while these confirmed narcoterrorists from Venezuela were in International Waters transporting illegal narcotics . . . headed to the U.S."

Trump asserted that Venezuelan drug cartels pose a threat to U.S. national security, and warned that American forces would continue to "hunt" traffickers. 

The first strike was carried out by Special Operations Command using a missile-carrying MQ-9 Reaper drone, a familiar assassination method used in counterterror operations in Iraq, Afghanistan, Syria, Somalia and elsewhere. SOCOM has not traditionally engaged in maritime counternarcotics in U.S. Southern Command, normally managed by the U.S. Coast Guard under a law enforcement mandate with near-zero lethality. 

During the first intercept, the boat turned back before it was attacked by American forces, multiple officials told the New York Times. It was then struck repeatedly, killing 11 people - including some who survived the first hit and were killed by follow-up shots, two officials told The Intercept.  

The outlet reports that the Pentagon has restricted access to briefings on the initial strike, refusing to read in senior staff from certain oversight committees and members of House leadership. The Department of War confirmed that it is keeping information on the attack closely held. SOCOM has declined to comment on any involvement. 

Separately, on Monday, the Venezuelan government protested a boarding operation conducted by a U.S. Navy destroyer in waters off Venezuela's coast. Without attacking the vessel, destroyer USS Jason Dunham deployed an armed team "who boarded and occupied the small, harmless boat for eight hours," according to Venezuela's foreign ministry. ABC News obtained confirmation that the search occurred in international waters, and that no drugs were found. 

 

An ocean-going rescue tug has reached a stranded product tanker located south of New Zealand’s South Island. Maritime New Zealand is monitoring the situation and reports there is no immediate danger, but the tow will have to wait for a break in the current heavy weather.

The Japanese-owned product tanker Golden Mind (12,488 dwt) has been stranded near Stewart Island off the south coast of the South Island since Wednesday, September 10. AIS signals show the vessel departed the southern port of Bluff on September 9 and was bound for Timaru, New Zealand, where it was due to arrive on Saturday. 

The tanker is registered in Panama. It is 407 feet (124 meters) in length

Maritime New Zealand reports it was advised the tanker, which was built in 2020, had experienced “steering difficulties.” The vessel’s owners contracted the ocean-going tug MMA Vision to aid the vessel. MMA Vision is under contract to Maritime New Zealand as a rescue tug in case of emergency for the Cook Strait ferries, but the authorities emphasized the tow was a private, commercial arrangement.

The reports indicate the tanker, which had traveled from Risdon, Australia, to Bluff, New Zealand, had not issued a distress call. The crew remained aboard the vessel.

Gale-force winds are currently impacting the region. Maritime New Zealand said the weather would determine when the tug was able to attach a line and begin towing the tanker. The plan is to take it to Timaru, a port on the east coast of the South Island.

Rheinmetall, a German defense technology company best known for military equipment and as the largest European ammunition manufacturer, has agreed to acquire the naval shipbuilding operations of Lurssen Group. The deal had been rumored in recent weeks and is seen as the first step in the consolidation of the naval shipbuilding sector and German defense industries.

Naval Vessels Lurssen (NVL) was separated from the yacht division in 2021 into an independent company. Formerly known as Lurssen Defence, it has a 150-year heritage with the company reporting it has built around 1,000 ships and delivered them to over 50 navies and coast guards. NVL today operates four shipyards (Peene-Werft / Wolgast, Blohm+Voss and Norderwerft / Hamburg, Neue Jadewerft / Wilhelmshaven) and specializes both in newbuilds and maintenance.

Sales for the shipbuilder in 2024 were reported at around €1 billion. The companies say the terms of the acquisition were not being revealed, but Reuters is reporting NVL is being valued at approximately $1.59 billion. The companies said they expect to finalize terms in the coming weeks and, after antitrust approval, complete the transaction in early 2026.

“With the newly agreed acquisition, we are taking a decisive step forward in consolidating the defense industry in Germany and Europe. Combined with Rheinmetall’s expertise, we are creating a vital German powerhouse for state-of-the-art vessels,” said Armin Papperger, CEO of Rheinmetall. “This acquisition will not only make us a manufacturer of floating platforms, but as an integrated naval powerhouse, we want to offer complete system solutions.”

Rheinmetall, which is currently a supplier of system components for naval applications, highlights the opportunity to become a cross-domain systems company, saying that in time it will cover ground, land, sea, and space applications. Rheinmetall says it intends to meet the massive increase in demand from naval forces and rising procurement budgets with high-performance system solutions. It highlights the opportunities to provide an integrated solution from a single source for naval missiles and launchers, main and secondary guns for the navy, missile defense, sensors, and other electronics.

The company told investors it anticipates Germany alone will spend around €31 billion on naval vessels over the next decade. 

“Especially in light of the heightened threat situation, we consider consolidation within the defense industry necessary and sensible,” said Friedrich Lürßen, Managing Partner of Lürssen Maritime Beteiligungen. “This is the only way to ensure our country's rapid defense capability.”

The company highlights the increasing complexity of command and weapon systems and that ships are increasingly networked with other units and supplemented by autonomous units in the air, on the water, and underwater. The company said that this requires a more extensive integration of such weapon systems.

Lurssen Group reports it will focus its operations on the construction of mega-yachts. It looks to focus on driving technological developments for the civilian sector.

The sale agreement comes as another major German naval shipbuilder, TKMS, is set to emerge as an independent public company. The builder of submarines and frigates is being spun off from Thyssenkrupp. The step comes after US-based private investment firm Carlyle Group ended discussions to purchase a controlling stake in German naval shipbuilder. Previously, reports had stated that Fincantieri had been interested in a partnership with TKMS.
 

 

A Florida Republican is warning the State Department about what he describes as China’s “growing influence” in Peru, and he’s pointing the finger at Lima Mayor Rafael López Aliaga, whose business interests are at the center of the story.

Rep. Greg Steube (R-Fla.) recently sent a letter to Secretary of State Marco Rubio urging the Trump administration to pay closer attention to developments in Peru, where Chinese-backed ventures have accelerated in recent years.

“I am writing to raise urgent concerns about China’s growing influence in and around Lima, the capital of Peru, as part of the Chinese Communist Party’s deliberate, wide-ranging campaign to expand its global reach,” Steube wrote.

At the center of the congressman’s concerns is the Chancay megaport, $3.4 billion facility developed by the Chinese state-owned shipping and logistics company COSCO Shipping Ports in association with the Peruvian company Volcan. The port — expected to be one of the largest in South America and reducing shipping times to China by 10 to 20 days —was inaugurated by Chinese President Xi Jinping and Peruvian President Dina Boluarte in November.

????A bird's view on the #Port of #Chancay in #Peru ?

Built for the #future: This project marks a turning point in Latin America's #connectivity with the world.????????

???? With first-class infrastructure and #innovative operations, we continue to make #history for all Peruvians! pic.twitter.com/PGIJkajcAL

— COSCO SHIPPING Europe (@CoscoEurope) September 11, 2025

It’s also part of a plan announced by China and Brazil to construct more than 1,800 miles of railway tracks through parts of the Amazon rainforest to create the Bioceanic Corridor across the continent. Chancay would be connected by rail to Cusco, a key rail hub of PeruRail. Since 1999, Lopez Aliaga has been a co-shareholder of PeruRail.

All of this development is part of the CCP’s strategic Belt and Road Initiative to create political leverage for the Chinese regime.

Former U.S. Southern Command chief Gen. Laura Richardson has previously warned that the port could serve as a “gateway” for Chinese military and intelligence operations in the region.

“Mayor López Aliaga, a man with clear ties to Chinese state-backed enterprises, may soon seek the presidency of a nation whose capital, infrastructure, and minerals are already tethered to Beijing,” Steube wrote.

The Foundation for Defense of Democracies, a Washington-based think tank, recently published a report laying out López Aliaga’s financial entanglements with Chinese firms, describing him as “China’s man in Peru.”

Concerns about Aliaga and PeruRail have risen so high in the Trump administration that there are unconfirmed reports the U.S. Department of Energy rejected a proposed loan to the Peruvian rail company. The U.S. Department of Energy declined to respond to multiple requests for comment about the loan.

Analysts note that China’s interest in Peru is closely tied to copper. Peru is the world’s second-largest producer of the mineral, which is vital for electric vehicles, renewable energy, and electronics manufacturing. China already controls significant copper supplies from Chile and the Democratic Republic of Congo.

Between 2020 and 2023, Chinese firms invested more than $1 billion in Peru’s mining sector, according to FDD. One of the country’s largest mines, Minera Las Bambas, is majority-owned by a Chinese state conglomerate.

Steube argued that Washington has been too slow to counter Beijing’s moves in Latin America. “The United States cannot afford to ignore these subnational battlegrounds,” he wrote. “While Washington debates great-power competition in abstract terms, Beijing is executing a concrete playbook in Lima.”

He urged the State Department to monitor Chinese engagement at both the national and local levels in Peru, warning that Beijing’s influence could reshape the balance of power in the hemisphere.

The State Department has not yet issued a public comment in response to Steube’s letter.

Jessica Towhey writes on education and energy policy for InsideSources. This article appears courtesy of DC Journal / InsideSources and is reprinted here with permission for syndication. 

 

Eastern Shipbuilding Group has reached a deal with Huntington Ingalls Industries to build blocks for the Ingalls yard's flagship product, the Navy's Flight III Arleigh Burke-class destroyers. The Flight III is the new backbone of the U.S. Navy's overseas presence, capable of escorting a carrier strike group, shooting down ballistic missiles or operating independently on blue water missions. 

HII's high-spec warship programs are behind schedule, in part due to a workforce shortage, and the Navy is pushing hard to speed up production. One way to do it is to distribute some of the work of blockbuilding to subcontractors, as demonstrated by the Royal Navy's Queen Elizabeth-class carrier program, which relied on blocks built at subcontractor yards around Britain. HII is experimenting with similar trials with yards like Eastern, which has built a limited number of blocks for the DDG program under an HII pilot program. HII and ESG have now formalized the agreement.

“With nearly fifty years of experience delivering some of the most reliable and highest-performing steel and aluminum vessels, we’re proud to partner with HII to support production of the U.S. Navy’s destroyer fleet,” said Joey D’Isernia, CEO of Eastern Shipbuilding Group, Inc. “This collaboration strengthens our national shipbuilding capability—expanding industrial capacity and enhancing our nation’s competitive advantage.”

According to USNI, HII is initially focusing its outsourcing efforts on simpler modules, saving the complex hull shapes with more sophisticated contents for its own shipbuilders to build. The grand blocks built by ESG are sealed in plastic (like a superyacht in transit), loaded out on a deck barge, then shipped west to the Ingalls yard in Mississippi. ESG says that it is continuing to invest in its government-focused yard location to support more defense work, enabling it to "construct and deliver multiple ships per year."

HII's workload-distribution efforts extend beyond the Gulf Coast. It has multiple new subcontractors working for its Newport News Shipyard to build assemblies for carriers and subs (including Austal, which is constructing modules for Virginia-class attack subs). It has also bought its own new fabrication facility in South Carolina, drawing in a new workforce for HII without requiring the workers to relocate. 

"This evolution to a more distributed shipbuilding model will expand production of the next generation [of warships]" HII said in a statement last week.