The Vancouver Fraser Port Authority is taking the next key step in its plans to add a major new container terminal to expand Vancouver’s capacity and efficiency.  They announced that the search has begun for a contractor for the mega terminal with the goal of selecting a firm with the financial and technical expertise to undertake the massive project by the end of this year.

While the controversial Roberts Bank Terminal 2 (RBT2) project continues to face obstacles, the port authority is pursuing a major step in the implementation of the $3.5 billion project. Implementation of the project has faced unending opposition since its approval by the Canadian government in April 2024. 

RBT2 entails the construction of a new man-made island and a three-berth marine container terminal near existing port terminals at Roberts Bank in Delta, B.C. When completed, the terminal is designed to deliver an additional 2.4 million TEU of capacity, ultimately increasing Canada’s west coast container capacity by approximately one-third.

Promoted as a game changer for the port of Vancouver’s long-term growth plans, RBT2 is expected to bolster Canada’s national supply-chain resilience and deliver significant economic benefits. These include more than 18,000 jobs during construction, more than 17,300 ongoing jobs, and support for trade diversification goals by unlocking over $100 billion in new trade capacity and contributing $3 billion in gross domestic product annually.

Since the project was first announced, it has faced opposition from local groups and environmentalists. Last year, several conservationist groups filed a suit opposing its implementation on the basis that it poses adverse risks to endangered species.

Despite the opposition, the port authority is advancing implementation of the massive project that includes the delivery of an approximately 100-hectare marine landmass, a 35-hectare widened causeway, a 1,300-meter wharf structure and berth pocket, and an expanded tug basin. The contract also includes the construction of a marine terminal fish passage to support juvenile salmon migration, and the civil works for onsite habitat enhancement and the South Arm Jetty Tidal Marsh project.

Interested companies have until the end of September to present the bids, with the port authority intending to shortlist three companies before the end of November. They will then be invited to submit a proposal. 

“To meet Canada’s needs in today’s quickly evolving trade landscape, we have accelerated our efforts to deliver Roberts Bank Terminal 2, a project that will strengthen Canada’s economic security and deliver trade resilience,” said Victor Pang, Vancouver Fraser Port Authority CFO. “The terminal will be a catalyst for economic transformation nationally, from supporting Prairie grain exports and B.C.’s forestry sector, to communities who depend on reliable and affordable access to essential goods on store shelves.”

Construction of the terminal is planned to begin in 2028 and is expected to be in operation by the mid-2030s. Conceived in 2013, RBT2 has been marketed as a critical infrastructure project addressing challenges as Canadian ports are forecast to hit peak capacity by the early 2030s.

The Port of Vancouver remains Canada's gateway to diverse markets, enabling trade of approximately $300 billion with up to 170 countries annually. This makes the Pacific Gateway the country’s most important trade corridor. Last year, a record 158 million metric tonnes (MMT) of cargo moved through the port, a five percent increase from 150 MMT recorded in 2023.

The West Coast is projected to play an increasing role in Canada’s future trade as it looks to build ties to Asia.  Canada looks to build new international opportunities, which kicked off this month with the opening of its first LNG export terminal north of Vancouver and which will be used to supply Asian customers.
 

 

Austal USA reports the U.S. Navy officially took delivery today, July 11, of the future USS Pierre, the final ship of the Independence program. LCS 38 is the 19th Independence-variant Littoral Combat Ship (LCS) delivered by the company in a program that dates back to the early 2000s.

Delivery documents were signed on board following the successful completion of acceptance trials held the week of June 9, 2025. The trials tested the ship’s major systems and equipment to demonstrate their successful operation and mission readiness. The ships’ pre-commissioning unit will now begin preparations for fleet introduction.

Austal USA highlights the Littoral Combat Ships (LCS) as fast and agile, a platform designed for near-shore operations, supporting forward presence, maritime security, sea control, and deterrence. The trimaran hull was reputed to be fast and at 413 feet in length was just over 3,000 tons displacement with the use of aluminum. 

“The delivery of the future USS Pierre will be one of our most memorable milestone achievements as it marks the conclusion of Austal USA’s Independence-variant Littoral Combat Ship program,” said Austal USA President Michelle Kruger. “Our shipbuilding team has poured years of dedication, innovation, and manufacturing excellence into this ship, and the results are evident. Though USS Pierre is the last LCS Austal USA will deliver, we remain committed to supporting the U.S. Navy with innovative maritime solutions and the highest standards of quality.”

The company highlights that it delivered 19 vessels in just 15 years. The first of the vessels, USS Independence, was commissioned in 2010, with the flow of ships building starting in 2014. In pear years, 2018 and again in 2021, the USN commissioned three ships of the class in a single year. The final order or the last two ships came in 2018, as the Navy had soured on aluminum and started to move back to steel.

Observers criticized the ships and their multiple problems. Early on, there were reports of excessive corrosion due to galvanic corrosion, the joining of two metals. Austal USA said it was able to address the issue with an "array of tested corrosion-management tools and processes."

The next challenge came in 2019 when the Navy began identifying cracks in the structure that seemed to come about when the ships operated at higher speeds in moderate or worse seas. By 2022, the Navy said it had found cracks on six of the first 13 ships, and in an unusual move, decommissioned the first two ships of the class in 2021 and 2022. The prior administration had said two additional hulls were scheduled to be decommissioned, but the new Trump administration has not confirmed the plans as it seeks to enhance naval operations. 

Austal USA made the pivot to steel and conducted its first steel cutting for the Navy in 2022. Last month, USNS Billy Frank Jr. was rolled out from the construction hall as Austal USA’s first steel vessel for the USN. The company highlights that it has nine U.S. Navy vessels and one U.S. Coast Guard cutter under construction, with construction scheduled to begin on a second cutter in early August.
 

Reports in the Israeli media are saying that the Israeli government has approached the United States, calling for a resumption of the attacks on the Houthis, saying that a wider coalition is necessary. The call comes as the Houthis have continued to launch missiles at Israel and this week sank two merchant ships killing multiple seafarers.

The Trump administration stopped its attacks in May after less than two months in a brokered agreement established by the Omanis. The U.S. staged nearly around-the-clock attacks starting on March 15, supported by two aircraft carriers and, according to media reports, expended at least $1 billion worth of weaponry in 1,100 airstrikes.

Trump told the media that the Houthis had taken “tremendous punishment” in an effort that U.S. officials said was to ensure the safety of navigation. He said the U.S. was taking the Houthis at their word and stopped all the attacks and brought the carrier Harry S. Truman home after an extended deployment in the Red Sea region.

The leaders of the militants, however, have vowed to continue their attacks and said that this week’s sinking of the Magic Seas and Eternity C was the result of increased targeting. They said the blockade of Israel and shipping to Israel had never been stopped and will continue until the siege in Gaza ends. At the same time, they highlight the launch of long-range ballistic missiles toward Israel, celebrating that air raid sirens had sounded in towns and cities across Israel. 

The Israelis staged a series of attacks on their own against the Houthis, mostly targeting the ports in Yemen. They contended that the ports have been heavily damaged, but the Houthis said they were able to restore operations. It also did not stop the missile launches.

The report from Israeli public broadcaster Kan network said Israel has now told the U.S. the Houthis “can no longer remain solely an Israeli problem.” Kan reports that Israeli officials called for “more intense combined attacks against Houthi regime targets — not just [Israeli] air force fighter jet strikes, but also a renewal of American attacks and the formation of a coalition including additional countries.”

This comes as the shipping community remains on edge.  In the past, the Houthis staged several attacks against a single ship spread over hours, but in this case appeared to combine their tactics to stop and disable the vessels. Then they repeatedly attacked using unmanned explosive boats, drones, and missiles. Their fighters shot at the ships and fired rocket-propelled grenades. In the case of the Magic Seas, they later mined the ship, whereas the damage to the Eternity C was sufficient to sink the ship.  

While they claimed not to be targeting the crew and said they provided humanitarian assistance to the crew of the Eternity C, at least 10 seafarers and a security guard are missing, although some may be in captivity in Yemen. The shipping company confirmed that one person was killed and said four others had not been seen since the attacks.

The Financial Times reports that U.S.-based insurer Travelers did not extend war risk coverage to the Greek-owned Eternity C due to the extreme danger. Lloyd’s List had earlier reported that the vessel sailed without war risk coverage and confirmed the FT report that Travelers had declined the coverage. Reuters is quoting sources saying that the cost of the war risk coverage spiked to as high as one percent of the vessel’s value, equaling the peak in 2024. It reports that the cost of the coverage went from 0.3 to 0.7 percent in one week after the latest attacks.

This week, U.S. Central Command highlighted that two Nimitz-class aircraft carriers, USS Nimitz and USS Carl Vinson, were now both operating in its area of responsibility. There, however, has been no public statement from the U.S. about possibly resuming efforts to stop the Houthis’ attacks.
 

 

As has been seen previously, the dispositions of Iranian naval forces seen over the last few days give some indication of the dilemmas now facing Iran’s clerical leadership, and the difficulties they now have to face up to regarding their adversarial position with Israel and the United States. In particular, they appear to be aware that they could be subject to attack again should negotiations break down.

On June 14, two days after the first Israeli attack of the 12-Day War against Iran, most of the principal ships of the regular Iranian Navy (Nedaja) left the Bandar Abbas Naval Harbor, having clearly decided there was now a risk of attack. The Nedaja’s original calculation that they would not be attacked appears, however, to have been a correct assessment, because by the time of the ceasefire, the only casualties the Nedaja suffered were inflicted when an ammunition storage facility was attacked in Bandar Abbas. Although many Nedaja ships were moored in the Bandar Abbas anchorage throughout the war, and were easily identifiable, none were targeted.

 

Jask Naval Port when busier last September;  the port is now empty (Fars News/Iran MoD)

 

Since then, Nedaja ships have slipped into harbor for quick replenishment stops, but have then left quickly. On June 11, only a single Moudge Class frigate was alongside, plus others known to be under refurbishment and some smaller patrol craft. Outside in the Bandar Abbas anchorage, a second Moudge Class frigate could be identified. But the location of most of the remaining ships of the Nedaja’s Southern Fleet cannot be determined; they have not relocated to either the new naval port at Jask, nor further to the east at the naval port in Chah Bahar, both of which, on July 11, were empty of naval vessels. In summary, most of the fleet appears to be dispersed at sea or sheltering in foreign friendly harbors, still in a defensive posture, seeking to avoid detection.

The IRGC Navy (Nesda) appears to be following a similar course of action. The drone carrier with distinctive angled flight deck Shahid Madhavi (C110-3) is in the Bandar Abbas anchorage, with the catamaran vessel Shahid Nazeri close by; the Shahid Nazeri, whose role has never become apparent, almost never leaves the Bandar Abbas Naval Harbor, possibly because of seaworthiness issues.

 

Shahid Madhavi (C110-3) anchored off Bandar Abbas on July 11, with the the Shahid Nazeri aft (Sentinel-2/CJRC)

 

The lack of operational activity is also reflected in the press output of Nedaja spokesmen, who normally provide a steady stream of press releases giving an indication of exercise activity and deployments. This posture suggests that the Nedaja commanders are preserving combat power and are still uncertain of the political situation, waiting for a determination of the way ahead between the competing hard-liner and reformist factions within the political leadership.
 

The Norwegian government is the latest to report it will tighten the restrictions on Russian navigators sailing in its waters in response to the perceived dangers to navigation and espionage. The step comes as the EU and many Scandinavian and Baltic countries have moved to impose more restrictions on vessels specifically targeting shadow fleet tankers after the undersea cable incidents and risks of pollution.

Norway reports it has implemented several measures to strengthen maritime security in light of the increasingly demanding security policy situation. Now, the government says it will phase out the ability for Russian navigators to operate larger ships without a pilot in Norwegian waters.

“Maritime security and situational awareness in our immediate areas are key priorities in the national security strategy,” said Minister of Fisheries and the Oceans Marianne Sivertsen Naess. “We are now proposing clear restrictions on the pilot certificate scheme to limit the possibility of intelligence activity from civilian vessels.”

Currently, navigators with a valid pilot certificate have documented the necessary knowledge and experience from the area they are sailing in, and can carry out mandatory pilotage voyages without a pilot. The Norwegian government on July 11 reported it is proposing a phasing out of pilot certificates for Russian navigators. This means that they will no longer be issued new pilot certificates or have their pilot certificates renewed when they expire.

The Norwegian Coastal Administration announced that it is suspending applications from Russian navigators for pilot certificates or renewed pilot certificates until any new rules come into force.  A consultation on the proposed rule change is running through August 25. 

The announcement said the proposal is based on open threat assessments from the Norwegian Police Security Service (Politiets Sikkerhetstjeneste or PST) and the Intelligence Service for 2025, in addition to security-graded assessments of the threat and risk picture.

The Danish Pilots and other organizations have previously also voiced concerns about a lack of pilots and the dangers. Factions in Denmark have called for a similar mandatory requirement for pilots aboard all vessels in the Danish Straits. Last year, it was reported that one in five Russian tankers was refusing the use of Danish pilots despite sailing in congested waterways into and out of the Baltic. 
 

Nantucket’s city government has reached a $10.5 million definitive settlement agreement with GE Vernova, the manufacturer of the offshore wind turbine blade that failed in 2024 and littered the coastline with debris. The Town of Nantucket commended GE Vernova for its leadership in reaching the agreement, while it was noted by observers that the developer of the Vineyard Wind farm is not a direct party to the settlement.

A portion of the settlement money will be placed in a third-party administered Community Claims Fund to provide compensation for claims of economic harm made by residents and local businesses. The administrator will accept claims for the next six months but will require proof of the expenses or losses.

The settlement relates to the failure of a turbine blade on one of the GE Vernova Haliade-X turbines that had been installed at the site, which is about 15 miles southwest of Nantucket. The wind farm developed had highlighted that first power was coming from the project early in 2024, and by mid-year, it reported that 10 turbines had been commissioned and that a total of 21 of the planned 62 turbines were in place and preparing for commissioning.

One of the approximately 350-foot blades malfunctioned on the night of July 13. The turbine was taken offline, but debris from the blade was spotted floating in the ocean and began washing up on Nantucket beaches. Some pieces of the blade were resting on the foundation and others dangled from the turbine. Later reports indicated that additional debris had fallen into the ocean.

Nantucket says in the settlement announcement that when the blade failed, debris settled on the ocean floor, entered the water table, and littered Nantucket’s beaches for months, requiring an extensive cleanup effort. It says the incident scattered foam, fiberglass, and other debris along Nantucket’s shores during the height of the summer tourist season.

GE Vernova quickly identified a deviation in the manufacturing process at its plant in Quebec. It said the adhesion was improper and should have been caught in the quality control process.

 

Nantucket reported fining pieces of debris for months (Government of Nantucket photo)

 

Installation at the Massachusetts offshore wind farm was suspended for months with GE Vernova using high-tech crawlers and other inspections of the approximately 60 blades that had already been installed. The company agreed to remove blades from up to 22 wind turbines that showed manufacturing deviations and substitute blades from a plant in Europe. U.S. regulators permitted the foundation work to resume in the fall and full installation to resume in 2025.

Vineyard Wind, which is a joint venture between Avangrid and Copenhagen Infrastructure Partners, has said it remains committed to the project. Vineyard Wind commissioned one turbine at the beginning of 2025 but has not given an updated timeline for when the project will be completed.

Critics of the sector pounced on the failure saying that it demonstrated some of the risks of offshore wind power. They have continued to oppose the industry while the Trump administration has taken steps to stop future offshore wind power developments. While Vineyard Wind and the nearby Revolution Wind are proceeding, the zone, which was viewed with promise, has seen most of the planned projects put on hold due to the current uncertainties. 
 

The Kerala High Court in India held its first hearing related to India’s nearly $1.1 billion compensation claim related to the sinking of the MSC Elsa 3 off the coast of India in late May. MSC’s lawyers called the claims “highly exaggerated,” while lawyers for the state government said the extent of the damages is “incalculable and continuing.”

MSC is arguing that the state provided no evidence to support its claims, while it reiterated that there has been no significant oil leak from the vessel. It was highlighted that the oil sheen around the vessel was limited to within one nautical mile of the wreck.

The state countered by saying that the recovery of plastic nurdles continues on a daily basis with reports that it has now reached 450 tonnes. The clean-up is ongoing and in part delayed by discussions over the best methods to be used. One local area is barring the use of seawater washing to separate the nurdles, although the authorities contend it has proven effective elsewhere on the coastline.

The court papers also said that nearly 78,500 fishermen have been compensated for the loss of their livelihood. They contend the fish market has collapsed due to a lack of confidence. The fishermen received a financial award as well as a distribution of free rice.

The state was successful at the court earlier in the week in having the containership MSC Akiteta II detained pending the posting of a bond. The company argued for the release of the vessel while declining to post a bond. The state cites the ownership structure of the vessels in independent companies, contending that it is “highlighting a pattern of deliberate corporate structure to defeat potential claims.”

The court ruled that the vessel, which has been detained in Vizhinjam port this week, shall remain in the port until a bond is posted. The court had previously briefly detained two other MSC vessels, MSC Manasa F and MSC Polo II, during their local port calls until bonds were posted for cases involving private claims related to the loss of the vessel.

The state was given two weeks to file additional supporting information for its claims, while MSC also asked for time to respond to the claims. The court scheduled a follow-up hearing about the detention and the claims for August 6.

In the court papers, the state highlights that the vessel was loaded with 643 containers when it went down, with reports that approximately 60 have washed ashore. Based on the manifests, they contend the wreck is releasing plastic pellets, oil, calcium carbonate, and other materials into the ocean. The Directorate General of Shipping, which is overseeing the salvage efforts, said in its recent report that there remains an intermittent oil sheen near the wreck, but divers last month capped the tank ports that had been seeping oil. A new salvage program with saturation diving is due to begin in August in an effort to pump the oil from the vessel, which lies at a depth of 167 feet (51 meters). 
 

 

Ukraine’s National Agency for Tracing and Asset Management (ARMA) reported the completion of the sale of a controversial Russian tanker that was alleged to have been involved in a 2018 incident in which Russia arrested Ukrainian Navy sailors. The vessel was seized the following year and was sold to raise cash for Ukraine’s economy.

The arrest and sanctions against a small tanker known as Nika Spirit (3,800 dwt) were officially lifted by the courts. ARMA petitioned to release the vessel, reporting it has completed an auction and sale of the tanker to a Ukrainian entity, which was the successful bidder in an online auction that was completed in April.

ARMA Chairman Olena Duma noted that "This case is an example of how the sale of arrested vessels can directly replenish the State Budget of Ukraine. Currently, ARMA is managing 16 arrested vessels. And our principled position is that such assets should be transferred to ARMA specifically for sale, and not for management."

The vessel was seized in July 2019 while at the port of Izmir on the Danube. Ukraine alleged the ship had the same IMO ID number as the tanker Neyma, which had been at the center of the 2018 incident near the main channel at the Kerch Strait Bridge. The Neyma claimed to have grounded, but Ukraine asserts it was used to block the channel to coincide with the passage of three Ukrainian naval vessels from Odesa to the port of Mariupol. The vessels were attacked by Russian forces, which boarded the ships and seized 24 Ukrainian crewmembers. The Russian authorities charged them as civilians for violating the Russian border.

ARMA took custody of the tanker after the invasion and in 2023 reported it had selected a manager to operate the Nika Spirit. The agency later decided to sell the ship to raise badly needed funds for Ukraine. ARMA reported at the time that, given the need to replenish the state budget, it was going to focus on the sale of assets.

The courts approved the sale process in late 2024. An independent auditor, however, told ARMA that the vessel was “80 percent worn out,” and said the restoration would require as much as $480,000. The anticipated price at auction for the vessel was set at just $57,500, but with four active bidders, the sale concluded at $153,000.

The court found that the sale had been completed in “good faith at an open auction,” and lifted the arrest against the tanker. ARMA highlights that seized assets are not just being stored, but being “transformed into real resources” for the Ukrainian economy.
 

 

The U.S. Maritime Administration has added nearly 850 miles of inland waterways to the Marine Highway Program, expanding federal grant eligibility for shipping development projects to new routes. 

“Coming from the Midwest, I’ve seen firsthand how maritime dominance isn’t just about our oceans. Our nation's many rivers and inland ports are crucial resources to moving great American products to markets across the country and around the world," said U.S. Transportation Secretary Sean P. Duffy. “Expanding the Marine Highway Program will strengthen the Great Lakes economy and other regional communities.”

The expansion centers on a route that runs through the Great Lakes, dubbed M-90. This corridor is more than 2,300 miles long, and stretches all the way from Minnesota to New York. The expansion includes the addition of new authorized project sponsors on the M-90 route: the states of Wisconsin, Illinois, Minnesota, Michigan, and New York, along with Ports of Indiana and the Erie-Western Pennsylvania Port Authority.

The expansion also authorizes four new routes on the Big Sandy River (Kentucky/West Virginia), Cumberland River (Kentucky/Tennessee), Green River (Kentucky) and Ouachita River (Louisiana/Arkansas).  

The Marine Highway designation allows local stakeholders to apply for federal grant funding for waterborne transport projects. Marine Highway Program dollars support services to shift more freight from the road to the waterway, like container-on-barge operations. The program often underwrites terminal improvements like new port cranes, cargo handling equipment or wharf construction. MHP grants usually total in the range of $5 to $40 million per year, depending upon funding availability. 

Secretary Duffy is about to tackle much larger budget lines as the newly-appointed acting administrator of NASA, taking over from interim administrator Janet Petro. On Wednesday, President Donald Trump added NASA to Duffy's portfolio on a temporary basis while the administration looks for a replacement for former NASA chief nominee Jared Isaacman, a close associate of SpaceX owner Elon Musk. Isaacman's name was withdrawn in late May after the falling-out between Trump and Musk, with Trump citing a review of Isaacman's "prior associations." 

MARAD also remains without a confirmed administrator, six months after the resignation of former agency chief Adm. Ann Phillips. Nominee Stephen Carmel awaits confirmation by the Senate, and MARAD is currently run by a longtime congressional aide, Sang Yi. 

 

The One Big Beautiful Bill Act put down serious money towards fixing the U.S. Navy's long-term supply challenges, but it contains even more funding for another pressing maritime challenge: recapitalizing the aging assets of the U.S. Coast Guard, from cutters to aircraft to shore infrastructure. No longer in second place for resources, the agency is set to receive $24.5 billion to spend on things it badly needs - if it can use all the funding before it expires in late 2029. 

First on the list, the bill authorizes billions of dollars for the Coast Guard's icebreaker programs. The Polar Security Cutter - a three-ship replacement program for the aging heavy icebreaker Polar Star - has been plagued by delays and cost overruns, but it will now have the financial resources to power through the challenges. The bill appropriates $4.3 billion to pay for the service's future heavy icebreakers, ensuring the service has the ability to reach Antarctica's McMurdo Station for annual resupply missions (and any other location with 20-foot-plus ice).

The service's proposed medium icebreaker acquisition also received a $3.5 billion injection of cash. Though barely in the planning phase, the service suddenly has enough financing to complete construction of multiple hulls. The cost of building each vessel is not yet known, but earlier this year, the Coast Guard began soliciting information from U.S. and foreign shipyards for an "Arctic Security Cutter" that could deliver within three years of an order signing, in time for the first vessel to enter service during President Donald Trump's current term. 

As a practical matter, the three-year delivery timeline for the Arctic Security Cutter would restrict the potential bidders to a handful of foreign yards that build icebreakers at high speed: Irving Shipbuilding, which has an active production line for Canada's AOPS ice-class patrol vessel, a light icebreaker; Davie-owned Helsinki Shipyard; and Rauma Shipyard, which has been linked in the Finnish press to ongoing negotiations with the U.S. Coast Guard. Helsingen Sanomat reports that Rauma has proposed to build five medium icebreakers for the USCG for a price of about $2.7 billion - though the deal is not final, and the Coast Guard has been talking with other yards. 

In addition to the Arctic Security Cutter program, the bill sets aside another $816 million for light and medium icebreakers "from shipyards that have demonstrated success in the cost-effective application of design standards and in delivering, on schedule and within budget." President Trump has negotiated with the president of Finland for the purchase of one or more commercial icebreakers, and has taken a personal interest in the terms of the sale. 

Other Coast Guard shipbuilding programs also received ample support: $162 million for inland buoy tenders (Waterways Commerce Cutters); $1 billion to buy more of the service's small but successful Fast Response Cutters; and $4.3 billion to acquire more Offshore Patrol Cutters, the long-delayed replacements for the aging Medium Endurance Cutter (WMEC) fleet.   

Beyond shipbuilding, the bill includes a much-needed $4.4 billion for reconstructing shoreside facilities. The Coast Guard has long had to choose between procurement, operations and maintenance, with the repair of its bases often ending up as a "pay-for." With the signing of the bill, USCG facilities across the country can share a combined $2.8 billion appropriation for construction; the Coast Guard Yard is getting a new floating drydock for $500 million; Alaska is getting a new icebreaker homeport for $300 million; and the service's enlisted bootcamp at Cape May is getting a $425 million revamp. 

These extra line items dwarf the normal FY2026 budget request for everyday Coast Guard operations and procurement, which totals about $14.5 billion. In comparison with typical funding levels in previous years, the bill gives the Coast Guard a giant infusion of capital to replace aging assets and carry the service forward.

Top image: Fennica (file image courtesy Marcusroos / CC BY SA 3.0)

The mass market segment of the cruise industry continues to push forward with its efforts to build a new generation of ultra-large cruise ships designed to compete with theme parks and land-based resorts. Royal Caribbean International marked a milestone with the delivery of the second, world’s largest cruise ship, while MSC Cruises completed the previously announced order for two more giant ships.

Meyer Turku in Finland completed the handover of Star of the Seas on July 10 to Royal Caribbean International. At 248,663 gross tons, she is a duplicate of the first vessel, Icon of the Seas, which was introduced in January 2024. Each of the ships is 1,196 feet (364 meters) in length with a massive 219-foot (66-meter) beam. Passenger spaces are spread across 20 decks with 2,805 staterooms. Royal highlights double occupancy capacity of 5,610 passengers, while total capacity is approximately 7,600 people.

Keeping with the theme of floating theme parks, the ship offers eight spaces for passengers that the company calls “neighborhoods.” They range from the largest waterpark at sea, complete with six waterslides, to areas for relaxation, young families, children, and adult-only spaces. There are 26 spaces for dining or fast-service food as well as 18 bars and lounges. The massive ship is topped off by a signature dome that houses an aqua theater with performances by high divers, aerialists, robots, and more.

 

Star of the Seas is designed to compete with land-based resorts and theme parks (Meyer Turku)

 

"The delivery of Star of the Seas marks another bold step forward in Royal Caribbean Group's journey to reimagine the future of vacations," said Jason Liberty, president and CEO, Royal Caribbean Group “Star and the Icon Class are a symbol of what's possible when innovation, imagination and our relentless focus on delivering exceptional experiences come together, ultimately creating unforgettable memories for millions of families and vacationers.”

Delivery of the ship also marks a key milestone for Meyer Turku, which has been assembling the vessel for over two years. Portions of the vessel are built at the company’s Neptune Werft yard in Germany and barged to the Finnish yard. After challenges with Icon of the Seas, the yard is highlighting that Star of the Seas is being delivered ahead of the originally announced schedule. Royal Caribbean added some preview cruises ahead of the official maiden voyage from Port Canaveral, Florida, on August 31,

“We were able to make use of the lessons we gained during the prototype vessel construction process, and the Star was finished in record time," said Casimir Lindholm, who recently took the role of CEO of Meyer Turku.

Meyer Turku reports the cruise ship is due to depart the yard by mid-July and will proceed to Cadiz, Spain, for additional outfitting before proceeding to Port Canaveral. Royal Caribbean noted that more than 1,250 crewmembers took part in the handover ceremony as the ship staffs up to a full crew of 2,350 people. 

The cruise industry, however, is far from finished with the build out of giant ships. In the assembly dock behind Star of the Seas is Legend of the Seas, the third ship of the class. Last week, Meyer Turku highlighted the lifting of the dome onto the ship as one of the last pieces of the structure, and they reported that the ship will be moved from the dry dock by the end of the summer. Steel work is already underway on the fourth ship of the class, and Royal Caribbean has options for two more ships.

 

Legend of the Seas was "topped out" with the addition of the entertainment dome over the bridge (Meter Turku)

 

MSC Cruises reported today, July 10, that it also executed the contract for the fifth and sixth ships of its World Class. Due for delivery in 2029 and 2030, the class started in 2022 with MSC World Europa. MSC World America launched this spring, and MSC World Asia and MSC World Atlantic are under construction at Chantiers de l’Atlantique in France. Each of the ships is 215,800 gross tons and 1,092 feet (333 meters) in length, with accommodations for over 6,700 passengers.

Both Carnival Cruise Line and Norwegian Cruise Line have also ordered ultra-large cruise ships to be built by Fincantieri. Carnival’s Project Ace ships will be 230,000 gross tons with a maximum capacity of approximately 8,000 passengers. Norwegian Cruise Line reports its class will be approximately 227,000 GT with accommodations for 5,000 or more passengers.

MSC Cruises has been rumored for more than a year to be working on what would become the world’s largest cruise ships. Details have not been confirmed, but reports indicate they are looking at a design that would be 260,000 to 270,000 gross tons. The ships, which would be nearly 1,200 feet (365 meters) in length, would be built by Meyer Turku.
 

 

Turkey's shipbuilding sector has been a dominant force in the specialty-vessel market for years, but it appears to be losing ground, based on a string of disappointing sales numbers.

Last month, sales of Turkish ships and yachts fell by more than 60 percent year on year, the latest data from the Turkish Exporters' Assembly (TIM) shows. Just $84 million in orders came in for the month, making shipbuilding the sector that lost the most export business in the Turkish economy. Eexport numbers are expected to shrink by 15 percent for the full year, and payrolls are already on the decline. 

The problem, according to Ship, Yacht and Services Exporters' Association (GYHIB) chairman Cem Seven, is the high inflation rate that has afflicted Turkey's economy for years, alongside a weak exchange rate, limited access to finance and high interest rates on loans. These factors make it hard to keep costs down, and Turkish builders now have a hard time competing on price with premium yards in Norway. 

He told Turkish outlet Ekonomim that some big names in Turkey are now looking to invest in shipbuilding abroad, given the obstacles at home. Specialist shipbuilder Tersan has already done so with the acquisition of Havyard Leirvik Shipyard.

Turkey's central bank is taking strong action to rein in runaway inflation through tight monetary policy, pushing its benchmark rate to an astonishing 49 percent in recent months (making bank lending expensive in the process). Though Turkey's domestic economy is strengthening, exporters like shipyards face headwinds for the next few years, according to the World Bank. 

"Export growth is likely to be limited by the real appreciation of the [Turkish] lira, subdued euro area demand, and uncertainty surrounding trade policies in major economies," the World Bank said in its 2025 forecast. 

 

VARD, which is already known for unique specialized vessels, reports it has received the contract for what is being billed as one of the most advanced research vessels ever built. The custom-built research vessel, designated Project RV6000, is specifically designed for scientific exploration and will support seabed mapping, submersible support, and ROV operations for an equally innovative research platform known as Inkfish.

"The agreement with InkFish confirms the role of VARD and the Fincantieri Group as leading technological partners in the design and construction of highly specialized and advanced naval vessels,"  said Pierroberto Folgiero, CEO of Fincantieri. "The project reflects our commitment to driving technological progress in the naval sector and to addressing the challenges of an ever-evolving global market with vision and expertise, transforming them into opportunities for growth and innovation."

The vessel will be 100 meters long and 20.7 meters wide, with a maximum speed of 15 knots and an operational autonomy of up to 30 days. VARD reports that among the RV6000’s capabilities will be an ROV capable of operating at depths of up to 6,000 meters. It will be capable of supporting two manned submersibles and will feature an A-Frame system aft and a large hangar for maintenance and storage. An offshore crane equipped with an AHC system will also be installed for operations at depths of up to 2,500 meters. Further, the vessel will be equipped with a hydroacoustic survey system capable of high-resolution seabed mapping, with a resolution of 0.5 x 1 degree, and analyzing the water column at all depths. 

The technical configuration will include hybrid power generation and propulsion. The hull VARD says is designed to ensure advanced performance in seabed mapping and excellent seakeeping qualities through the use of cutting-edge anti-roll technologies that reduce movement and acceleration, ensuring excellent stationary performance. 

The vessel will also be equipped with state-of-the-art laboratories, offices, and workshops, as well as high-quality accommodations and recreational areas designed for maximum comfort. These spaces will support up to 70 crew members.

The unique vessel is being built for Inkfish, which is owned by Gabe Logan Newell, an American video game developer and businessman who is recognized as one of the wealthiest people in the United States. He established Inkfish, which says it integrates marine science, engineering, medical innovation, and operational expertise to develop new technologies and support marine research initiatives. Inkfish currently operates two other research vessels, RV Hydra and RV Dagon, to support global marine research, and highlights that all the data collected will contribute to open-source repositories.

Inkfish's Hydra recently completed the platform's expedition of the Solomon Islands. After a major refit, the vessel was used to study the coral reef system and also visited World War II wreck sites. Dagon in 2023 undertook a research project exploring transits in the south-eastern Pacific Ocean in collaboration with the British Geological Survey.

VARD will manage the vessel construction process, from hull design and construction to outfitting, integration, and commissioning, including supply by the Group's subsidiaries: Seaonics, Vard Electro, and Vard Interiors. The project is valued at over €200 million ($234 million). The hull will be built at one of VARD's shipyards in Romania, while final outfitting, commissioning, and delivery will take place at one of the Group's shipyards in Norway. Delivery is scheduled for the second quarter of 2028.
 

 

After cracking down on the "shadow fleet" of gray-market tankers that serve Iran's oil exporters, the U.S. Treasury is now taking aim at the financiers that help Iranian oil traders move money. It has designated 22 different entities for violating U.S. sanctions on the Iranian energy trade, including companies in Hong Kong, the UAE and Turkey. 

These firms stand accused of arranging oil sales for the Islamic Revolutionary Guard Corps-Qods Force (IRGC-QF), the paramilitary and covert-operations arm of Iran's most powerful military division. The IRGC has vast reach within Iran's economy, and it finances much of its activity through the direct sale of Iranian oil to foreign buyers. The Qods Force, designated by the U.S. as a foreign terrorist organization, is heavily involved in marketing the IRGC's share of government oil. 

To arrange sales and move money, the IRGC uses front companies. Refiners (primarily in China) make payments for Iranian oil to the front companies, which shuffle money between each other or spend it on IRGC activities, to include buying weapons and supporting terrorist proxy forces - like Yemen's Houthi rebels, who have long benefited from IRGC oil sales. 

In a statement, Treasury laid out the details of a web of interconnected front companies that regularly did business with each other and with sanctioned groups, including representatives of Tehran-backed Hezbollah. The first group transacted with Turkish trader Pulcular Enerji, which bought multiple shipments of IRGC-supplied petroleum worth hundreds of millions of dollars. To make the buy, Pulcular worked with Hezbollah's oil trader Concepto Screen SAL Off-Shore. The money was handled by Hong Kong front companies Amito Trading Ltd. and Peakway Global Ltd., Treasury said. The department also named Hong Kong-based JTU Energy, Shelf Trading and Cetto International for allegedly handling bank transfers for Pulcular Enerji and the IRGC-QF. 

Treasury also identified multiple Hong Kong trading houses as Qods Force fronts, including Ventus Trade, Marmerth, Future Resource Trading, Moon Imp & Exp. Co, Radix Trade, Macera Int'l, Queens Ring, Star OilGlobal, GAH Petrochemical Trading, Metallex, Mist Trading, Enka Trading, and Finesse Global Trading Ltd. 

In the UAE, Treasury identified two suspect firms with IRGC ties, Bright Spot Goods Wholesalers LLC and Lavida Corporation Ltd.

The biggest player of all, according to the Treasury's release, is Turkish trading house Golden Globe Demir Celik Petrol Sanayi ve Ticaret Anonim Sirketi - a cover company for the oil headquarters of the IRGC. Golden Globe handles hundreds of millions of dollars in oil sales for the IRGC, Treasury alleges. 

“The Iranian regime relies heavily on its shadow banking system to fund its destabilizing nuclear and ballistic missile weapons programs, rather than for the benedsfit of the Iranian people,” said Secretary of the Treasury Scott Bessent.  “Treasury remains focused on disrupting this shadowy infrastructure that allows Iran to threaten the United States and our allies in the region.”

 

Reports in the Dutch media and by Bloomberg indicate that the Netherlands government has decided to provide support to help Damen Naval as it works to address challenges in its building program for a new generation of German frigates. The shipbuilder has reportedly told the German Defense Ministry that it expects delays as it works to resolve issues with the IT interfaces in the design and manufacturing system for the new F126 frigate.

In June 2020, Damen and the German government signed a contract for the design and construction of the new multi-role combat ships for the German Navy. Known as the Class 126 Frigate, the vessels will each be 10,000 tons displacement and 166 meters (545 feet) in length, making them the largest and most sophisticated vessels in the German Navy. Damen is responsible for the design of the vessels, which it says will be versatile multi-mission platforms that can operate all over the world and in all conditions, from the tropics to the polar regions. They will be capable of engaging surface, aerial, and underwater targets and are expected to play a key part in expanding NATO’s defense capabilities.

Damen is implementing the contract as general contractor together with its partners Blohm+Voss and Thales, and numerous German suppliers. While the ship design is being provided by Damen in the Netherlands, Thales is responsible for the command and weapon system, and the ships will be built by Blohm+Voss in Hamburg, Wolgast, and Kiel. The first ship is scheduled to be delivered to the German Navy in 2028, and the sixth in 2034. Steel cutting began in December 2023.

 

Damen Naval is general contractor and responsible for the design of Germany's new frigates (Damen Naval)

 

According to the media reports, due to the delays in the project, which is valued at nearly €9 billion ($10.5 billion), Germany, while looking to support Damen Naval, is also planning to withhold payments until key milestones are met. As such, the Netherlands government, Dutch broadcaster NOS reports, is planning €270 million (approximately $315 million) in support for Damen Naval while the issues are resolved. NOS reports that the houses of Parliament are convening to discuss the package, but it has not been announced if it will be a loan or in the form of guarantees.

Damen Naval is seen as a critical element of the country’s defense, and NOS says the government is anxious to ensure the stability of the business. In addition to its contract with Germany, Damen Naval is building ships for the Netherlands and other NATO countries. Damen Naval is closely involved with the replacement of the current Dutch naval fleet, including orders for frigates for both the Netherlands and Belgium. In March 2025, Damen Naval handed over a new combat support ship to the Royal Netherlands Navy.

The shipyard traces its origins to 1875 and the establishment of Royal Schelde Shipyard (Koninklijke Maatschappij De Schelde) in Vlissingen. One of the leading shipbuilders in the Netherlands, the company was acquired in 2000, becoming part of the family-owned Damen Group. Damen has 35 shipyards in 20 countries and is a leading builder both for navies and commercial shipping.
 

[By: ClassNK]

ClassNK has granted its Innovation Endorsement for Products & Solutions to ‘CMAXS LC-A’ an engine monitoring system and service, developed by MITSUI E&S Co., Ltd. and Mitsui E&S DU Co., Ltd.
 
In order to promote the spread and development of innovative technologies, ClassNK has offered Innovation Endorsement for Products & Solutions. ClassNK supports the deployment of products and services through third-party certification for equipment and software technology with innovative functions. The detailed information is available on the following page of ClassNK website: https://www.classnk.or.jp/hp/en/activities/techservices/dgd2030/iea/index.html

Product name: CMAXS LC-A

Scope of certification:
1. CMAXS system, which is condition analysis and technical support system for machinery devices
2. Enhanced prediction function for predictive and preventive maintenance
3. Early detection of root causes through automatic troubleshoot function

Detailed information on each product and solution is available on the following page: https://www.mes.co.jp/du/products/

[By: Crowley]

Crowley’s newest, LNG-powered containership Tiscapa began its inaugural service today, adding faster, bigger options for timely ocean cargo transport around the U.S., Caribbean and Central America.

Like its sister ships in the Avance Class, Tiscapa features container capacity for 1,400 TEUs (20-foot equivalent units), including 300 refrigerated units. This ship was specifically designed to quickly and frequently deliver cargo while using lower emission liquefied natural gas (LNG) for fuel.

“The addition of Tiscapa to our fleet marks another milestone in Crowley’s commitment to delivering efficient and reliable logistics solutions across the region,” said Andrew Davis, vice president of operations for Crowley Logistics. “With its LNG-powered design and expanded capacity for dry and refrigerated goods, Tiscapa enhances our ability to provide faster, dependable service for customers moving essential goods throughout the U.S. and Caribbean Basin.”

Tiscapa departed from the Port of Jacksonville, Florida, for its first commercial voyage serving the Caribbean Basin. Following a transition period of service for the region, Tiscapa will begin providing regular service between the U.S., Dominican Republic and Central America, offering direct market connections for goods such as medical devices, household goods, food and perishables.

This follows sister ships Quetzal and Copán, which are also strategically built to serve El Salvador, Guatemala, Honduras and Nicaragua, and the growing trade between the U.S. and Central America.

Avance Class ships, operated under charter from Eastern Pacific Shipping, are named to honor the cultural aspects of Central America, where Crowley has operated shipping and logistics services for more than 60 years. Located in the capital city of Managua in Nicaragua, Tiscapa is a lagoon of volcanic origin that formed over 10,000 years ago. The area surrounding it contains pre-Columbian remains and a massive Augusto Sandino statue, an iconic symbol of the city.

The fourth and final Avance Class ship, Torogoz, which is named for the national bird of El Salvador, is due to enter service this August.

 

A young South African national who worked as a stewardess aboard a $10 million superyacht died in an apparent attack last Friday, and one of her crewmates stands accused of killing her. 

Paige Bell, 20, was working aboard the yacht Far From It on a voyage in and around the Bahamas. Last week, the vessel was anchored off the glamorous community of Harbour Island, an exclusive getaway that has long been popular with celebrities and ultrawealthy vacationers. 

Authorities were alerted midday Friday when the crew of the Far From It reported Bell missing. On arrival at the scene, local police found her in the engine room, seriously injured with apparent defensive wounds, partially undressed, and unresponsive. A doctor arrived shortly after and pronounced her dead on scene. 

The yacht's chief engineer, identified as Brigido Munoz, 39, was next to her when the police arrived. He had serious injuries to his arms, which police told the Daily Mail they believe to be the result of an unsuccessful suicide attempt. Munoz has been charged with murder and held without bail; his next court appearance is scheduled for November.

A GoFundMe for support for Bell's parents has already raised $47,000, about three times the goal of $16,000. 

The captain and crew of Bell's previous yacht, Sweet Emocean, wrote a heartfelt remembrance in her honor. "Paige was more than a teammate, she was family. Her radiant spirit, infectious laughter, and boundless compassion made an unforgettable impact on everyone lucky enough to know her. Whether it was long days at sea or quiet moments under the stars, she brought light and warmth wherever she went," wrote Capt. Frank Prest, joined by the crew of the Sweet Emocean. 
 

Iberdrola, one of the world’s largest energy companies, and Masdar, Abu Dhabi's state-owned renewable energy company, marked key milestones in their partnership, which was launched in 2023 to invest in renewable energy. The companies reported they completed the largest offshore wind transaction in a decade for the financing of the UK’s East Anglia Three Project, while they also reached full energization of their first joint project.

The alliance was launched for a planned investment of up to €15 billion in projects across the UK, Germany, and the U.S.. The company called it one of the largest bilateral alliances in the global clean energy sector.

Advancing their goals, they reported signing the project financing for the UK project. A consortium of 24 international banks will provide approximately €4.1 billion ($4.8 billion) for the East Anglia Three project, which is projected to have a total cost of €5.2 billion ($6 billion). The project financing round was 40 percent oversubscribed by the banks, making it one of the largest transactions of its kind.

Located off the Suffolk coast in the UK, East Anglia Three will become one of the world’s two largest offshore wind farms when it comes into initial operation in Q4 2026. The plan calls for 1.4 GW of power, with Iberdrola and Masdar each owning 50 percent of the joint venture. It will provide the power equivalent of 1.3 million homes. East Anglia Three is a critical component of the UK’s plan to reach 50 GW of offshore wind capacity by 2030, up from its current approximate 15 GW capacity.

The project is supported by a 15-year CPI-linked Contract for Difference awarded by the UK government in rounds four and six. Further, the partners entered into a power purchase agreement in 2024 with Amazon.

“Masdar and Iberdrola are continuing to forge one of the largest and most powerful strategic clean energy partnerships to accelerate capacity growth in Europe and worldwide,” said HE Dr. Sultan Al Jaber, UAE Minister of Industry and Advanced Technology and Chairman of Masdar. “With demand surging due to exponential AI growth and the rise of emerging markets, projects such as these have never been more critical."

The partnership also reported that on July 9, its inaugural project, Baltic Eagle in Germany, reached full energization with a capacity of 476 MW. While it is the first for the JV, it is the second for Iberdrola in Germany. The company is developing three projects, with the others being with Wikinger (350MW, in operation) and Windanker (315MW, in planning). Collectively, these offshore wind farms form Iberdrola's Baltic Hub.

The companies report they continue to explore other opportunities aligned with the growing global demand for power.
 

 

Norwegian Cruise Lines Holdings’ premium brand, Oceania Cruises, took delivery of the second new cruise ship recently built for the brand by Fincantieri. During the handover ceremony at the Sestri Ponente shipyard in Genoa, Italy, on July 10, the corporation also confirmed that it will build four larger cruise ships over the next decade for the brand as part of its massive $9 billion order placed with Fincantieri in 2024 and 2025.

The newest cruise ship, named Allura, is the second of a two-ship class that started with the delivery of Vista in May 2023. They are the first new cruise ships built for the brand in over a decade and are part of a planned expansion for the line that focuses on culinary experiences and destinations. Oceania is also updating its fleet chartering its oldest ship Insignia (30,77 GT built in 1998) to Crescent Seas starting in 2027.

Allura is 68,000 gross tons with a capacity for approximately 1,200 passengers. At 246 meters (807 feet) in length, she and her sister are slightly larger than the Marina and Riviera (66,000 gross tons) that Fincantieri built for the brand in 2011 and 2012. Oceania highlights the new ships add to the onboard culinary experiences with new dining venues including the line’s first Creperie as well as French, pan-Asian, Italian, and a steakhouse specialty restaurants, and a Grand Dining Room. The line also boasts that the new ships offer the most spacious standard staterooms, which measure more than 290 square feet, and nearly all the cabins feature a private balcony.

"Oceania Allura is our most innovative and luxurious ship to date. She represents our bold vision for an entirely new generation of luxury travel experiences," said Jason Montague, Chief Luxury Officer of Oceania Cruises.

The new cruise ship will start her maiden voyage on July 18, from Piraeus, Greece, and will spend the summer sailing in the Mediterranean. She will reposition for cruises to Canada/New England and the Caribbean.

 

The next class is named Sonata with NCLH confirming plans for four ships (Oceania)

 

Even before taking delivery of the Allura, work began at Fincantieri on the next generation cruise ship for Oceania, the 86,000 gross ton Sonata, due for delivery in 2027. The ship will be the first in a new class, each with a capacity of 1,390 passengers. She is to be followed by a sister ship, Arietta, in 2029.

Last year, the cruise line’s parent company, Norwegian Cruise Line Holdings, entered into a long-term construction plan with Fincantieri valued at $9 billion. As part of it, the company has contracts for two additional cruise ships of the Sonata class, and today NCLH confirmed it has not exercised an option to cancel that portion of the contract, but the ships’ delivery dates are being reset. Originally scheduled for 2030 and 2031, NCLH said to improve profitability and better space out the newbuilds, along with shipyard availability, the ships have been rescheduled to 2032 and 2035.

NCLH has a total of 13 additional cruise ships under construction or on order with Fincantieri. In addition to the four ships for Oceania, work is underway on a luxury cruise ship for Regent Seven Seas Cruises as the first of two for the brand. Norwegian Cruise Line will add four ships from its current Prima class, and after that, will add four of the world’s largest cruise ships. That class is estimated at 227,000 GT with accommodations for 5,000 or more passengers. Fincantieri will be delivering cruise ships to NCLH’s brands until at least 2036.