[By: The Mission to Seafarers]

Last month, The Mission to Seafarers was proud to launch OceanCare, a new global welfare initiative developed in partnership with Mitsui O.S.K. Lines, Ltd. (MOL) to support the wellbeing of MOL’s seafarers working in some of the world’s most challenging environments.

This first-of-its-kind initiative provides a confidential listening and support service led by trained welfare professionals for MOL’s seafarers. OceanCare is designed to give seafarers the space to share any potential problems, whether they are dealing with work-related stress, health concerns, personal relationships, financial pressures or any other issues affecting their wellbeing.

OceanCare opens every conversation with a simple yet impactful question: “What’s on your mind?” From there, the Welfare Officer will listen to the challenges and help identify support for seafarers seeking meaningful solutions.

The initiative comes as the most recent Seafarer Happiness Index shines a light on the wide-ranging challenges faced by all seafarers, such as the impact of reductions in crew numbers and the training requirements to address new regulations and technologies, all of which can impact physical and mental health.

As Jan Webber, Director of Development at The Mission to Seafarers, explains,“MtS is delighted to be partnering with MOL to create OceanCare. This is a trailblazing initiative run by the Mission on behalf of MOL in support of its seafarers. All MOL seafarers can access this vital listening and support service. Our team will respond to any issues a seafarer raises, from mental health to money, from breakups to workplace conflicts. We are so pleased we can help MOL seafarers so they will feel even more supported, safe, be prosperous in their careers”.

The programme offers seafarers the opportunity to engage in one-to-one conversations with an experienced welfare officer who is ready to listen and help. In addition to emotional support, OceanCare assists seafarers in creating personal self-care plans, developing coping strategies and, where necessary, provides referrals to trusted specialist services. The service is also connected to a worldwide network of over 200 Mission to Seafarers’ Port Chaplains, available to offer in-person welfare support in ports across the globe.

OceanCare is set to empower seafarers to take control of their wellbeing, reduce risks, and foster a culture of openness and support across the MOL fleet. By encouraging dialogue and helping seafarers find their solutions, the initiative aims to build stronger individuals and healthier shipboard communities.

The laker that grounded downriver of the Soo Locks last weekend is now transferring its bulk cargo onto another vessel in the operator's fleet, according to local media - demonstrating the less-used ship-to-ship transfer capability of a classic self-unloading laker.

At about 1550 hours on June 8, the laker Hon. James L. Oberstar experienced unusual vibration after making the turn at Johnson's Point on the St. Mary's River. The crew notified the Coast Guard and went to anchor on nearby Hay Lake to conduct a damage assessment. Photos from the scene appear to show that she had taken on a starboard list, and the crew had swung her unloading boom out over the port side, shifting weight to port. 

No injuries or pollution have been reported, and the vessel is a stable condition. The Oberstar has an estimated 108,000 gallons of fuel and oil products on board, and the Coast Guard is conducting periodic overflights to monitor for any leaks. 

The laker Kaye E. Barker anchored alongside the Oberstar on Thursday morning, and the crew of the Oberstar used their self-unloading boom to transfer their cargo - 29,000 tonnes of limestone - over to the Barker. A crane barge is also on scene to assist. 

Operator Interlake Steamship said in a statement Wednesday that it is working with the United States Coast Guard, a third-party spill response company, and commercial salvors to resolve the situation. 

"The safety of our crew, the protection of the environment, and the integrity of our operations remain our top priorities," Interlake said in a statement. "We appreciate the diligence and professionalism of all agencies involved in this response."

 

Industrial carbon capture and storage is about to take off, according to DNV. Capacity will quadruple with $80 billion in investment by 2030, and will continue to expand through 2050, DNV predicts - and shipping will be along for the ride. 

The concept of carbon capture has been on the table since the beginning of the drive for decarbonization, but the technology is beginning to gain traction, particularly in regions where it is incentivized by regulations (Europe) and in heavy industries where it is most practical (power generation, oil and gas). Government subsidies also help: Denmark is underwriting the Greensand and Bifrost storage projects, and Norway is underwriting 80 percent of the cost of the Longship CCS project. In the U.S., the Biden-era Inflation Reduction Act created a tax credit that has driven investment in a large CCS project pipeline. 

CCS is also possible on board ships, though as with any emissions reduction strategy, there are caveats. The captured CO2 gas has to be stored in pressurized, cylindrical tanks, taking up additional volume on deck or belowdecks. It has to be offloaded to a reception facility, and at present the infrastructure only exists at a few locations. And operating the onboard capture system itself requires heat and electric power, increasing fuel consumption at the same time that carbon is being captured. However,  CCS has a significant advantage: it can run on ubiquitous and inexpensive bunker fuel, even HFO (with a scrubber).

"We expect a [storage] system to be in place from 2040 and 15% of all maritime CO2 emissions to be captured and stored by 2050. Overall, maritime transport will account for 9% of CO2 captured with CCS in 2050," DNV predicted. 

Shipping will also have a part to play in developing offshore subsea injection and storage facilities. "Ship transport, especially in the North Sea or the Mediterranean Sea, will likely play a key role in transporting CO2 between shore terminals or via offshore injection," DNV predicted.  

In the vast expanses of the world's oceans, a silent yet pervasive threat is taking shape: nurdles. These tiny, pre-production plastic pellets, measuring between 2 to 5 millimeters in diameter, are fundamental to the plastics industry, serving as the building blocks for a myriad of plastic products. However, their small size belies the significant environmental and potential health hazards they pose.

The start of 2024 highlighted the ongoing problem of plastic nurdle pollution. In January, the news reported a significant incident involving a spillage of nurdles from a shipping container caused by a storm the vessel encountered in December 2023. Over 1000 sacks of plastic nurdles were lost from a Danish ship, and 25 tonnes of plastic pellets fell from a Liberian vessel. These spills had a considerable impact on Spain, where vast quantities of nurdles washed up on the coastline and are notoriously hard to collect.

Nurdles pose a significant threat to marine ecosystems because they are often spilled during transportation, resulting in millions of nurdles entering the marine environment annually. Due to their minuscule size, they are not always readily visible except when they wash up in unusually huge quantities. Often mistaken for food by a wide range of marine species, they are ingested once they enter the ocean. This misidentification is particularly dangerous for smaller marine organisms, as it can lead to internal injuries, blockages, and starvation. Furthermore, as nurdles break down over time, they can release harmful chemicals, especially if they have absorbed toxic substances. These chemicals may contaminate the food chain and disrupt the delicate balance of marine ecosystems.

One of the most concerning aspects of nurdle pollution is its ability to accumulate in remote and pristine areas. Ocean currents and wind can transport nurdles across vast distances, carrying them to even the most isolated islands and coastlines. This widespread distribution makes it challenging to contain and clean up nurdle pollution, further exacerbating its negative impact on marine life.

Plastic nurdles leaking into the environment can be argued to be potentially worse than an oil spill. In the rare occurrence of an oil spill, most of it can be cleared away by specialized equipment, dispersants, biological agents, or via nature alone. However, when these plastic pellets enter the marine environment, they could end up anywhere depending on currents, making recovery at sea very difficult. Most of the recovery can only be done when it hits land, and over time they get buried in beaches, which makes recovering every nurdle impossible.

This was the case with the X-Press Pearl disaster in 2021. Following the fire and subsequent sinking of the ship, plastic pellets were found in the bellies and gills of local fish and washed up on Sri Lankan beaches as far as the eye could see. This is not the only case of nurdles spilled from containers. In 2017, approximately 2.25 billion nurdles spilled from a moored ship in Durban, South Africa. It was reported in various news outlets that these nurdles traveled as far as the southwest coast of Western Australia.

Global Efforts to Mitigate Nurdle Pollution

At MEPC 82 in October 2024, some progress was made towards tackling the plastic pollution problem, but there was a lack of concrete decisions and enforceable legislation. Delegates approved the guidelines on good practice relating to clean-up of plastic pellets from ship-source releases. These provide practical guidance for government authorities on issues such as contingency planning, response, post-spill monitoring and analysis, and intervention and cost recovery.

In addition, the committee continued discussions on the development of mandatory regulations to address plastic pellets released from ships. These would build on the non-mandatory recommendations for the carriage of plastic pellets by sea in freight containers approved by MEPC 81, and the aforementioned best practice guidelines. While it is a positive step to see IMO discussions held and guidelines developed, given the significance of the plastic pollution challenge, the implementation of mandatory regulations as soon as possible is essential.

 In January 2025, the Sub-Committee on Pollution Prevention and Response (PPR 12) agreed to a draft action plan to address Marine Plastic Litter from ships. The plan dictates the need to develop mandatory measures to reduce environmental risks when plastic pellets are transported by sea in freight containers. This was to be reviewed in the MEPC 83 that occurred in April 2025.

While significant progress has been made in recent years, the challenge of mitigating nurdle pollution remains substantial. The widespread distribution of nurdles and the ongoing production of plastic products make it difficult to eliminate this environmental threat, especially while the industry continues to wait for mandatory regulations. However, by continuing to implement effective prevention and cleanup measures, and by promoting sustainable practices, it is possible to significantly reduce the impact of nurdles on marine ecosystems and human health.

Emma Forbes-Gearey is Loss Prevention Officer at West P&I. 

[By: Everllence]

Everllence has signed a three-year sponsorship agreement with social enterprise, Plastic Fischer. As part of the partnership, rivers near Everllence locations in India will be cleared of plastic waste. 

This support will enable Plastic Fischer to collect and recycle between 450 and 500 tons of plastic over the next three years. To this end, a total of seven floating barriers will be installed in Vadodara and Bangalore to capture river plastic. Additionally, the startup will use the funding to open two material-recovery facilities to sort and recycle the collected materials. In the first year alone, these measures will create 20 local jobs. 

Uwe Lauber – CEO of Everllence – said: “For many years, we have been a driver of the maritime energy transition and contributed to sustainable shipping with our technologies. Protecting oceans and waterways is therefore especially important to us. Plastic Fischer has been carrying out impressive work in this field for many years, and we are proud and happy to support their mission.” 

Karsten Hirsch – CEO and founder of Plastic Fischer – said: “We are very pleased to take our next big step with Everllence and expand into two new locations at once. This long-term support will help us build infrastructure and drive sustainable change on-site. Over the coming years, we will remove hundreds of tons of ocean and river plastic, create dozens of jobs, and explore new ways to properly process river plastic. We are proud to have earned Everllence’s trust to build a flagship project with a strong local impact together.” 

Plastic pollution destroys ecosystems and contributes to the loss of biodiversity. 80% of ocean plastic originates from river pollution and can be more effectively tackled there. This prevents its spread into the ocean as microplastics and garbage patches. 

Plastic Fischer uses specially-developed barriers — so-called ‘TrashBooms’ — to capture plastic directly in rivers. These systems are built locally using available resources with the material collected then recycled by the company wherever possible. Non-recyclable waste is processed in cement plants — a more environmentally-friendly alternative to landfill or incineration –  as it produces no residues like ash and simultaneously replaces fossil fuels.

Act locally, impact globally
As part of the partnership, regular joint-collection campaigns with employees will take place at Everllence locations in India. The company operates at four sites domestically, manufacturing four-stroke engines and steam turbines. In addition to production facilities in Aurangabad and Bangalore, Everllence runs a PrimeServ service workshop in Vadodara and a sales office in Mumbai. 

Michael Melzer, Head of Experience Communications and responsible for donations and sponsorships at Everllence, said: “What convinced us about Plastic Fischer, in addition to our shared commitment to protecting waterways, was its local approach. Together, not only can we fight plastic waste but we can also make a contribution to local economic development around our Indian sites. Furthermore, our employees in Bangalore and Vadodara can volunteer in the cleanups – it’s a great cooperation.”

 

The firefighting efforts for the Wan Hai 503 containership which are now being undertaken jointly by India’s Coast Guard and Air Force are reporting progress, while India’s shipping authorities are demanding more action by the vessel’s owners and the appointed salvage team. The frustration comes as India has been forced to deal with two containership casualties simultaneously, and today there was another brief scare when a third vessel reported a box fire. 

The Indian Coast Guard has been leading the effort since the fire began on the Wan Hai 503 on June 9, approximately 44 miles off the coast. The fire rapidly engulfed much of the ship with the Coast Guard sending firefighting vessels and today joined by the Air Force which was dropping dry chemical power onto the core of the fire. Today, the fourth day of the effort, the Coast Guard reports it has seven ships engaged in firefighting, boundary cooling, and the continuing search for the four missing crewmembers.

The fire has been substantially reduced with the authorities saying it is approximately 40 percent suppressed. However, there is heavy gray and black smoke and heat zones remain active mostly around the forward cargo hold and below deck. One concern is that heating continues near the fuel tanks and persistent hotspots requiring continuous boundary cooling. 

The Coast Guard was able to get a team aboard the vessel and secured a towline at the stern. They were planning fresh attempts to establish a stable towline that would be connected to the Offshore Warrior, a more powerful platform supply vessel brought in by the appointed salvage company T&T Salvage. 

The goal is to use the stronger tug to pull the vessel away from the coastline. Currently, the vessel is between 38 and 40 nautical miles offshore and drifting to the southeast at 1.5 to 2 knots. The Directorate General of Shipping warns there is a serious risk of escalation if the fire is not stabilized. Further, they are concerned because the weather forecast calls for strong winds likely reaching 50 to 60 knots and heavy rain from June 14 to 16.

 

Update on #MVWanHai503 incident:

Firefighting Ops by @IndiaCoastGuard have significantly reduced the blaze onboard MV WAN HAI 503. In joint efforts with @IAF_MCC, 4000 kg of #DCP has been air-dropped for controlling metal fire. Vessel held safely away from coast. No oil… pic.twitter.com/CW5SRQIjRD

— Indian Coast Guard (@IndiaCoastGuard) June 12, 2025

 

The Directorate General sent a letter to Wan Hai and T&T Salvage on June 11 raising serious concerns about their efforts. Reports said the Offshore Warrior had to leave the scene because it did not have adequate fuel and was traveling to Kochi for refueling. Also, the authorities highlighted the vessel has limited firefighting capabilities and lacked foam for firefighting. They are calling the vessel “unsuitable for effectively addressing the rapidly evolving and critical situation.”

The authorities are calling for a stronger response by the companies saying they would not hesitate to initiate criminal proceedings and other punitive measures. They are demanding no further delay or negligence in launching an effective firefighting and salvage operation. 

The Indian Coast Guard is reported to have requisitioned an additional 1,000 kilograms of dry chemical power to be dropped as well as an additional 10,000 liters of firefighting foam. At the last report, it had 3,000 liters available on-site. The Directorate also reported that it has requisitioned the offshore tug Triton Liberty, which is under charter to the Indian Navy, and it was due to reach Wan Hai 503 late on Thursday. It is to be used to support the firefight and for towing assistance.

The Directorate General of Shipping at the same time is demanding more action from the salvage teams working on the MSC Elsa 3 which was lost in the same area. They want the fuel pumping from the wreck to begin although they reported today salvage divers have been able to stop the leaks from the ship.

Further compounding the demands on the Indian Coast Guard another feeder ship, Interasia Tenacity (37,160 dwt) reported a box fire on Thursday said India’s Manoram outlet. The vessel is inbound and due to arrive in India tomorrow but reported a fire in one of the 1,387 containers aboard. The Coast Guard responded but the vessel later advised it had controlled the fire and no longer required assistance.

The Indian Coast Guard has received commendations from many sources including both China and Taiwan for its response which saved 18 seafarers from Wan Hai 503 and the crew from the MSC Elsa 3. The Directorate General however highlights the ultimate salvage responsibility is with the owners and operators of the vessels and they must maximize their efforts to minimize the environmental damage from the casualties.

 

 

On Thursday, the U.S. merchant marine celebrated what might be considered its 250th anniversary. In peace and war, merchant mariners carry the nation's commerce and back up the U.S. military - and in 1775, they proved it for the first time. 

In May and June 1775, shortly after the start of the American Revolutionary War, British forces hired a Loyalist shipowner - Ichabod Jones - to obtain lumber from local suppliers at the port of Machias. The lumber was needed to build barracks for British troops in Boston, which was under siege by what would soon be known as the Continental Army. 

Jones arrived at Machias with the merchant vessels Unity and Polly on June 2, 1775, in the company of the Royal Navy sloop HMS Margaretta. They were carrying pork and flour to trade for the lumber. Patriots among the townspeople disliked the idea of doing business that would benefit the British, and Jones had to use threats of force to compel the trade. 

In response, a local militia under the command of Capt. Jeremiah O'Brien attempted to capture Jones on June 11; this was not successful, so the next day they seized the Unity instead. After making preparations aboard Unity, O'Brien and about 30 men proceeded to chase down HMS Margaretta as well. When Unity came alongside and militia members climbed across, Margaretta's commanding officer was mortally wounded by musket fire, and his second-in-command surrendered. 

It was the first time that patriots had seized a British vessel in the war. At the time, the Continental Navy did not yet exist, and it was a military support action carried out by civilian mariners - the first such engagement in the history of the merchant marine, but far from the last. O'Brien went on to a storied career as a privateer throughout the war, and six ships have been named in his honor - five U.S. Navy warships and the well-known WWII Liberty Ship SS Jeremiah O'Brien. 

 

The National Transportation Safety Board is pointing out some of the fundamentals of vessel operations along with the dangers of aging vessels in its latest report. The report shows that an 80-year-old Navy surplus vessel being used to support Alaska’s fishing industry was lost due to flooding possibly caused by maintenance issues and the captain and mate’s decision to leave watertight doors open while they were underway.

The vessel named Cape Douglas was lost on November 6, 2024, about four miles southeast of Kodiak, Alaska. The captain and mate reported they were unable to control flooding on the vessel and abandoned ship to a towed skiff. They flagged down a nearby fishing boat for their rescue. Less than an hour after the captain and mate donned survival suits and abandoned ship, 40 minutes after they were rescued, they watched the industrial ship they had been operating sink.

The NTSB reports the Cape Douglas was built for the U.S. Navy in 1944 as a landing craft tank. By 1947, it had been decommissioned and found its way to Alaska where it was sailing from Kodiak as a commercial fishing vessel. It was acquired by North Bay Corporation in 2000 and used to haul heavy equipment and as a fish tender to dispose of fish byproducts.

It was on one of those fish tender runs loaded with about 30 tons of fish byproduct which the captain termed a “moderate load.” The disposal site was about four miles southeast of Kodiak in Chiniak Bay, and they were making about 5.5 knots. The captain was trying to start a pump used for offloading when he observed water had flooded into the engine room. The mate estimated there were four feet of water in the engine room but a high-water bilge alarm had not sounded. The captain later told the NTSB that he did not know when it had been last tested or if it was functional.

The captain told the NTSB investigators he was unable to enter the engine room. He said the water, “seems to be coming in awfully quick.” He confirmed they regularly left the watertight doors open during transit to “help with ventilation in the engine room.”

The NTSB reports the vessel had last been surveyed in August 2022 and the report found wastage greater than 15 percent and many sections exceeding 25 percent as well as rust and other issues. The owner was told the vessel was only suitable for local limited fish waste dumping and would require an extensive refit for any heavy load/freight operations. The vessel was not used between the survey in 2022 and the trip in November 2024. The owner was trying to sell the vessel.

The City of Kodiak harbormaster also raised concerns in April 2024 over the vessel’s seaworthiness. The harbormaster cited “significant marine growth” and “indications of disrepair.”  NTSB says the operating company resolved the complaint by providing proof of vessel insurance.

The report lists the probable cause as flooding from an undetermined failure in the vessel’s deck washdown system. It also points to the fundamental principle of maintaining watertight integrity saying leaving the watertight doors open likely contributed to the casualty.

It is another example of aging vessels being used in the fishing industry. In 2023, the U.S. Coast Guard in Tacoma, Washington had to manage a situation with a 77-year-old fish processing vessel after there were reports of an ammonia leak. The ship had a long list of violations and after the leak was addressed, it was listed as a derelict for disposal.
 

 

Hapag-Lloyd is reporting it has taken the delivery of the new Wilhelmshaven Express (229,350 dwt) container vessel the twelfth in its new ultra large Hamburg Express class and its first dual-fuel LNG class of vessels. Ordering the ships in 2020 and 2021, Hapag became one of the first in the industry to jump to the larger 24,000 TEU class of ultra large vessels.

The company highlighted that the class has 20 percent more capacity than its A 19 class of vessels increasing efficiency and operating costs. The vessels have a nominal capacity of 23,664 TEU with 1,500 reefer plugs. They are 1,309 feet (399 meters) in length with a hull design that was optimized to produce a three percent fuel savings. They also have high-efficiency propellers and onshore power capabilities.

The vessels are dual fuel with Hapag selecting the massive MAN B&W 11G95ME-GI engine, which the company says is so large it is housed in a five-deck high engine space. Everllence (formerly MAN Energy Solutions) highlights it is a highly efficient engine that uses 15 to 20 percent less fuel. The vessels are equipped with an LNG tank that holds 18,600 cubic meters or enough for a complete Europe-China-Europe round trip. In addition, there is another tank for 8,000 tons of low-sulfur fuel oil.

 

Massive MAN dual-fuel engine powering the Hamburg Express class (Hapag)

 

The order for the ships, which have become the largest containerships operating under the German flag, was placed in two tranches with the first batch of six ordered in December 2020 with Korean shipyard Daewoo Shipbuilding & Marine Engineering (DSME) (now Hanwha Ocean) with a reported valued of approximately $1 billion. The company expanded the order with six additional ships in June 2021.

“With their large capacity, forward-thinking design, and LNG dual-fuel engines, this series of vessels are set to greatly improve efficiency and are projected to reduce emissions by 20 to 25 percent in the near future,” said Hapag announcing the completion of the final delivery.

Delivery of the class began in June 2023 with the first ship Berlin Express. She has been followed by ships named Manila Express (2023), Hanoi Express (2023), Busan Express (2024), Singapore Express (2024), Damietta Express (2024), Hamburg Express (2024), Gdansk Express (2024), Bangkok Express (2025), Rotterdam Express (2025), Genova Express (2025), and Wilhelmshaven Express (2025). They are all currently deployed on the route between Asia and Northern Europe operating as part of the Gemini Cooperation launched with Maersk in February 2025.

 

Wind scoop added to the bow of the newer ships of the class (Hapag)

 

One noticeable difference with the newer ships of the class is they got a “nose job.” Hapag points to the “sleek red bow” of the new ships. They feature a large red oval at the prow in front of the container stacks. The design began appearing in the past few years on ships ranging from CMA CGM to Ocean Network Express (ONE) and others as a fuel-saving device. It is an enlarged wind scoop that improves the aerodynamics of the vessel while underway and creates fuel savings. 

Wilhelmshaven Express is in Shanghai today, June 12, loading for her maiden voyage on the run to Europe. She joins a fleet that has now surpassed 300 vessels, the largest in the history of the company.  Hapag continues to grow reporting last November that it had placed an order valued at an estimated $4 billion for 24 additional containerships to be built in China.

 

Number 11 of the class, Genova Express, on sea trials (Hapag)
 

 

For the third time since March, the Trump Administration has named a new person to helm the U.S. Maritime Administration, which has been without a confirmed leader since the departure of Adm. Ann Phillips in January.

After nominating former U.S. Navy submariner Capt. Brent Sadler to the post in March, then replacing Sadler's name with former Maersk Line executive Capt. Stephen Carmel in May, the administration has now announced the appointment of congressional aide and USMMA alum Sang H. Yi as Acting Maritime Administrator. 

Capt. Carmel's name remains on the list of nominees pending committee consideration in the Senate, and he awaits confirmation. 

Yi has 15 years of experience as a staff member and advisor to various House committees. He worked for the Committee on Oversight & Government Reform, the Natural Resources Committee , and - for the last two years - the Committee on Homeland Security. Before that, he was a councilman for the City of Fairfax, Virginia for four years, and he worked at the National Geospatial-Intelligence Agency for five years at the start of his career. His first role at NGA was as a maritime analyst. 

Yi is a graduate of the U.S. Merchant Marine Academy, and he commissioned as an officer in the Navy Reserve. (He remains a reserve lieutenant commander, according to his LinkedIn biography.) He also holds an MA from the U.S. Naval War College and a JD from  George Washington University Law School. 

The crew of a Chinese cargo ship is thankful for a Korean bulker that came to their aid. The Run Fun 3 (32,115 dwt) was taking on water in a remote part of the Indian Ocean when it issued a distress call early on Wednesday, June 11.

The reports place the vessel which was built in 1997 and operating under the Panama flag approximately 500 nautical miles south of the Maldives. The ship departed Singapore on June 1 reporting its destination as Lome, Togo where it was due on July 5.

The Korean-managed bulker Maple Harbour (55,832 dwt) was also westbound in the Indian Ocean having departed Singapore on June 2 bound for Italy. C Transport Maritime (CCTM) which manages the ship reports its crew received an urgent message from the Run Fu 3 at 02:45 am local time. The Run Fu 3 reported that one of its holds had started taking on water and the ship was requesting assistance.

Upon learning that they were the closest vessel available, the crew of the Maple Harbour changed course. They were able to reach the Run Fu 3 at around 5:30 am, approximately three hours after having received the distress call. CTM reports the crew of the Run Fu 3 “did everything possible to save their vessel, but at 08:15 am, their captain made the decision to abandon ship.”

 

Crew of the Chinese cargo ship abandoned ship in two rafts (left)

 

The 23 crew members boarded the vessel's two life rafts and were rescued by the Maple Harbour. South Korea’s Ministry of Oceans and Fisheries reports that 21 of the crewmembers are from Vietnam and two from Myanmar. They were given water, food, and shelter aboard the bulker.

Maple Harbour is proceeding to Port Louis, Mauritius where its AIS signal says it is due on June 16. The South Korean ministry reports discussions are ongoing with the owners of Run Fu 3 making arrangements for the crew to be disembarked when the bulker reaches port.

The Ministry issued a statement thanking the bulker’s crew for their efforts. It highlighted the importance of cooperation and consideration beyond borders while ships are operating at sea.

 

Crew was rescued by the bulker an hour after they abandon ship
 

 

On Tuesday, the U.S. Coast Guard helped Dutch and British partners rescue a yachtsman whose vessel was disabled off the British Virgin Islands. 

The skipper, 58-year-old French national Frank Rouvray, was operating single-handed on a voyage to Saint Martin. As he neared the island of Anegada in the British Virgin Islands, his yacht was dismasted, then lost propulsion due to lack of fuel. He activated his EPIRB and U.S. Coast Guard Sector San Juan received the distress signal. The command center dispatched a Jayhawk SAR helicopter out of Air Station Borinquen, Puerto Rico to search the scene, and it also broadcast a request for assistance to nearby merchant shipping. 

The helicopter aircrew located the yacht - the Topaze - and made contact with Rouvray, albeit with difficulty due to a language barrier. A Royal Marine Police boat from the British Virgin Islands arrived later in the day and established a tow to bring the Topaze safely into the harbor at Tortola. 

"The EPIRB distress signal and the efficient communication and coordination between all Coast Guard elements and those of our Dutch and British Virgin Islands partners led to the successful rescuer," said Lt. Cmdr. Lukas Rodríguez, Sector San Juan Search and Rescue mission coordinator for the case. "Having the right emergency communication equipment onboard can make the difference between success and failure."

India’s Directorate General of Shipping is expressing frustration over the progress in the efforts to address the oil aboard the sunken containership MSC Elsa 3 leading to the issuing of a “final ultimatum” with the threat of criminal liability and legal proceedings. While they walked back some of the threats, India is getting tough on the salvage efforts demanding more actions.

The wreck lies at a depth of 51 meters (167 feet), which means it requires saturation diving. Due to weather and issues getting the equipment in place, the authorities said that there had been prolonged and repeated delays in starting the diving operation. They continue to express urgency due to the environmental risks and the onset of monsoon season. 

“The salvors have been issued a strict notice by both state and central authorities to expedite and complete the extraction of oil from the sunken vessel without further delay,” the Directorate General said in its daily situation report on Wednesday, June 11. They said the final ultimatum was to initiate and complete oil extraction within 48 hours while warning failure to comply would result in civil and criminal liability being imposed.

Among the issues they highlighted was a lack of trained divers for the operation. They said limited bottom time means they needed more people and equipment to complete the tasks within the restricted weather window. 

The Directorate later walked back its warning on Thursday, June 12, acknowledging progress with the dive team doubled to 24 and final mobilization underway of the necessary equipment. They now said the salvors had been instructed to deliver a firm and detailed oil recovery plan within 24 hours. It however still said non-compliance would lead to the “escalation of enforcement action.”

Divers made progress at the site completing primary capping of the identified leak points. Secondary plugging of non-critical tanks which were empty when the vessel was lost is also underway. As a result, the latest site survey showed no oil sheen. Previously, Tank 22’s sounding pipe was weeping oil.

The divers are also scheduled to attempt the recovery of the vessel’s Voyage Data Recorder. Indian officials have previously said they were continuing to collect evidence in their investigation into the casualty.

Onshore, they report that 58 containers have now been retrieved and taken to the port. One additional container they expected would be delivered to the port within 24 hours. Volunteers are also continuing efforts with the beach cleanup with the Directorate saying “the volume of nurdles collected remains significant.”

The local courts are also taking a tough stance against MSC. The Kerala High Court previously said that there “should be no negligence in taking action against the shipping company.” On Thursday, it briefly detained another MSC containership, MSC Mansa F (1,078 TEU) which was at the Vizhinjam port. The Cashew Export Promotion Council petitioned the court seeking compensation for a shipment it had aboard the MSC Elsa 3. MSC agreed to post a bond of approximately $700,000 for the claim. The vessel was later released and its AIS signal showed it underway by the end of the day.
 

[By: StormGeo]

StormGeo, a global leader in weather intelligence and decision support solutions, today announced a strategic partnership with Bearing AI, a pioneer in AI-driven vessel performance modeling. This collaboration marks a significant step forward in maritime efficiency, bringing together StormGeo’s decades-long experience in voyage optimization with Bearing AI’s advanced machine learning capabilities.

Through this partnership, StormGeo’s Voyage Optimization Service will integrate Bearing AI’s advanced vessel performance models to deliver more precise fuel consumption predictions, efficient route planning, and reduced emissions.

“Our partnership with Bearing AI represents a new chapter in voyage optimization,” said Petter Andersen, Senior Vice President - Shipping at StormGeo. “By integrating AI-driven vessel performance models into our trusted framework, we are offering the best of both worlds – StormGeo’s proven shipping expertise and long history with weather intelligence and Bearing AI’s adaptive technology. The result is a superior solution for shipping companies looking to optimize routes, improve fuel efficiency, and ensure regulatory compliance.”

StormGeo’s Voyage Optimization Service already empowers maritime operators with intelligent routing based on real-time weather, oceanographic conditions, and fuel efficiency models. With the addition of Bearing AI’s models, shipowners and operators can expect:

• Optimized route planning – Enhanced data accuracy enables dynamic adjustments for the safest, most fuel-efficient voyages and more precise ETA predictions.
• Improved fuel efficiency – AI-powered models complement StormGeo’s technology and forecasting expertise, improving fuel consumption predictions.
• Lower carbon emissions – Precise modeling supports compliance with IMO regulations, including CII and EEXI, helping companies meet sustainability goals.

“We’re excited to partner with StormGeo to provide shipping companies with a future-ready solution that maximizes both profitability and sustainability,” said Dylan Keil, CEO at Bearing AI.

“Our AI-powered solution combines data from different sources with adaptable machine learning technologies to build models that predict vessel performance in a wide range of operating conditions – complementing StormGeo’s performance models. StormGeo’s global reach, commitment to technological innovation, and trusted reputation make them an ideal partner for our technology.” 

The partnership aligns with the industry’s shift toward digitalization while reinforcing StormGeo’s position as a trusted, forward-thinking partner in voyage intelligence.
 

 

A court in Taiwan has sentenced the Chinese master of a shadowy cargo ship to three years in jail for “willfully anchoring in a prohibited zone,” which it concluded caused the damage to a critical undersea cable. Media reports are saying it is the first time Taiwan has convicted and ordered jail time, although it has reported several instances of cable damage and has been on high alert since the start of the year.

Taiwan reported at the beginning of 2025 that it was monitoring vessels and especially targeting ships operating under a flag of convenience. It believes many of these ships are owned by Chinese interests and are being used to test or harass the island nation.

In February, it detected a small cargo ship anchored approximately five nautical miles offshore. According to the reports, the vessel, which was alternately using the names Hong Tai 168 and Hong Tai 58 and registered in Togo, had entered the restricted zone on February 22. A shore station attempted to contact the vessel several times and received no reply. The Coast Guard asked the vessel to move from the area which it says was clearly marked on the charts.

On February 25, as the vessel was departing the zone at 0300 Chunghwa Telecom reported an outage on its Taiwan-Penghu No. 3 subsea cable and the Taiwan Coast Guard intercepted the vessel and directed it to port.  The vessel appears to have been built in 2006 and previously reported ownership by Chinese interests. It is 1,800 dwt and has a crew of eight Chinese nationals aboard. Taiwan reported it detained what it called a suspicious vessel.

The Coast Guard said the captain at first denied the charges and refused to give them details on the ownership of the vessel. He said he had a "bad attitude." BBC reports the ship has operated under multiple names and had only one cargo record in the past year. The ship was also in poor condition.

The District Court was told the vessel had anchored on February 22 in the restricted area and continued to drift. The Coast Guard however noted that it was moving in a zig zag pattern. The captain told the court they had anchored because of “rough waters” which he said made “navigation tricky.” He admitted to ordering two crewmembers to drop 160 meters of anchor chain but the Coast Guard says it did not attach to the bottom and the vessel continued to move around in the area of the cable.

Evidence showed the cable had been subjected to external forces and that it had been snagged by an external force. The captain denied intentionally damaging the cable but admitted it could have happened calling it simple negligence. The telecom company reports it spent $578,572 to repair the cable.

Under the charges, the court could have sentenced the captain to between one and seven years. He can appeal the three-year sentence. Insufficient evidence was found against the other seven crewmembers and they were deported.

Chinese officials have denied involvement or knowledge of the incident. They said it is a “common maritime accident” and called Taiwan’s accounts “exaggerated.”

After years of issues with contractor-based equipment maintenance, the U.S. Navy is joining the "right to repair" movement, Navy Secretary John Phelan told a hearing of the Senate Armed Services Committee.

The "right to repair" movement is a response to the business practice of locking up after-sales service through intellectual property, warranty and parts-access limitations. In a digital era, this affects everything from autos to farm equipment to cellphones - and, according to Phelan, even aircraft carriers and frigates. Though Navy sailors have to be ready to "fight tonight," they often aren't allowed to fix key pieces of their own equipment, and have to wait for an authorized service tech - by contract. 

The problem, according to Phelan, is that the OEMs for mission-critical gear on warships still own the intellectual property for the equipment. Their contracts with the Navy forbid servicemembers from performing any repairs because of IP concerns. Instead, the equipment remains out of service until a contractor comes out to join the ship - often by traveling, and often at considerable cost. 

"I went on the [USS Gerald R. Ford] carrier; they had eight ovens — this is a ship that serves 15,300 meals a day," Phelan said. "Only two were working. Six were out." 

Even though the crew was capable of performing the repair, they were not allowed to do so, and had to wait for an oven contractor to come out. The same issue applies to the Ford's elevators (a persistent source of problems in the past).

"They have to come out and diagnose the problem, and then they'll fix it," he said. "It is crazy. We should be able to fix this . . . We need to really try to ensure going forward we control our IP, and we have the ability to fix things."

The Littoral Combat Ship was famously designed for a contractor-centric maintenance strategy, which became a driver of the LCS program's excessive operating cost - at one point averaging $70 million per hull per year, approaching the opex for a far larger Arleigh Burke-class destroyer.  

The U.S. Army has similar problems with contractor dependency, and has decided to address this going forward by requiring right-to-repair in every contract - and forcing the issue on past contracts as well. 

"We hope that anyone listening to us who hopes to pitch us a contract going forward will look back at their previous agreements they've signed with us, and if they're unwilling to give us that right to repair, I think we're going to have a hard time negotiating with them," Army Secretary Daniel Driscoll told the House Armed Services Committee last week. 

 

Yemen's Houthi rebel movement has issued a warning to the United States and Israel that an attack on Iran - an increasingly likely possibility - could result in a new round of conflict escalation in the region. The group it well-known for its campaign of attacks on shipping, which only subsided after a U.S. air campaign created conditions for a truce earlier this year. That truce may be in danger in the event of a conflict with Iran, the Houthis' primary military sponsor, the group hinted on Wednesday. 

"We are . . . at the highest level of preparedness for any possible American escalation against us," a Houthi source told Newsweek on Wednesday. "Any escalation against the Islamic Republic of Iran is also dangerous and will drag the entire region into the abyss of war. . . . It is certainly not in the interest of the American people to become involved in a new war in service of [Israel]."

Relatedly, the UK Maritime Trade Operations (UKMTO) office of the Royal Navy issued a rare warning to shipping on Wednesday, cautioning operators that it has been made aware of a risk of "an escalation of military activity having a direct impact on mariners." Vessel masters are advised to proceed with caution in the Arabian Gulf, Gulf of Oman and Strait of Hormuz - areas where Iran has previously engaged in attacks on shipping during periods of heightened tension. 

The tensions center on Iran's nuclear program, which Israel views as an existential threat. Renewed U.S.-Iran talks on a new nuclear deal appear stalled, despite initial signs of progress, and President Donald Trump has expressed frustration with the pace of the negotiations. As in previous talks in 2015, Iran is refusing to give up the entirety of its domestic uranium enrichment infrastructure, which the Trump administration insists must be dismantled or relocated to a third country. But the backdrop has changed since the last round of negotiations ten years ago: Tehran now possesses enough high-enriched nuclear fuel that it could produce about 10 nuclear weapons in a "breakout" push, perhaps within a matter of months. 

As the negotiations falter, Israel is widely believed to be preparing for a potential strike on Iranian nuclear sites to pre-empt the manufacturing of an Iranian bomb - and Iran has laid out its plans for a response. Iran's Supreme National Security Council warned on Wednesday that it has "a vast quantity" of intelligence on Israel's nuclear weapons establishment, and is prepared to conduct a counterstrike with its missile forces. Iranian Defence Minister Aziz Nasirzadeh has also threatened to strike U.S. military bases around the region if Iran comes under attack. 

In a sign that hostilities could be imminent, the U.S. government has ordered a heightened state of preparedness for Iranian attacks in the Mideast, to include the evacuation of the U.S. embassy in Baghdad and a voluntary departure authorization for servicemembers' families at bases in the region. 

[By: Bolidt]

Bolidt’s acquisition of prefabricated resin systems specialist Boteka signals continuing international growth as part of the ‘all-under-one-roof’ principle.

Bolidt has acquired a majority stake in Florida-based Boteka, in a move intended to consolidate Bolidt’s leading position in the global cruise industry.

As a specialist in prefabricated elements for cruise ships, Boteka has worked exclusively with Bolidt products during a 14-year relationship that has seen the two parties serve major operators including Norwegian Cruise Lines, Royal Caribbean Group, and Celebrity Cruises. The collaboration has covered both newbuild and retrofit projects.

In line with Bolidt’s ‘all-under-one-roof’ principle, the acquisition will allow the Dutch company to accelerate its development of custom-made solutions while enhancing its efficiency, planning, and flexibility in cruise ship projects. It also strengthens Bolidt’s presence in the United States and increases its manufacturing capacity with an additional production facility in Miami.

“We are delighted to welcome Boteka into the Bolidt Group as we move forward with our strategy for growth – expanding our portfolio to provide total solutions for our clients,” said Rientz-Willem Bol, CEO of Bolidt. “Boteka possesses considerable technical expertise and customer insight that can inspire our R&D efforts, further optimise internal processes, enhance employee learning, and provide added value for our global cruise clients.”

Under the terms of the expanded cooperation, Boteka will continue to develop prefabricated synthetic elements at the Miami production facility and oversee their installation, inspection, and measurement on board the vessel, while Bolidt remains exclusively responsible for sales activities.

The Navy's Constellation-class frigate program continues to wrestle with an incomplete functional design, which has delayed construction on the first hull and may push back delivery on follow-on vessels as well, according to the GAO. At present, the lead vessel is on track to deliver three years behind schedule and an estimated 13 percent overweight. 

"The Navy and shipbuilder continue to revise basic design documents, including the ship's general arrangement drawings - the design drawings that all other design aspects are based on - and structural components of the ship," reported GAO on Wednesday. "This approach is inconsistent with shipbuilding leading practices."

The Constellation-class began as an adaptation of the Italian-French FREMM, an existing design that has proven popular in Europe. Initially, the Navy sought to achieve cost savings and reduce technical risk by keeping 85 percent of the original design. Instead, it changed 85 percent of the design to adapt the vessel to Navy requirements, and it has yet to achieve design stability. 

In October 2024, the Navy informed GAO that it expects to see about 759 tonnes of weight growth (13 percent) "due in part to the underestimation of applying Navy technical requirements to a foreign ship design." Weight growth can affect performance, and it limits the amount of extra equipment that can be added to the warship in future years to adapt to changing technology. The program office is working with the shipyard to reduce weight "through a phased implementation across the first three ships."

Change orders and delays tend to increase costs. So far, the shipbuilder has asked for equitable adjustment of the contract payment terms five times, GAO reports - a sign that costs will rise. The Navy has not released the amounts of the requests, and the information is "not suitable for public release," GAO reported. 

 

First-in-class carrier USS Gerald R. Ford has completed her first full deployment and is gearing up for another, but problems with the Ford program remain, according to the Government Accountability Office (GAO). 

The Ford program encountered years-long delays during the construction of the first hull. The complexities added by Ford's all-electric launch and recovery gear, as well as her electromagnetically-actuated weapons elevators, caused difficulty at the yard and long after delivery. The keel laying was held in 2009 for a 2015 delivery date, but construction cost increased by $2.8 billion and the schedule for her commissioning slipped to 2017. She was delivered incomplete, without operable weapons elevators, and did not achieve initial operational capability until December 2021. Since then she has successfully deployed overseas, and she was recognized as the best all-around ship in the Atlantic Fleet last year. 

The program office has emphasized that USS Ford was a first-in-class hull, with the inherent issues that come with a first-of-a-kind vessel, and that the teething problems with her new technology were being worked out for the follow-on carriers. But in its annual assessment of defense procurement programs, GAO reports that the Navy expects significant additional delays to future hulls in the series. 

Continued issues with the weapons elevators aboard second-in-class CVN 79 could put the planned July 2025 delivery date for the vessel at risk, the program office reported. And the delivery date for CVN 80, the third Ford-class, has been pushed back to May 2030 - more than two years later than the Navy expected.

The problem, according to GAO, is in the availability of materials and skilled labor. HII Newport News has "persistent shipyard workforce issues" that the program office is trying to fix by revising schedules and creating incentives for workers, GAO said. 

Newport News has been trying to hire more yard employees, but it has been hard to retain people who are new to the shipbuilding industry, HII CEO Chris Kastner told defense media in April. The attrition rate for first-year new hires is so high - the Navy puts it at 50-60 percent per year - that HII is pivoting away from bringing in "green" staff and is focused on recruiting experienced personnel instead, competing with other yards for the same pool of skilled welders. Kastner acknowledged that this "means you're going to hire less and you're going to have to figure out how to get the work done."