MSC Cruises celebrated the entry of the MSC World America, one of the largest cruise ships in the world, into service with a spectacular event in Miami, Florida on Wednesday, April 9. It comes as the cruise line, which is already the largest in Europe, is further expanding its presence in the North American market including its largest deployment to date in 2026-2027.

The MSC World America was delivered by Chantiers de l’Atlantique on March 27 as the second of a planned four-ship class. At the same time, assembly began on the third cruise ship, MSC World Asia, which will enter service in late 2026 in the Mediterranean. Steel cutting also began for MSC World Atlantic which will be delivered in 2027 and will begin sailing from Port Canaveral, Florida. The class began with MSC World Europa delivered in 2022.

At 216,638 gross tons, MSC World America is one of a few cruise ships to currently exceed the 200,000 gross ton threshold. MSC became the second cruise company to reach the mark with this class after Royal Caribbean International. Later this year, Disney Cruise Line will also deploy Disney Adventure which will be 208,000 gross tons, and both Carnival Cruise Line and Norwegian Cruise Line have ordered ships that will exceed this size threshold being built by Fincantieri.

 

Arrival in PortMiami on Monday, April 7 (courtesy PortMiami)

 

MSC World America is 1,094 feet in length (333 meters) with 2,614 passenger cabins. The ship accommodates 6,762 passengers and has 2,138 crew. Like all modern cruise ships, it offers a wide array of amenities, including 19 dining venues and 18 bars and lounges. There is an outdoor water park with an over-water swing and ropes course, as well as both interior and exterior promenades with bars, cafes, and shops. The line highlights the additions of a sports bar, comedy club, and an outdoor family entertainment area among the efforts to tailor the ship to the American market.

The naming celebration included appearances by music stars Mark Anthony, Gloria Estefan, and Kimberly Davis. At the naming ceremony Drew Barrymore and Orlando Bloom, who are in MSC’s new branding advertisement “Lets Holiday” appeared and Barrymore was the ship’s godmother. The evening was capped off by a drone show over the MSC World America before sailing to the Bahamas on a preview cruise. The ship starts commercial service on Saturday, April 12, sailing year-round from Miami.

 

During Miami drone show (Allan Jordan)

 

The ship is the latest in the cruise line’s expansion in the North American market. MSC is using four homeports, Miami, Port Canaveral, Galveston, and New York, plus scheduling its first cruises to Alaska from Seattle. The 2026-2027 season will include a total of seven ships cruising in North America.

As another part of the expansion, the group officially opened what they are calling the world’s largest cruise terminal in PortMiami with nearly 500,000 square feet and the ability to process 36,000 passengers per day. Designed by Arquitectonia and built by Fincantieri Infrastructure at a cost reported between $400 and $500 million (including $186 million from PortMiami), it can handle three large cruise ships at one time and will be the terminal for both MSC Cruises and its luxury brand Explora Journeys. Among the advanced technologies in use will be biometrics to speed up the handling of passengers.

 

(courtesy MSC Cruises)

 

MSC Cruises highlights that MSC World America is the company’s 23rd cruise ship. In approximately 20 years, the group has built 19 cruise ships at Chantiers de l’Atlantique and Fincantieri using five prototypes. In addition to the two ships under construction in France, MSC’s Explora brand has four cruise ships being built in Italy. During tonight’s presentation, Chief Executive Officer of MSC Cruises, Gianni Onorato, said the family-owned business has promised to build even more cruise ships.

 

 

After the abrupt suspension of the Trump administration's "reciprocal" tariffs, markets in the U.S. and Asia soared upwards, regaining much of the losses posted over the past week. Only China remains subject to the White House's steep nation-by-nation tariff schedule, and its exporters now face a crippling levy of 125 percent. Most trade with other nations - including favored new locations for Chinese manufacturers, like Vietnam - will only be subject to a 10 percent levy.

Investors responded positively as soon as the White House announced the 90-day delay. The Dow shot up eight percent; the S&P 500 rebounded nearly 10 percent; and the Nasdaq soared upwards 12 percent.   

In Asia, the Nikkei jumped up eight percent and Singapore's STI benchmark rose by five percent in early trading Thursday morning. Even the Shanghai Stock Exchange and the Hang Seng index ticked upwards, despite the extreme U.S. tariff rates facing Chinese manufacturers. 

Buoyed by positive predictions for economic growth in the U.S., cruise stocks were some of the biggest winners. Carnival Cruise Line's stock - a benchmark for the travel and leisure industry - soared by more than 17 percent. Royal Caribbean jumped by 16 percent, and Norwegian Cruise Line went up by 18 percent. In one day of trading, all three regained almost all of the losses they had sustained since April 2, the day that the White House first announced the new tariff regime. 

A parallel rebound in oil prices triggered some signs of share price recovery in the offshore segment. The rig leader Transocean rose by 10 percent, offsetting the massive 35 percent drop it suffered last week. OSV giant Tidewater also began to recover, posting a 10 percent jump. Tanker stocks have also done well, if not yet enough to reverse earlier declines: CMB.Tech rose six percent; Teekay rose five percent; and Scorpio rose by three percent. 

In the liner segment, almost all players saw substantial single-digit gains, led by Yang Ming (up nearly 10 percent). Chinese operators face a more challenging picture, given continued tariffs and the threat of new port fees on Chinese vessels. COSCO Shipping Holdings, the publicly-listed component of state-owned giant China COSCO, edged down by one percent early Thursday.

The trade landscape could still change rapidly. The reciprocal-tariff suspension will last for 90 days, according to the White House, and will give time for nations to negotiate with the Trump administration in talks led by Treasury Secretary Scott Bessent. 

 

Infested boats are aiding the transportation of invasive termites across the globe, spreading insect species that cause economic damages running into the billions of dollars, a new study reveals.

The study by researchers at the University of Florida concludes that recreational vessels - yachts, cabin cruisers, sailboats and similar personal craft - have become the main means of transportation for termite stowaways.

Aided by maritime transportation, the damage caused by the invasive termite species like the Formosan subterranean, Asian subterranean and West Indian drywood is significant and continues to rise. Since 2010, termite infestations have been linked to an annual economic impact exceeding $40 billion globally, with the Formosan subterranean alone causing an estimated $20 to $30 billion in damage.

Although historically termites have been suspected of being able to travel long distances on floating debris after natural disasters like hurricanes, tsunamis or landslides, private boats have made it much easier for termites to spread. The fact that recreational boats are not routinely checked for termites has allowed small vessels to become mobile breeding grounds for colonies, with the end result being unchecked spread.

“Instead of a few termites accidentally crossing oceans once in a million years, we now have a high probability of them traveling on infested boats every year, dramatically increasing their spread potential,” said Thomas Chouvenc, lead researcher.

In the study published in the ScienceDirect journal, researchers summarized a combination of field surveys, genetic analysis and historical data to make a compelling case that boats, particularly those used for recreation, are a major cause for the spread of termites across continents. In fact, owing to the fact that termite pests are excellent at associating with human activity, boats provide an ideal environment for them to travel far beyond their native habitats.

The study states that most termites remain within their native regions, unable to thrive in urban environments. However, the species responsible for the most damage have adapted to urban climates.

Once an infestation is established in a boat, it can easily spread onshore. The termites, often carried in hidden colonies aboard boats, can spread to other on shore regions when flying termites are attracted to city lights. Once colonies are established on land, the species continue to spread, creating new infestations in other boats and urban areas.

A case in point is South Florida, popularly known as the "yachting capital of the world," which has also become a hot spot for invasive termite species - thanks to the many discoveries of termite colonies in recreational boats.

Data by the National Marine Manufacturers Association show that Florida is the top state in the U.S when it comes to recreational boating, boasting more than one million registered boats with an annual economic impact of $31.3 billion.

“In Florida and many other tropical regions, the risk is high because recreational boating is so prevalent,” warned Chouvenc. “Boats in these areas are likely to be infested, but unless owners take proactive steps, the spread of termites will continue unchecked.”

By becoming the preferred means of transportation for termite stowaways, boats are aiding in their economic destruction - particularly for homeowners and businesses due to their tendencies to damage wood in structures and infest trees.

Chouvenc says that regular inspection of vessels for signs of infestation is one of the main ways to curb the spread of invasive termites.  

 

Italy’s short-sea transportation company Grimaldi Group is accelerating investments in a younger and more efficient fleet of eco-friendly ro-pax carriers, committing $1.3 billion for nine newbuilds at China Merchants Jinling Shipyard (Weihai).

The company says that the nine pioneering vessels, which are part of its fleet expansion and renewal program, will be equipped with engines capable of running on methanol and will be designed to move rolling cargo and passengers in the Mediterranean and the Baltic Sea.

The newbuilds will be delivered between 2028 and 2030, and will be used by the group’s three brands - Grimaldi Lines, Minoan Lines and Finnlines. Four will be operated under the Grimaldi Lines brand sailing under the Italian flag, while two will be for Minoan Lines, under the Greek flag. These six, belonging to the “Next Generation Med” class, will serve routes in the Mediterranean. The other three, which debuts as the “Hansa Superstar” class, will be delivered to Finnlines to serve routes in the Baltic Sea.

At a length of 229 meters, the Mediterranean ro-pax vessels will have a cargo capacity of 3,300 lane meters for rolling freight and over 300 cars and up to 2,500 passengers. The Baltic Sea newbuilds will be 240 meters long with a cargo capacity of 5,100 lane meters for rolling freight plus 90 cars and up to 1,100 passengers.

Grimaldi has a long relationship with China Merchants, and the new orders extend that partnership with the introduction of fuel-efficient technology. The new vessels will have optimized hull and propeller designs, energy-efficient onboard power management systems, shore power readiness and the application of silicon-based hull coatings. They will reduce CO? emissions per transported cargo unit by more than 50 percent compared to vessels currently operating on the same routes, Grimaldi says.  

“The new Next Generation Med and Hansa Superstar classes are the result of a thorough study of our customers’ needs and, more broadly, those of shipping. Today more than ever, the latter requires quality, efficiency and environmental sustainability to remain a key mode of national and international freight and passenger transport,” said Emanuele Grimaldi, Grimaldi Group Managing Director.

He added that the performance in CO? emission reduction and the use of methanol are critical components in the company’s net zero goals. Grimaldi is working to achieve zero emissions by 2050.

The new order comes just weeks after the company took delivery of the last of 14 hybrid ro-ro ships of its "fifth generation" class, built at China Merchants Jinling shipyard in Nanjing. This year and next year, the company also expects to start taking delivery of five new pure car and truck carriers from China Merchants.

 

bound4blue is announcing the completion of the installation of the world’s largest suction sails, with four 26-meter high eSAILs® fitted to the MV Atlantic Orchard. Chartered by Louis Dreyfus Company (LDC) and owned by Wisby Tankers AB, Sweden (Wisby Tankers), the specialized juice carrier had the sails fitted in a single stop already planned for the vessel’s 10-year survey at Astander Shipyard, Santander, Spain, ensuring optimal efficiency. 

The four 26-meter high eSAILs® were installed in under a day per unit, as planned. When sailing, the 2014-built vessel, which was originally a dry bulk vessel before undergoing a conversion in 2020, will now enjoy simplified FuelEU Maritime compliance, taking advantage of the Wind Reward Factor, with further CII, EU ETS, and additional regulatory benefits.

Depending on trading routes, the vessel will now benefit from fuel consumption and emission savings, projected to reach around 10%, also unlocking commercial advantages.

Flexible, proven, profitable

This latest installation marks the third so far this year for bound4blue, underscoring the company's ability to deliver, scale its technology and oversee its deployment. It is the latest in a series of recent installations that has seen the DNV Type Approved suction sails fitted to vessels ranging from MR Tankers to general cargo and ro-ro vessels. As José Miguel Bermúdez, CEO and Co-founder, bound4blue explains, the project showcases the simplicity and versatility of adopting advanced Wind Propulsion Systems (WPS) for an industry in transition.

José Miguel comments: “eSAILs® open an easy, proven and economically beneficial pathway to greener operations for a wide variety of shipping segments, including unique vessel types such as juice carriers. This specialist project is a prime example of how our technology meets customer needs. In this case, the units were lifted into positions originally occupied by four deck cranes, with all electrical and structural work, sail preparation, and full unit programming carried out in one co-ordinated yard visit.”

José Miguel continues: “We are thrilled to partner with ambitious and like-minded companies such as LDC and Wisby Tankers to accelerate shipping’s wind revolution, installing our mature, mechanically simple technology to deliver substantial fuel and emissions savings.”

Expert assessments

WPS were identified for MV Atlantic Orchard following an exhaustive review of emissions reducing and efficiency boosting technology by LDC’s shipping decarbonisation team. Lloyd’s Register was then called in to provide an expert third-party assessment of competing solutions, before bound4blue’s fully autonomous system was selected in late 2023.

“Reflecting LDC’s journey to help shape a low-carbon maritime industry, and thanks to bound4blue’s unique technology as well as Wisby Tankers’ collaboration, we are excited about this significant first step of a voyage that represents a new milestone in our Group’s long history in shipping,” says Sébastien Landerretche, LDC’s Global Head of Freight. “We look forward to sharing our initial experiences and insights in the weeks to come, as we complete our first crossing to Brazil, before returning to Europe.” 

Accelerating adoption

bound4blue eSAILs® have a typical payback period of less than five years and are suitable for either newbuilds or retrofitting across a diverse array of vessel segments. This includes, but is not limited to, Tankers, Bulkers, Ro-Ros, Cruise, Ferries, Gas Carriers, and General Cargo vessels. Recent orders have been received from shipping companies such as Maersk Tankers, Marflet Marine, Eastern Pacific Shipping and Klaveness Combination Carriers, amongst others.

[By: Austal USA]

Austal USA’s Josh Trippi, an Alabama licensed professional engineer, was presented with the Architect of the Year award by the Mobile Area Council of Engineers (MACE) at the organization’s annual banquet recently.  MACE recognizes engineers in the community for their achievements and leadership, a tradition that has been in place since 1967. With over 15 years of naval architect experience, Trippi is the Lead Naval Architect for Austal USA’s U.S. Coast Guard (Coast Guard) Heritage-class Offshore Patrol Cutter (OPC) program. He holds a Bachelor of Science in mechanical engineering from the University of South Alabama.

“Dedicated professionals like Josh are at the core of Austal USA’s success in the defense maritime industry,” Austal USA President Michelle Kruger said. “His unwavering commitment to the engineering profession and superior level of expertise earned him this prestigious award and we are proud of this latest addition to his many career accomplishments.” 

Trippi oversees a team of engineers to complete the vessel structural design, stability analysis, and speed and power analysis for the OPC program, a contract awarded by the Coast Guard to Austal USA in 2022 with a potential value of $3.3 billion for the detail design and construction of up to 11 ships. Under his guidance, the team optimized the structural design for producibility in Austal USA’s ship manufacturing facility.

The MACE mission is to bring recognition to practicing engineers for outstanding service to the engineering profession, to publicize the many benefits that the engineering profession provides to the Mobile area, and to encourage the pursuit of a professional engineering career to future engineers.

[By: Saildrone]

Saildrone, the global leader in maritime autonomy, today announced it is establishing a European subsidiary in Denmark, to address the urgent need for maritime domain awareness in European waters.

Announced at the Maritime Industry Symposium at the Danish Embassy in Washington, DC, Saildrone Denmark will be a European entity, based in Copenhagen, Denmark. This strategic expansion reflects Saildrone’s commitment to supporting European allies in enhancing maritime situational awareness through advanced autonomous technologies.

“Given the recent sabotage of critical undersea infrastructure in the Baltic Sea, the need for permanent maritime domain awareness has never been greater,” said Richard Jenkins, Saildrone founder and CEO. “I am delighted to announce the establishment of Saildrone Denmark to facilitate our European operations and support allied nations, at this critical time for regional maritime security.”

With increasing geopolitical tensions and rising activity in the Baltic Sea, the need for persistent maritime intelligence is paramount. Saildrone unmanned surface vehicles (USVs) offer unmatched endurance and resilience, capable of operating autonomously for extended durations in the world’s harshest maritime environments. Equipped with a suite of advanced sensors, these systems deliver real-time ISR above and below the surface—enabling the detection of anomalous behavior, monitoring of vessel traffic, and the protection of national interests in strategically sensitive waters.

In addition to surface surveillance, Saildrone vehicles will conduct detailed ocean floor mapping, delivering a critical advantage in monitoring and securing subsea infrastructure such as pipelines, communication cables, and offshore energy platforms. Pairing high-resolution seafloor imagery with proprietary machine learning algorithms enables early detection of potential threats or anomalies, enhancing Europe’s ability to safeguard its undersea assets against both conventional and hybrid threats.

Denmark is uniquely situated in the center of the European maritime environment, with coastlines on both the Baltic and North Seas. Saildrone Denmark will be the hub for all European operations, employing local staff to provide support, training, and mission planning capabilities to regional customers and partners.

 

The transfer of jet fuel cargo from the damaged tanker Stena Immaculate has been completed, according to HM Coastguard, and salvors are now preparing to bring the vessel into a port of refuge in the UK. 

On March 10, the Portuguese-flagged feeder Solong was on a routine coastal voyage off Hull, UK, making 16 knots on a steady southbound course. Without slowing or maneuvering, Solong rammed the port side of the anchored product tanker Stena Immaculate, penetrating two tanks. Both vessels caught fire, and the crew of the Immaculate abandoned ship after an initial attempt to fight the blaze. 

One crewmember from Solong is missing and presumed dead, and the boxship suffered extensive fire damage; debris from Solong's cargo, including pelletized plastic, has washed up along nearby beaches in the UK. The boxship's master has been arrested on suspicion of gross negligence manslaughter.  

After the casualty, salvors for Stena Immaculate's owner stabilized the situation on board the tanker and brought another vessel - Fure Vyl - alongside for an STS transfer. The fuel has now been pumped off the Immaculate, preparing her for a safe entry into the port of Great Yarmouth later this week. 

"HM Coastguard continues to support local authorities in their response to onshore pollution from the Solong as a result of the collision [sic] . . . in both Norfolk and Lincolnshire. The clean-up operation has now moved from a proactive to reactive response. HM Coastguard will continue to keep the overall situation under close review," said Chief Coastguard Paddy O’Callaghan in a statement. 

HM Coastguard has asked the public to keep an open eye for nurdle pollution and to report it via the agency's online tip portal. 

 

[By Alexus Cazares-Nuesser]

Picture an ocean world so deep and dark it feels like another planet – where creatures glow and life survives under crushing pressure.

This is the midwater zone, a hidden ecosystem that begins 650 feet (200 meters) below the ocean surface and sustains life across our planet. It includes the twilight zone and the midnight zone, where strange and delicate animals thrive in the near absence of sunlight. Whales and commercially valuable fish such as tuna rely on animals in this zone for food. But this unique ecosystem faces an unprecedented threat.

As the demand for electric car batteries and smartphones grows, mining companies are turning their attention to the deep sea, where precious metals such as nickel and cobalt can be found in potato-size nodules sitting on the ocean floor.

Images of marine life spotted in the midwater zone. Bucklin, et al., Marine Biology, 2021. Photos by R.R. Hopcroft and C. Clarke (University of Alaska Fairbanks) and L.P. Madin (Woods Hole Oceanographic Institution), CC BY

Deep-sea mining research and experiments over the past 40 years have shown how the removal of nodules can put seafloor creatures at risk by disrupting their habitats. However, the process can also pose a danger to what lives above it, in the midwater ecosystem. If future deep-sea mining operations release sediment plumes into the water column, as proposed, the debris could interfere with animals’ feeding, disrupt food webs and alter animals’ behaviors.

As an oceanographer studying marine life in an area of the Pacific rich in these nodules, I believe that before countries and companies rush to mine, we need to understand the risks. Is humanity willing to risk collapsing parts of an ecosystem we barely understand for resources that are important for our future?

Mining the Clarion-Clipperton Zone

Beneath the Pacific Ocean southeast of Hawaii, a hidden treasure trove of polymetallic nodules can be found scattered across the seafloor. These nodules form as metals in seawater or sediment collect around a nucleus, such as a piece of shell or shark’s tooth. They grow at an incredibly slow rate of a few millimeters per million years. The nodules are rich in metals such as nickel, cobalt and manganese – key ingredients for batteries, smartphones, wind turbines and military hardware.

As demand for these technologies increases, mining companies are targeting this remote area, known as the Clarion-Clipperton Zone, as well as a few other zones with similar nodules around the world.

A map shows mining targets in the Clarion-Clipperton Zone, southeast of Hawaii, upper left. APEIs are protected areas. McQuaid KA, Attrill MJ, Clark MR, Cobley A, Glover AG, Smith CR and Howell KL, 2020, CC BY

So far, only test mining has been carried out. However, plans for full-scale commercial mining are rapidly advancing.

Exploratory deep-sea mining began in the 1970s, and the International Seabed Authority was established in 1994 under the United Nations Convention on the Law of the Sea to regulate it. But it was not until 2022 that The Metals Company and Nauru Ocean Resources Inc. fully tested the first integrated nodule collection system in the Clarion-Clipperton Zone.

The companies are now planning full-scale mining operations in the region. They originally said they expected to submit their application to the ISA by June 27, 2025, but The Metals Company’s CEO announced on March 27 that he was frustrated with the pace of ISA action and was negotiating with the Trump administration for approval to mine. The U.S. is one of a handful of countries that never ratified the U.N. Convention on the Law of the Sea, which authorizes the ISA.

The ISA will convene again in July 2025 to discuss critical issues such as mining regulations, guidelines and benefit-sharing mechanisms. Several countries have called for a moratorium on seabed mining until the risks are better understood.

A visualization of a deep-sea mining operation shows two sediment plumes. Source: MIT Mechanical Engineering.

The proposed mining process is invasive. Collector vehicles scrape along the ocean floor as they scoop up nodules and stir up sediments. This removes habitats used by marine organisms and threatens biodiversity, potentially causing irreversible damage to seafloor ecosystems. Once collected, the nodules are brought up with seawater and sediments through a pipe to a ship, where they’re separated from the waste.

The leftover slurry of water, sediment and crushed nodules is then dumped back into the middle of the water column, creating plumes. While the discharge depth is still under discussion, some mining operators propose releasing the waste at midwater depths, around 4,000 feet (1,200 meters).

However, there is a critical unknown: The ocean is dynamic, constantly shifting with currents, and scientists don’t fully understand how these mining plumes will behave once released into the midwater zone.

These clouds of debris could disperse over large areas, potentially harming marine life and disrupting ecosystems. Picture a volcanic eruption – not of lava, but of fine, murky sediments expanding throughout the water column, affecting everything in its path.

The midwater ecosystem at risk

As an oceanographer studying zooplankton in the Clarion-Clipperton Zone, I am concerned about the impact of deep-sea mining on this ecologically important midwater zone. This ecosystem is home to zooplankton – tiny animals that drift with ocean currents – and micronekton, which includes small fish, squid and crustaceans that rely on zooplankton for food.

Sediment plumes in the water column could harm these animals. Fine sediments could clog respiratory structures in fish and feeding structures of filter feeders. For animals that feed on suspended particles, the plumes could dilute food resources with nutritionally poor material. Additionally, by blocking light, plumes might interfere with visual cues essential for bioluminescent organisms and visual predators.

For delicate creatures such as jellyfish and siphonophores – gelatinous animals that can grow over 100 feet long – sediment accumulation can interfere with buoyancy and survival. A recent study found that jellies exposed to sediments increased their mucous production, a common stress response that is energetically expensive, and their expression of genes related to wound repair.

Additionally, noise pollution from machinery can interfere with how species communicate and navigate.

Disturbances like these have the potential to disrupt ecosystems, extending far beyond the discharge depth. Declines in zooplankton populations can harm fish and other marine animal populations that rely on them for food.

The midwater zone also plays a vital role in regulating Earth’s climate. Phytoplankton at the ocean’s surface capture atmospheric carbon, which zooplankton consume and transfer through the food chain. When zooplankton and fish respire, excrete waste, or sink after death, they contribute to carbon export to the deep ocean, where it can be sequestered for centuries. The process naturally removes planet-warming carbon dioxide from the atmosphere.

More research is needed

Despite growing interest in deep-sea mining, much of the deep ocean, particularly the midwater zone, remains poorly understood. A 2023 study in the Clarion-Clipperton Zone found that 88% to 92% of species in the region are new to science.

Current mining regulations focus primarily on the seafloor, overlooking broader ecosystem impacts. The International Seabed Authority is preparing to discuss key decisions on future seabed mining in July 2025, including rules and guidelines relating to mining waste, discharge depths and environmental protection.

These decisions could set the framework for large-scale commercial mining in ecologically important areas such as the Clarion-Clipperton Zone. Yet the consequences for marine life are not clear. Without comprehensive studies on the impact of seafloor mining techniques, the world risks making irreversible choices that could harm these fragile ecosystems.

Alexus Cazares-Nuesser is a Ph.D. candidate in biological oceanography at the University of Hawaii Manoa who studies zooplankton ecology in the Clarion-Clipperton Zone, a region of the Pacific considered for deep-sea mining for polymetallic nodules.

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

 

On Wednesday, U.S. President Donald Trump signed an executive order containing new measures to support U.S. shipbuilding, centered on a new "Maritime Action Plan."

The order was prepared primarily by the National Security Council staff and National Security Advisor Mike Waltz, a White House aide said at the event. A copy of the final order was obtained by TME, and it includes the following measures:

- Directs the creation of a Maritime Action Plan (MAP) to revitalize U.S. maritime industries.

- Directs the United States Trade Representative (USTR) to make recommendations about China’s anticompetitive shipbuilding policies, and to consider tariffs on Chinese-built cargo cranes. 

- Directs Customs and Border Protection to charge the U.S. Harbor Maintenance Fee on all foreign cargoes that arrive in ports in Mexico or Canada and then enter the United States via land, plus a 10 percent service charge. 

- Directs the Department of Transportation and Office of Management and Budget to propose a Maritime Security Trust Fund for U.S. shipping, funded by tariffs, fines, fees or other dedicated revenue streams. 

- Directs the Department of Transportation to write a legislative proposal for a Shipbuilding Financial Incentives Program, which would supplement or replace the Small Shipyard Grant Program and the Federal Ship Financing (Title XI) Program.

- Directs multiple agencies to draft a legislative proposal for "national maritime scholarships" to send maritime experts abroad to learn "cutting edge techniques and subjects."

- Directs multiple agencies to propose a Maritime Prosperity Zone system to incentivize investment in waterfront communities. 

- Directs the Department of Transportation to take action on U.S. Merchant Marine Academy repairs and long-range infrastructure budgeting, in conjunction with the Department of Government Efficiency.  

- Directs a review of federal shipbuilding procurement, aiming to "identify for elimination excessive requirements, including the number of government reviews and onerous regulations."

- Directs a review of cargo preference rates and whether they could be increased to support U.S.-flagged shipping. 

- Directs the Departments of Defense, Transportation (MARAD) and Homeland Security (Coast Guard) to identify maritime regulations for elimination. 

"We used to build a ship a day, and now we don't do a ship a year, practically," Trump said. "We're going to be spending a lot of money on shipbuilding, we're way, way behind." 

American shipyards and shipbuilders welcomed the news of the order. 

"With this executive order, it is clear that President Trump and his administration is deeply committed to reenergizing and investing in our nation’s shipyards and we are eager to begin this important work alongside policymakers and industry partners to restore America’s shipbuilding strength," said Matthew Paxton, President of the Shipbuilders Council of America (SCA). 

"We thank President Trump and the White House for taking historic steps to revitalize American shipbuilding," said the Florida-based shipyard Eastern Shipbuilding Group (ESG) in a statement. "As a multi-generation, American-owned shipyard, we know firsthand how important our industry is to America’s economic prosperity and security. With the world’s most skilled craftsmen, we can strengthen our industrial capacity and uphold our dominance on the seas. Let’s get it done!"

“Today, President Trump delivered a major step towards resurrecting America’s maritime industry and ushering in a golden age in American shipbuilding,” said U.S. Transportation Secretary Sean P. Duffy in a statement. “We will ensure the United States remains the premier maritime power and an economic powerhouse. And to the young Americans from all over the country who are interested in a maritime career – know that this administration has your back and believes you are a worthwhile investment in the prosperity of America.”

 

Iran Islamic Revolutionary Guard (IRGC) Navy (Nedsa) has seized another small tanker suspected of smuggling fuel within the Gulf, Nedsa reported on April 8.

The vessel was not identified, but would have been a small tanker, as it had a crew of six and was carrying 100,000 liters of fuel.  The ship was apprehended by patrol craft from the Nedsa’s Second Naval District, and was then taken to the district's home port of Bushehr.

Two other small tankers, with a total of 25 crew and carrying three million liters of diesel, were also seized and taken to Bushehr on March 31, also by patrol craft from the Nedsa Second Naval District. 

Iranian seizures of small tankers carrying refined fuels, whether petrol or diesel, have been commonplace in the Gulf for years.  This smuggling occurs to exploit the arbitrage between heavily subsidized refined fuels sold in Iran, and higher fuel prices prevailing elsewhere in the Gulf. 

The principal smuggling route is from Iran to Iraq, an attractive destination for smugglers because of endemic corruption amongst coastguard, police and customs personnel. The biggest differential between Iranian selling prices and pump prices for fuel are in the Bahrain and the United Arab Emirates, where subsidies have been largely removed and the price of fuel is fixed monthly depending on market movements. Customs interceptions in Bahrain and the UAE are relatively efficient, so smugglers often have to resort to transshipment to smaller craft at sea in order to avoid detection. Oman, Kuwait, Qatar and Saudi Arabia still subsidies fuel prices, making these countries of lesser attraction to smugglers.

Seizures of such tankers are often portrayed as being part of Iran’s campaign to expand its regional influence, or a reprisal for some form of anti-Iranian action. But the reality is that this is a local issue, with Iran and the GCC having common cause in clamping down on the smuggling carried out by these small tankers. Subsidies paid out in Iran are a huge drain on the government budget. Within the GCC, VAT, sales and corporation taxes, depending on the country concerned, are effectively avoided by purchasing smuggled fuels sold on the black market. 

Many of the smuggling operations are bankrolled by Gulf businessmen, just as pirate expeditions were centuries ago. The enterprises often employ stateless captains and crews, and vessels that are incorrectly registered or were apparently scrapped years ago.  When Iran seizes an unregistered tanker that previously called in a GCC port, the GCC country concerned is often keen not to be identified and is reluctant to intervene on behalf of those detained.

Beyond fuel, there is a thriving industry of small-boat smuggling across the Gulf. The flow of goods is determined by subsidy arbitrage, but also by the fluctuations in seasonal supply and demand, all determined by market forces.  In one month, trader boats from Iran can be bringing out pistachio nuts and returning with appliances. In the next month it will be live sheep being taken south and cigarettes heading north.

 

Dutch responders have successfully extinguished a vessel fire after an explosion aboard a boxship off Hoek van Holland. 

At about 1300 hours local time, the Dutch coast guard received an alert of a blast aboard the small container feeder Victoria L, which was headed for Rotterdam on a ballast voyage. The crew was engaged in fighting the resulting fire, and no injuries were reported.

After initial gains in combating the blaze, the fire reflashed at about 1330 hours. A fire crew from shore joined the ship by helicopter to assist in the effort, and multiple response boats arrived on scene, including the tug Multraship Protector and two lifeboats of the KNRM rescue service. Video from the scene released late Wednesday appeared to show the boxship trimmed heavily by the stern and pumping water over the side. 

Vanuit de lucht houden we de situatie in de gaten??. Op de videobeelden is het containerschip Victoria L te zien met daarbij de noodhulpsleper Multraship Protector, twee reddingboten van de @KNRM en de kustwachthelikopter. pic.twitter.com/3bVTyY6bGJ

— Kustwacht Nederland (@Kustwacht_nl) April 9, 2025

As of Wednesday evening, the fire was extinguished and the first responders disembarked the vessel. Victoria L is expected to resume her voyage to Rotterdam under her own power. 

It is the second major casualty involving a feeder in European coastwise trade in as many months, following the allision of the boxship Solong with the tanker Stena Immaculate off the UK in March. 

 

 

On Wednesday, the European Union finalized a new regulation aimed at reducing microplastic pollution caused by plastic pellets. Representatives from the European Parliament and the EU Council agreed to provisional terms on measures designed to improve handling practices across the entire plastic pellet supply chain, both on land and at sea.

"Microplastics, including plastic pellets are now found everywhere — in our oceans, seas and even in the food we eat. Each year, the equivalent of up to 7,300 truckloads of plastic pellets are lost to the environment. Today, the EU has taken a landmark step toward reducing pellet pollution by adopting measures to tackle losses and ensure correct handling, including in maritime transport," said Paulina Hennig-Kloska, Poland's Minister for Climate and Environment. 

The legislation lays out mandatory requirements for both European and non-European operators. The framework outlines clear responsibilities in cases of accidental spills, emphasizing immediate cleanup operations. Every facility handling plastic pellets will be required to develop a risk management strategy addressing packaging methods, loading and unloading procedures, employee training programs, and essential equipment specifications.

To ensure equal standards apply to all parties involved in pellet transportation, non-EU carriers must designate an authorized representative within European Union borders, promoting accountability and operational transparency.

The agreement takes a tiered approach. Large companies processing over 1,500 tonnes of pellets per year must obtain verification from independent third-party auditors. Smaller operations exceeding the same volume threshold will benefit from simplified requirements, including a one-time certification valid for five years following implementation. Microenterprises and those handling under 1,500 tonnes yearly will only need to provide a self-declaration of compliance.

The environmental impact of pellet contamination in aquatic ecosystems can last decade, since these materials resist natural biodegradation processes. With maritime shipping accounting for nearly 38% of all pellet transportation within the EU in 2022, the agreement also establishes specific maritime protocols. These include packaging requirements and mandatory disclosure of transport and cargo information, aligning with International Maritime Organisation guidelines.

Before final adoption, both the Council and Parliament must formally endorse the provisional agreement. Following legal and linguistic refinement, the regulation will be published in the EU's Official Journal, coming into force two years afterward. Maritime-specific provisions will receive an additional year for implementation to allow for industry adjustment.

According to the EU, between 52,140 and 184,290 tonnes of plastic pellets entered Europe's environment in 2019 alone. Leakage occurs at multiple points throughout the production and distribution chain. Currently, no specific EU legislation addresses plastic pellet pollution, despite their ranking as the third largest source of unintentional microplastic releases after paint particles and tire fragments.

A recent incident highlighted the ongoing threat. In March, half-burned plastic nurdles washed ashore along England's east coast after the allision of the boxship Solong with the tanker Stena Immaculate. While not directly toxic, these plastic resin balls pose risks to wildlife if ingested, according to HM Coastguard.

Research has shown that pellets comprise about 70 percent of the plastic eaten by seabirds, with small plastic particles being found in the stomachs of 63 of the world’s approximately 250 species of seabirds.

 

At the final hour, the Trump administration has struck out against IMO plans for a global carbon tax on shipping, threatening to retaliate against an "unfair" standard that would treat all maritime carbon emissions equally around the world. The U.S. has also reportedly withdrawn its delegation from the talks, effective Wednesday. 

The response is in line with the administration's combative rhetoric towards carbon regulations and other international agreements, but it is a stark departure from the neutral tone that U.S. negotiators previously maintained. It is unclear whether senior White House leadership was involved in formulating the more accommodating U.S. negotiating position that American representatives projected in the runup to this week's MEPC meeting in London, which ends Friday. 

"Should such a blatantly unfair measure go forward, our government will consider reciprocal measures so as to offset any fees charged to U.S. ships and compensate the American people for any other economic harm from any adopted GHG emissions measures," the White House wrote in a last-minute warning to other national delegations. "We must be clear the U.S. rejects any and all efforts to impose economic measures against its ships based on GHG emissions or fuel choice."

Any participation in a tax on shipping's GHG emissions - the first global carbon levy of any kind - would have been in deep conflict with White House policy on climate change. President Donald Trump campaigned against climate action and withdrew the U.S. from the Paris Climate Agreement on the first day of his second term, and he has promoted the production and use of all fossil fuels - including the renewed use of coal, the most carbon-intensive fuel. 

An IMO bunker levy would also boost shipbuilding activity in East Asia, which would undercut White House policy goals. The Trump administration wants to reduce the power of Chinese shipyards, which lead the market and would stand to benefit from any IMO incentives for green retrofits and newbuilds. China's state-owned CSSC is the world's largest commercial shipbuilder, and any additional merchant vessel orders would cross-subsidize its warship deliveries for the PLA Navy, the U.S. Navy's pacing threat. 

Some environmental advocates have suggested that action at MEPC is still possible, despite U.S. threats of retaliation (and rumored opposition from certain oil-producing member states). 

"Let’s not get dazzled by the drama — this isn’t the United States of Shipping," Seas at Risk shipping policy officer Anais Rios told Politico. "There are 175 countries in the room, and delegates are rolling up their sleeves to find the best path forward. One country trying to play the disruptor doesn’t change the fact that global cooperation is the real headline here."

 

With India vying for a larger global shipbuilding market, two of the country’s major shipyards have partnered to maximize output. This week, Swan Defense and Heavy Industries Limited, the company that runs Pipavav Shipyard in Gujarat, signed an MoU with the state-run Garden Reach Shipbuilders & Engineering Ltd (GRSE). The partnership will see the two shipyards jointly pursue opportunities in the construction of commercial vessels and offshore structures.  

Pipavav has the largest dry dock in India, measuring 662 meters by 65 meters, and a working space spanning 500 acres. Unfortunately, even with a big dock capacity, it has not attracted substantial orders after resuming operations in December.

On the other hand, the Ministry of Defense- controlled GRSE has built a legacy in naval construction. However, it is looking to expand into the commercial shipbuilding segment. This has started to take shape with GRSE last year getting an order for four multi-purpose cargo vessels from the German shipping company Carsten Rehder.

According to industry analysts, the MoU could see GRSE utilize Pipavav’s facilities, especially in executing its commercial orders. On the defense side, GRSE has seen a surge in naval shipbuilding contracts. Currently, the shipyard has orders for about 40 naval platforms. Based on this rising demand, GRSE in a recent earnings call said that it has increased its annual capacity to 24 ships this year, with plans for a greenfield facility in the next 3-5 years.

Meanwhile, GRSE this week announced receiving a letter of award (LoA) worth over $50 million from the government of India. This will go into the construction and delivery of two coastal research vessels for the Geological Survey of India. The projected is expected to be complete within 36 months from the signing of the contract.

[By: Kongsberg Discovery]

Kongsberg Discovery, a global leader in underwater robotics and sensor technologies, has today unveiled Geomatics, a new digital product designed to transform how ocean data is captured, managed, and accessed.

Launched at Ocean Business 2025, the solution enables both traditional and uncrewed vessel operators to streamline data operations, unlock operational insights, and improve global collaboration between vessels and shore-based teams. Geomatics is the latest addition to Kongsberg Discovery’s Blue Insight ecosystem, delivering smarter data workflows and real-time visibility across diverse ocean sensor networks.

Welcoming the ‘data librarian’
As ocean activity accelerates and initiatives like the UN Decade of Ocean Science target efforts to map the seabed by 2030, the ability to manage vast volumes of complex data – across a myriad of sensors, formats and protocols - is more critical than ever.

Modern survey vessels, often operating as part of multi-platform fleets with AUVs and USVs, generate massive data streams from a wide range of environmental, meteorological and acoustic sensors.

“Survey teams are busy enough without wrestling with incompatible formats and fragmented systems,” comments Audun Berg, EVP of Kongsberg Discovery. “Geomatics takes the hassle out of data management, giving users a single, intuitive platform that lets them focus on the mission – simplifying complexity and optimising efficiency.

“Think of it as the perfect librarian for ocean data: one that makes sure all data is correctly filed, easy to find, and displayed clearly, for all relevant stakeholders. We see this as the revolution in data management operators need to meet increasingly ambitious surveying and research goals.”

Enabling smarter ocean operations
Geomatics operates as the first Blue Insight product, collecting a suite of software services on the platform to simplify ocean data management.

There are a compelling range of headline benefits. These include centralised data collection and logging from all onboard and remote sensors, automatic cataloguing and indexing to prepare data for exploration and analysis, and seamless data distribution to mirrored cloud environments or other data management systems.

Visualisation of data is a key strength - empowering easier, quicker and more powerful insights – with both real-time and historical data georeferenced in dashboards, maps, and time series viewers, and a high degree of customisation available (allowing users to filter and tailor displays according to specific needs).

The Geomatics architecture is AI and machine learning ready, building a foundation for the integration of digital twin technology and further enhancing processing capabilities. A new Analytics product is also under development, allowing for automated processing and in-depth data analysis.

Seamless collaboration
“Geomatics has been built to enable excellence in the demanding domain of ocean research and surveying,” explains Berg. “It adds huge value by streamlining data collection, delivering real-time dashboard insights, and making data globally accessible, empowering better collaboration. From environmental monitoring to large-scale seabed mapping, Geomatics takes the pain out of juggling huge quantities of data, for faster, more efficient and accurate ocean discoveries.”

Early adopters have already been putting Geomatics through its paces ahead of today’s wider market launch, with the solution now being rolled out to several research vessels, including R/V Anna Weber-van Bosse, operated by NIOZ, the Royal Netherlands Institute for Sea Research, and Statsraad Lehmkuhl for the One Ocean Expedition (OOE).

Commenting on the latter, Geir Pedersen, Researcher and Member of OOE’s Scientific Committee, explains: “The One Ocean Expedition is once again setting sail and will be relying on Geomatics to catalogue the vast quantity of scientific data we collect with Statsraad Lehmkuhl. It’s vital to get a complete record of the data, while we keep control of data quality under the voyage. Researchers will benefit from seamless data access both onboard and onshore as they progress their vital work.”  

The future is here
Geomatics is available from today. Survey and research teams can explore the platform by visiting this link and signing up for early access.

As part of the roll-out, Kongsberg’s existing Marine Data Management (MDM) product will be merged into Geomatics. Existing customers will be offered an attractive migration package to upgrade to Geomatics, or continue with technical support for a limited time.

Those who want to experience Geomatics ‘face to face’ and discuss the innovation with domain experts can visit Kongsberg Discovery’s stand at Ocean Business 2025, N1/P2. The show is taking place now, 8-10 April, at the National Oceanography Centre, Southampton, UK.

For further information please see https://www.kongsberg.com/discovery/

[By: Lloyd’s List Intelligence]

Lloyd’s List Intelligence, a global leader in maritime data, insights, and analytics, is pleased to announce its partnership with Dataloy Systems, a leading provider of voyage management solutions, marking a significant milestone in advancing compliance and decision-making processes within the maritime industry. This collaboration integrates Lloyd’s List Intelligence Risk and Compliance data into Dataloy’s Voyage Management System (VMS) via Dataloy Widgets, providing maritime professionals—including charterers, operators, and financiers—with seamless, real-time access to critical risk intelligence. 

For the first time, users are now able to assess vessel risk, compliance exposure, and operational anomalies directly within the Dataloy VMS platform. This integration addresses increasing regulatory demands and ensures efficient compliance practices without interrupting operational workflows.

Enhancing Maritime Risk Management at the Point of Decision 
The maritime industry is navigating an era of heightened regulatory scrutiny, with sanctions enforcement becoming increasingly stringent. For charterers, evaluating vessel risk is no longer optional; it’s essential. However, traditional methods of cross-referencing platforms and performing manual risk checks are inefficient and leave room for oversight. 

The Dataloy-Lloyd’s List Intelligence partnership eliminates these challenges by embedding risk intelligence directly into voyage management workflows through Dataloy Widgets, enabling users to access critical data at the point of decision-making.

“Risk intelligence should be accessible at the decision-making point,” said Michael Dell, CEO of Lloyd’s List Intelligence. “Our partnership with Dataloy demonstrates our unwavering commitment to empowering maritime professionals with the tools they need to safeguard global compliance while simplifying their day-to-day workflows. By reducing inefficiencies and improving situational awareness, we’re playing a pivotal role in securing the lawful and efficient movement of trade.”

Through this integration, users can now benefit from Lloyd’s List Intelligence’s trusted risk data, enabling them to:

• Assess Vessel Risk Ratings: Obtain insights into a vessel’s compliance history, ownership transparency, and trading behaviour. 

• Monitor AIS Anomalies: Detect AIS interruptions, manipulation, and unusual vessel movements. 

• Evaluate Movement Risks: Identify ship-to-ship transfers and irregular trading patterns. 

• Verify Flag and Ownership Data: Access validated information to ensure regulatory compliance. 

• Streamline Risk Assessment: Conduct due diligence effortlessly within a single platform. 

• Enhance Operational Confidence: Make informed decisions supported by reliable and actionable data. 

Driving Innovation in Maritime Compliance
The integration of Lloyd’s List Intelligence’s capabilities with Dataloy’s cutting-edge platform sets a new standard for embedded intelligence in maritime operations.

“This partnership underscores our shared mission to simplify vessel compliance complexities in an increasingly regulated world,” said Andrea Biasillo, CTO of Dataloy Systems. “By equipping charterers with real-time, intuitive risk intelligence, we are not just reacting to industry demands but anticipating them. Our Dataloy Widgets framework ensures that critical data is accessible precisely when and where it’s needed.

[By: Bureau Veritas]

Bureau Veritas Marine & Offshore (BV), a global leader in testing, inspection, and certification, has announced the appointment of Stefano Colonna as the new Head of Passenger Ships and Yachts for the North American region, during Seatrade Cruise Global 2025.

With more than 30 years of leadership experience in the passenger ships and yachting industries, Stefano has held prominent roles, including Vice President of Service for North and South America at NAVIM Group, overseeing Quality Assurance and Certifications, Director of Marine Safety Operations at Carnival Cruise Line and Director of Technical Safety Operations at The Walt Disney Company.

Specializing in new builds, capital project management, technical safety operations, and regulatory compliance, Stefano has successfully overseen the management and operational safety of multi-billion-dollar fleets, including cruise ships, luxury yachts, and passenger vessels, ensuring they meet the highest standards of safety, quality, and efficiency.

Stefano’s expertise in shipboard systems, regulatory compliance, and risk management was pivotal in executing complex projects such as Safe Return to Port certification, major vessel refurbishments, and fleet-wide safety enhancements.

As Head of Passenger Ships and Yachts, North America, Stefano will be responsible for continuing to strengthen BV’s presence within the cruise and yachting sector. Leading on initiatives to enhance vessel classification, safety, and regulatory compliance, ensuring that passenger ships and yachts operate at the forefront of innovation, sustainability, and safety standards.

Matthieu de Tugny, President of Bureau Veritas Marine & Offshore, said: “The passenger ship and yacht sector are key growth areas of BV and the appointment of Stefano as the strategic lead in North America – a vital passenger and leisure market – marks a significant milestone in strengthening BV’s presence in the region. Stefano has an established reputation for overseeing technical safety, ship operations, and new-build projects, driving excellence in vessel safety, operations, and compliance, and it is with great pleasure that we welcome him to the team.”

Stefano Colonna, Head of Passenger Ships and Yachts – North America, Bureau Veritas Marine & Offshore, said: “I’m delighted to be joining the BV team. As a leader in global classification, BV plays a vital role as a trusted partner in supporting the highest standards of safety, quality, efficiency, and innovation within the maritime industry, and I look forward to building upon their established expertise in the passenger ship and yachts sector, within North America.”

[By: Glamox]

Glamox, a world leader in lighting, has won contracts to light four additional Aurora Class vessels, owned and operated by Höegh Autoliners. This latest order follows a contract in October 2022 to provide marine LED lighting for the first eight Aurora Class vessels. Each Pure Car and Truck Carrier (PCTC) vessel is designed to carry 9,100 cars. These new multi-fuel vessels can operate on clean ammonia and are the largest and most environmentally friendly car carriers ever built.

“Our Aurora Class vessels signify a breakthrough in sustainable ocean transportation and underscore our ambition to achieve zero emissions by 2040,” said Andreas Enger, CEO of Höegh Autoliners. “Achieving this ambitious target requires us to work with like-minded partners like Glamox. Equipping our new vessels with high-quality energy-saving marine lighting means less fuel is needed for lighting.”

“The global shipping industry is facing tough targets to reduce emissions, and Höegh Autoliners is leading the charge in its segment in decarbonising its operations. Technological advancements in vessel construction and the use of zero-emission fuels, combined with our latest marine-certified LED lighting, will make these behemoths some of the most environmentally friendly car carriers on the ocean,” said Astrid Simonsen Joos, Group CEO of Glamox.

Zero-carbon ready
The four new Aurora Class vessels are zero-carbon ready and can run on clean ammonia. The PCTCs have specially strengthened decks and enhanced internal ramp systems to enable them to transport electric vehicles on all decks and to provide more flexibility for heavier cargo.

Each vessel will be equipped with around 3,000 LED lights, including navigation lights, car deck lights, floodlights, searchlights, and lighting for all interiors of the vessels – from the engine room to the bridge, from the galley to crew quarters, and much more. The full package also includes emergency lighting.

The marine-certified LED lighting provides excellent light distribution and is around 50-60% more energy efficient than fluorescent lighting. Also, the lights come with a lifetime warranty of either 50,000 or 100,000 hours, which greatly reduces maintenance costs.

Glamox will provide the lighting to its customer China Merchants Heavy Industry for vessels 9-12 in the first half of 2027, for installation at its shipyard in Nantong, China. The vessels are expected to enter service from July 2027 onwards.

Deliveries of the lighting for the first eight vessels started in September 2023 and will continue until May 2025. The first of the Aurora class vessels, Höegh Aurora and Höegh Borealis, were delivered in August and September of 2024, respectively, and sail under the Norwegian flag.

 

The Nordic Association of Marine Insurers (Cefor) has released its 2024 hull and machinery coverage report, shining a spotlight on emerging trends in the marine insurance market. Cefor has a coverage share of about 56 percent of the world fleet above 20,000 gross tonnage (GT).

A major highlight in the report is the rising claim cost per vessel since the pandemic. While the major claims impact was benign in the period from 2015 to 2022, with only an occasional claim exceeding $30 million, both 2023 and 2024 saw claims above $50 million. In 2023 and 2024, the claim cost per vessel was 22 percent higher than the average of the period 2017-2019. Cefor attributes this to the shipping trend towards larger and more valuable vessels, which somewhat heightens the probability of very large losses.

“Machinery damage showed a substantial increase in recent years, which should be seen in the context of an aging fleet. Among the largest losses, fires and collisions dominate,” said Cefor Actuary Astrid Seltmann.

Cefor predicts that a silver tsunami is in the offing, with many vessels delivered in the years after the financial crises (2008-2012) now getting old (13-17 years). These vessels are prone to fires, machinery claims and consequential damages. Machinery claims accounted for 56% of the claims cost for these vessels compared to a 35% share on vessels built in later years.

Last year, eleven machinery claims above $5 million were reported. This compares to seven such claims in 2023 and nine in 2022. The majority of machinery claims represent damage to the main engine, followed by auxiliary engines and propeller shafts.

Again, fires and collisions represented the costliest claims in 2024. Since 2019, the number of fires in container vessels has increased, raising concerns in the shipping industry. In 2023, the two largest losses above $50 million were fires, and four out of eight losses above $10 million were fires. In 2024, four out of nine losses above $10 million were fires; the two largest were collisions.

Christian Irgens, chair of Cefor’s Statistics Forum, also highlighted an increase in heavy weather losses, which might be linked to vessel rerouting through more weather-exposed areas. Weather-related casualties from the end of 2023 through the second quarter of 2024 showed a steady increase exceeding the seasonal variation of the preceding years. Increased exposure to weather events on the longer route around the Cape of Good Hope might have had an impact on the occurrence of weather-related damage.