The China Coast Guard (CCG) has long harassed the Philippine Coast Guard (PCG) with close-quarters maneuvering, water-cannons and blockades, sometimes resulting in serious injuries. But China has now accused the Philippines of a similar tactic: "making high-speed crossings astern" behind two China Coast Guard ships. While this is not a defined COLREGS violation, China claims that it "seriously threatened the navigation safety" of two vessels. 

The alleged incident occurred on July 15 when two Chinese cutters, CCG 21550 and 5009, were intercepted by BRP Teresa Magbanua at a position near Chinese-controlled Scarborough Shoal. The location is within the Philippines' exclusive economic zone, as affirmed by the Permanent Court of Arbitration in 2016; however, China claims this region as its own sovereign territory, and it maintains a large military and paramilitary presence within the Philippine EEZ for the purpose of "rights enforcement." 

In a video released on social media, Chinese state-owned media outlet Global Times showed CCG 21550 crossing the bow of Magbanua from the latter's starboard side. For the duration of the video, both vessels appear to hold course and speed, then pass without harm. 

In a social media statement, Global Times claimed that the crew of Magbanua were "repeatedly making high-speed crossings astern with the closest distance only about 100 meters." 

PCG spokesman Jay Tarriela said in a statement that the Philippine Coast Guard "categorically rejects" China's claims, and that BRP Teresa Magbanua was conducting a maritime patrol within the Philippine exclusive economic zone. He reiterated Manila's claim that the China Coast Guard operates illegally within the Philippine EEZ, and said that the two Chinese cutters were obstructing Magbanua's navigation by speeding up and then crossing her bow. He described the maneuvers as dangerous "bullying tactics" designed to harass the PCG cutter's crew. 

"The PCG remains dedicated to defending our nation’s sovereignty and sovereign rights in the West Philippine Sea without resorting to aggression," he said. 

Just last weekend, BRP Teresa Magbanua intercepted a Chinese spy ship - the Tianwangxing - at a position about 70 nm west of Mindoro. The surveillance ship did not reportedly respond to radio hails; its presence coincided with a series of aerial combat exercises with the U.S. Air Force over the Philippines. 

BRP Teresa Magbanua has had multiple encounters with Chinese forces before, including a protracted standoff at Sabina Shoal. The crew held position at the reef to fend off a Chinese incursion for five months, leaving only when supplies ran out and hunger and dehydration set in. During that mission, Magbanua was rammed by a Chinese cutter on her starboard quarter.

Following Defense Secretary Pete Hegseth's order to cut the number of four-star officers across the military by 20 percent, the Navy is considering a plan to eliminate the three-star positions atop its acquisitions bureaucracy, according to Politico. The reported plan would remove the vice admirals in charge of buying and maintaining everything the Navy uses to fight - aircraft, ships, information warfare systems, supplies and facilities - and allow civilian appointees. 

The proposal would affect all five of the Navy's systems commands, including Naval Sea Systems Command (NAVSEA). The department is the buyer and maintainer of America's warships and subs, making it the world's largest shipowner when measured by vessel value. In recent years, NAVSEA has come under scrutiny because of the ballooning costs and timetables of U.S. Navy shipbuilding programs. The command's design requirements and change orders have received a share of the blame for setbacks in building frigates, carriers and submarines - though there are other causes, like the intractable workforce shortage facing shipbuilders and other manufacturing employers. 

Under the revised organizational chart that Politico reported, the navy would eliminate the position of the vice admiral in charge of NAVSEA, along with the equivalent posts at the systems commands for Naval Air, Naval Information Warfare, Naval Facilities Engineering, and Naval Supply. This would have the knock-on effect of cutting the staff posts within the vice admiral's office, reducing head count by a much larger amount. 

A spokesperson for Navy Secretary John Phelan denied that such a plan exists. Separately, a spokesperson for the Navy told Politico that the plan is not yet finalized. 

The decision would align with Defense Secretary Hegseth's proposal to reduce "excess general and flag officer positions" across the military. Hegseth has called for all services to eliminate 20 percent of all four-star positions and at least 10 percent of all other general and flag officers across the military. The objective, Hegseth said in a memo issued in early May, is to cut "unnecessary bureaucratic layers that hinder . . . growth and effectiveness." 

Fairbanks Morse Defense (FMD) finalized its acquisition of the Rolls-Royce Naval Propulsors business. It includes facilities in Mississippi and Massachusetts and is seen as a key step in strengthening FMD’s role in supporting U.S. naval shipbuilding.

The deal was announced in September 2024 with Rolls-Royce saying the sale of the naval propulsors and handling businesses was part of the transformation of the company, which started in 2023. It says the transformation is based on a “clear and granular strategy, focusing defense on strategic growth in the areas of combat, transport, and submarines.”

In a separate deal, Rolls-Royce is selling its Naval Handling business also to FMD. It is located in Peterborough, Ontario, Canada, and the sale is expected to close at a later date. Rolls-Royce will retain its Naval Gas Turbines and Generator Sets operations, which provide power-dense solutions for naval propulsion and onboard power needs.

Rolls-Royce highlighted that its Naval Propulsor business includes a range of propellers and waterjets for naval applications, as well as marine handling systems, which enable the deployment and recovery of manned and unmanned craft, and other cargo, from naval vessels. Rolls-Royce says that its propulsion equipment can be found on more than 95 percent of the U.S. Navy Surface Warfare fleet, including on all the U.S. aircraft carriers currently in service. In 2021, the company reached an agreement with Fincantieri Marinette Marine to design and manufacture up to 40 propellers for the Constellation-class (FFG-62) guided missile frigate program.

“This acquisition represents a strategic investment in sustaining the United States’ defense manufacturing capabilities and ensuring we remain prepared to meet mission-critical demands,” said Steve Pykett, CEO of Fairbanks Morse Defense. 

The closing was marked at a ceremony at the newly acquired Pascagoula, Mississippi, foundry. The facility is the only privately owned foundry in the United States capable of casting large Navy-standard propulsor systems, making it a critical component of the maritime defense supply chain. Now operating through a naval-focused defense contractor, the facility is being fully integrated into Fairbanks Morse Defense’s broader portfolio of naval technologies. The strategic shift is designed to boost support for the U.S. Navy through enhanced responsiveness, increased investment, and continued innovation, while also preserving skilled jobs and strengthening Mississippi's industrial economy.

“The Pascagoula foundry, in particular, plays a vital role in supporting the Navy’s maritime dominance, and its continued operation expands our capacity to serve as a trusted partner to the U.S. military,” said Pykett. “Integrating these highly skilled workforces into Fairbanks Morse Defense strengthens our ability to deliver on our mission of supporting warfighter readiness at home and abroad.”

Fairbanks Morse Defense also gains a manufacturing campus in Walpole, Massachusetts, to produce critical propulsor systems for the U.S. Navy, Coast Guard, and allied naval fleets. When the acquisition of the facility in Peterborough, Ontario, is completed, it will support handling systems and undersea technology, including the Mission Bay Handling System used in the Global Combat Ship programs of the U.K., Canada, and Australia.

The addition of the new capabilities continues to build out Fairbanks Morse Defense's diverse portfolio that includes engines, electrical hardware, motors, valves, cranes, davit systems, fans, fittings, and water treatment solutions. The company has also advanced its technology offerings with AI, digital defense, telerobotics, additive manufacturing, smart engineering, uncrewed mission management, extended reality, and remote collaboration tools.
 

[By: Marine Group Boat Works]

Marine Group Boat Works (MGBW), a San Diego-based boatbuilding and repair company, has been purchased for an undisclosed amount by Co-Founder and President Todd Roberts, who has joined forces with entrepreneurs Chip Besse, a MGBW customer with successful investments in multiple industries, and Skye Callantine, principal of investment firm Vigeo Investments. Besse will serve as Chairman of the board while Roberts will continue to actively lead the company in his new role as CEO, with a greater focus on growth and expansion plans made possible by the new partners’ substantial investment.

The acquisition included the purchase of MGBW’s two waterfront facilities and their assets – a shipyard on San Diego Bay in Chula Vista, Calif., and a boatyard in San Jose del Cabo, Mexico. The deal also included Marine Group Global Services, the technical services arm of MGBW that provides specialized consulting and marine services worldwide. MGBW will continue to operate and manage Fifth Avenue Landing, a superyacht marina in downtown San Diego, under the Global Services division.

With roots dating back to the 1970s, the company started off as a small Chula Vista boatyard operation and was successfully relaunched 25 years ago as MGBW, a new state-of-the-art superyacht facility founded by Roberts and members of the Engel family. The company had been approached by several other potential buyers over the years, but they were never the right fit. Roberts and the Engels were committed to maintaining the integrity of the brand and protecting the legacy built over the last half-century. For them to consider a sale, they wanted MGBW to be allowed to grow and reach its potential, and not just be swallowed up by a larger firm that didn’t share their vision or commitment to the environment and their people. 

“Chip and Skye are young, visionary and willing to take risks when they see opportunity. But they are also extremely selective. They only partner with companies with very healthy financials, a strong company structure and even stronger management team,” said Roberts. “My team and I have a bold vision for expanding the MGBW brand and pursuing new market segments, and our new partners share our vision. This investment represents an incredible opportunity for us to make our vision a reality. With the resources that they bring to the table, the sky is really the limit for us now.” 

All 250 team members across both facilities will continue with the company, and more are expected to be added to support MGBW’s growth plans. The entire management team will also remain in place, ensuring continuity and a seamless transition.

Some of the immediate changes people will see include a complete brand refresh; new improvements to the aesthetics, security and functionality of the Chula Vista shipyard entrance (adjacent to the new Gaylord Pacific Resort); greater engagement with the superyacht industry; expansion of its Navy repair capabilities; and growth of MGBW’s construction division in support of the revival of California boatbuilding and U.S. manufacturing.  

Company History & Evolution
The Engel family, starting with brothers Art, Herb and David, have operated multiple companies on the San Diego waterfront since 1977. In the early years, the shipyard in Chula Vista was originally Southwest Marine and mostly served the tuna fleet and engaged in Naval ship repair. It quickly outgrew the site and expanded into a larger San Diego facility near the Coronado Bridge while rebranding the original Chula Vista yard to South Bay Boatyard. Southwest Marine expanded to five other locations nationwide. In 1997, the Engels sold Southwest Marine and all of its shipyard facilities, except for the boatyard in Chula Vista.

In 2000, Todd Roberts, a 27-year-old California Maritime grad, was hired as vice president and tasked with shutting down what was then a financially struggling boatyard. However, he had a vision for turning the business around that included pursuing a new market with strong growth potential – large privately owned superyachts. Roberts convinced the Engels to invest $6.5 million to redevelop the facility and upgrade its equipment.

In 2006, under Roberts leadership, MGBW was founded to pursue Robert’s new vision. It has now become the largest superyacht refit facility on the West Coast. In 2010, the company opened a second multi-million-dollar boatyard and drydock storage facility in Los Cabos, Mexico. In 2024, Marine Group Global Services was launched, offering maritime consultation and a variety of ship agent and crew services that do not fit the core capabilities of a shipyard.

Following the sale of MGBW, the Engel family will continue to have a business presence on the San Diego working waterfront, maintaining ownership in its other local companies, Flagship Cruises & Events, Coronado Ferry Landing and the Fifth Avenue Landing marina (managed by MGBW).  

“This year marks my 25th anniversary with the company and talk about a full-circle moment,” said Roberts. “I was originally supposed to close this place down. Instead, the Engel family took a chance on a young guy with big ideas, and together we built something special. We have come a long way, but I’d like to think we’re also just getting started. I’m incredibly grateful for the opportunity to continue the Engels’ legacy and hope to make them proud for many years to come.”

Daniel Aritonang graduated from high school in May, 2018, hoping to find a job. Short and lithe, he lived in the coastal village of Batu Lungun, Indonesia, where his father owned an auto shop. Aritonang spent his free time rebuilding engines in the shop, occasionally sneaking away to drag race his blue Yamaha motorcycle on the village’s backroads.

Like thousands of other Indonesians, Aritonang answered an advertisement to work aboard a Chinese fishing ship, traveling the world, combing the high seas. Eighteen months later, he was dead, his body dropped off, beaten and bloated on a dock in Montevideo, Uruguay. The mysterious death was hardly unusual: for the previous 5 years that same port saw one dead body per month dropped off, mostly from Chinese fishing ships, which have, the world over, a reputation as the most brutal.

When Aritonang climbed onto his assigned squid ship, called the Zhen Fa 7, he joined what may be the largest maritime operation the world has ever known. In the past few decades, partly in an effort to project its influence abroad, China has dramatically expanded its distant-water fishing fleet. Chinese firms now own or operate terminals in ninety-five foreign ports. China estimates that it has twenty-seven hundred distant-water fishing ships, though this figure does not include vessels in contested waters; public records and satellite imaging suggest that the fleet may be closer to sixty-five hundred ships. (The U.S. and the E.U., by contrast, have fewer than three hundred distant-water fishing vessels each.) Some ships that appear to be fishing vessels press territorial claims in contested waters, including in the South China Sea and around Taiwan. “This may look like a fishing fleet, but, in certain places, it’s also serving military purposes,” Ian Ralby, who runs I.R. Consilium, a maritime-security firm, said.

But China’s preëminence at sea has come at a cost. The country is largely unresponsive to international laws, and its fleet is the worst perpetrator of illegal fishing in the world, helping drive species to the brink of extinction. Its ships are also rife with labor trafficking, debt bondage, violence, criminal neglect, and death. “The human-rights abuses on these ships are happening on an industrial and global scale,” Steve Trent, the C.E.O. of the Environmental Justice Foundation, said.

The investigation into Aritonang's death is part of Season 2 of the Outlaw Ocean Podcast, which derives from 4 years of reporting, mostly at sea. A team of reporters traversed a half dozen countries and crossed thousands of miles of ocean, while boarding Chinese squid jiggers to talk to workers in this otherwise invisible industry. As the trade war between the US and China has escalated in recent months, the interconnectedness of these two massive economies has become more obvious than ever with tariffs and counter-tariffs spiking prices. But nowhere is China's economic and political power more pronounced than at sea and this, at times, has dire consequences for workers and the environment.  

Before taking the job on the Chinese ship, Aritonang had struggled to find work. The rate of unemployment in his native Indonesia was high: more than 5.5 percent nationally, and more than 16 per cent for youth. Climate change has made matters worse; many of Indonesia’s 17,000 islands are sinking. Aritonang’s home is roughly 100 yards from the Indian Ocean. His village is losing coast from sea level rise at an average of between 10 and 15 yards a year. When Hengki Anhar, a local friend, suggested the two of them go abroad together on a fishing boat, Aritonang agreed. Friends and family were surprised by his decision, because the demands of the job were so high and the pay so low. But a job was a job, and both he and Anhar desperately needed work.

In 2019, Aritonang and Anhar contacted a “manning” agency based in Central Java. In the maritime world, manning agencies recruit and supply workers to fishing ships. They handle everything, including paycheques, work contracts, plane tickets, port fees and visas. They are poorly regulated, frequently abusive and have been connected to human trafficking. Following the agency’s instructions, Aritonang and Anhar went to the city of Tegal. They took medical exams and handed over their passports and bank documents. For the next two months, they waited to hear if they had been hired. Money ran short. Through Facebook messenger, Aritonang wrote to his friend Firmandes Nugraha, asking for help paying for food. Nugraha urged him to return home. “You don’t even know how to swim,” Nugraha reminded him.

Eventually assignments came through, and, in September 2019, Aritonang appeared in a Facebook photo with other Indonesians waiting in Busan, South Korea, to board their fishing vessels. “Just a bunch of not-high-ranking people who want to be successful by having a bright future,” Aritonang said on Facebook. Aritonang and Anhar boarded the Zhen Fa 7, which set sail across the Pacific. The ship’s crew numbered 30 men: 20 from China, and the remaining 10 from Indonesia. The vessel would spend the next months chasing squid in international waters off the coast of South America.

In December, 2020, the Zhen Fa 7 left the vicinity of the Galapagos Islands, sailed around the southern tip of South America, through the Strait of Magellan, and made its way north to an immensely productive high-seas squid fishery known as the Blue Hole, about 360 miles above the Falkland Islands. The bounty was plentiful there, and the captain began working his crew around the clock. A month later, Aritonang fell severely ill. In all likelihood he was suffering from a disease called beriberi, caused by a deficiency of vitamin B1, also known as thiamine. Sometimes called “rice disease,” and often an indication of conditions of captivity, beriberi has historically broken out on ships and in prisons, asylums and migrant camps—anywhere diets have consisted mainly of white rice or wheat flour, both very poor sources of thiamine. On board the Zhen Fa 7 the captain issued each Indonesian two boxes of Supermi instant noodles per week for free. The costs for any additional snacks, coffee, alcohol or cigarettes were deducted from their salaries. The Indonesians were paid US$250 per month, along with a US$20 bonus per ton of squid caught.

The Indonesians on board begged the captain to get Aritonang onshore medical attention, but the captain refused. Later, when asked to explain the captain’s refusal, Anhar, Aritonang’s friend and crewmate, said, “There was still a lot of squid. We were in the middle of an operation.” By February 2021, Aritonang could no longer stand. He moaned in pain, slipping in and out of consciousness. Incensed, the Indonesian crew threatened to strike and the captain finally acquiesced. On March 2, Aritonang was transferred to a nearby fuel tanker called the Marlin, whose crew six days later dropped him off in Montevideo. By then it was too late. For several hours, emergency room doctors struggled to keep him alive, while Jesica Reyes, a local interpreter who had been summoned to speak to Aritonang in Bahasa, Indonesia’s official language, waited anxiously in the hall. Eventually the doctors emerged from the emergency room to tell her that he had died.

In an e-mail, the Zhen Fa 7’s owner, Rongcheng Wangdao Ocean Aquatic Products Co. Ltd. declined to comment on Aritonang’s death but said that it had found no evidence of complaints from the crew about their living or working conditions on the vessel. The company added that it had handed the matter over to the China Overseas Fisheries Association, which regulates the industry. Questions submitted to that agency by the Outlaw Ocean Project went unanswered.

In the months after the investigation was published by hundreds of news outlets, hearings were held in the Canadian parliament, at the EU commission, and in the US Congress to voice outrage at the wider pattern of illegal fishing and worker abuse revealed in China's fishing fleet and in the plants that processed its catch. And in May, 2025, authorities with the US Customs and Border Protection announced that due to forced labor revealed on the Zhen Fa 7,  the agency was banning the import of any seafood tied to this vessel.

Marcella Boehler is global publishing editor at The Outlaw Ocean Project, a non-profit journalism organization based in Washington D.C. that produces investigative stories about human rights, environment and labor concerns on the two thirds of the planet covered by water. Season Two of The Outlaw Ocean Project's podcast series may be found here. 

The race to launch the first commercial ammonia-fueled engines marked a key milestone, reports marine engine designer WinGD. The first two-stroke engines built from the company’s designs were tested and recently successfully installed in the first new ammonia carriers being built in South Korea. WindGD is highlighting that it became the first engine designer to bring an ammonia-fueled two-stroke engine to market, and the vessels are due to enter service in 2026.

The 52-bore engine was built by HD Hyundai Heavy Industries’ Engine and Machinery Business Unit. WindGD reports that the results from its laboratory test engine runs were confirmed at the factory in South Korea, and the engine has now been delivered to HD Hyundai Mipo, which installed it on the newbuild vessel.

WinGD reports the X-DF-A engine features high-pressure ammonia injection supplemented by a low, targeted pilot fuel dose of around five percent at full load. The engine delivers load handling, dynamic response, and fuel efficiency on par with WinGD’s equivalent diesel-fueled X Engines in both ammonia and diesel operating modes. It critically delivers low emissions and an efficient performance similar to diesel engines.

The first engine was installed in South Korea on a vessel due to deliver to EXMAR in 2026 (WinGD)

The company achieved other key firsts in the development of its first ammonia-fueled marine engine. Lloyd’s Register, which is part of the project, noted that the engines were the first to achieve class approval in September 2022 for ammonia two-stroke engines. They were selected for the newbuilds in 2023 and are being combined with a fuel supply system developed by Wärtsilä Gas Solutions.

WinGD says that further optimization will continue for the second engine in the 52-bore series, which will be delivered later this year.

The engines are being incorporated into the ammonia gas carriers ordered by EXMAR in 2020. Each vessel will be approximately 623 feet in length. They will have a capacity of 45,000 cbm and will be able to transport either ammonia or LPG.

Construction on the vessels began in December 2024 with the first steel cutting. Work started on the second vessel of the class in May 2025. EXMAR has called the ships “a bold step toward a decarbonized shipping industry, and a cleaner future.”

Each of the major engine designers is working on different sizes of ammonia-fueled engines, and each has reported strong progress in the designs and now qualification testing. WinGD reports it has built an early orderbook of around 30 X-DF-A engines, which will be going into not only gas carriers, but also bulk carriers and containerships.

DNV calculates that there are currently 37 vessels on order that will be capable of operating on ammonia as their marine fuel. The bulk of the deliveries will start in 2026 and 2027. As the infrastructure becomes more developed and the regulations are defined, it is anticipated that ammonia-powered engines will increase in popularity as one of the solutions to meeting the industry’s decarbonization challenge.

Addressing the Dutch Parliament, the interim government’s Minister for Climate and Green Growth has said the current goals for offshore wind energy are “no longer realistic.” The Ministry reports it is working on a new plan that will reset the country’s targets, lowering the near-term goal by as much as 40 percent.

The Netherlands is scaling back its ambitions for offshore wind energy power to the dismay of those in the industry and other European partners. However, in May, the country canceled two offshore wind auctions, citing a lack of interest and financial concerns. Today, Parliament was told that there is “slower-than-expected” progress in the transition to green power, according to the broadcaster NOS. It highlighted the supply chain and other challenges in the industry.

There had been speculation a year ago that the Netherlands was falling behind and was likely to miss its targets. It currently has 4.7 GW installed, but the government had set a plan calling for 50 GW to be developed and reached between 2032 and 2040. The longer-term goal was 70 GW by 2050. Currently, about one-sixth of the country’s power is supplied by offshore wind power.

The ministers told parliament that a new plan would be available by September, but they expect it could be as low as 30 GW. They said an additional 10 GW to reach 40 GW might be possible, depending on the speed of development in the industry.

NedZero, the Dutch wind power association, said that it obviously regrets the revised ambitions while noting that more needs to be done to launch electrification. 

However, it also admitted that the new targets, “remain a major challenge and we as a sector will fully commit to it,” said Jan Vos, chairman of NedZero, in a statement. “The crucial thing now is to further develop the demand for sustainable energy. We must stop using oil and gas… Lowering ambitions undermines confidence in the entire supply chain.”

The group is also calling for a stable and predictable government policy, which it said is essential to attract private investment. 

Earlier this year, a group of more than 20 companies had urged the government to introduce financial guarantees or subsidies to reduce investment risks.

The revised policy is being outlined by the interim government, which is currently in a caretaker position. The coalition government collapsed at the beginning of June, putting the current caretakers in position. The plan calls for new elections in October with strong competition from an environmental faction versus a right-wing movement. The results of the election are likely to further impact the Netherlands’ outlook and plans.
 

Chinese shipbuilders are already feeling the pinch from the Trump administration's unprecedented port fee proposal, even though the details have not yet been released in final form. The Office of the U.S. Trade Representative's fee schedule would increase the cost of doing business at U.S. seaports for all Chinese-built ships, in hopes of jumpstarting demand for American shipbuilding and undercutting the dominance of Chinese state industrialists. 

Whether or not it prompts a resurgence at U.S. shipyards, the USTR plan is already driving international shipowners to reconsider the idea of ordering at market-leading Chinese shipyards. If a Chinese-made ship costs more to operate to and from the United States, then a Korean or Japanese ship may be a better overall value proposition on a lifecycle basis, even if it is more expensive up-front. Owners appear to be taking that bet, based on the latest numbers from Bimco and Clarksons. 

By Bimco's tally, China led the world market in sales in the first six months of the year - but by a much smaller margin, just 52 percent of all tonnage, down from 72 percent in the same period last year. The overall market was also smaller: total global sales numbers plummeted by half compared to the first six months of 2024, led by a sharp drop in bulker orders. This sounds drastic, but Clarksons notes that the drop brings the sales volume back down to earth after a period of hyperactive ordering; when considered against the 10-year average, the first half of 2025 was reasonably typical. Boxship ordering still remains remarkably elevated at nearly double the10-year average pace. 

None of these changes will threaten China's market-leading position in the immediate term. CSSC and its compatriot yards still hold a commanding share of the world's existing orderbook - nearly 60 percent by CGT - but the drop in new-order share represents a hefty chunk out of China's future shipbuilding revenue. South Korea is the leading beneficiary, gaining 25 percent global marketshare in the first half, up from 15 percent year-on-year. Korean yards even picked up the majority of the world's new orders in the month of March (quickly reversed again in April). 

Reports from the Korean media indicate the HD Hyundai Heavy Industries, the holding company for the group’s shipbuilding operations, is exploring participating in the upcoming bidding for the rights to operate Casablanca’s new shipyard. It is part of an international strategy by the group, which has already seen it expand into Vietnam and the Philippines, and recent agreements for cooperation in India, the United States, and Peru.

Morocco’s National Port Agency last year announced the competition for the rights to develop and operate a new shipyard at North Africa’s busy port. It cited the strategic location of Casablanca as well as the strong demand, especially in the ship repair sector. It notes the lack of available space in key locations, including the Canary Islands.

The initial goal of the facility was to have a capacity to dry dock 22 vessels per year, as well as having cranes to handle 400 to 470 vessels a year at dockside. The lifting platforms would be able to handle six medium-sized boats up to approximately 5,000 tones. It estimated an investment of as much as $92 million would be required, with the government agency reporting it had budgeted $76 million for the project.

The National Ports Agency decided that the best course of action would be to launch an international competition for companies with at least 10 years of experience operating facilities similar to the one planned in Casablanca. The tender proposal outlines a facility that will encompass 21 hectares. It will include a dry dock with dimensions of 244 x 40 meters (800 x 131 feet), a lifting platform with 9,000 tonnes of capacity, a 200-foot dock, nearly 2,700 feet of fitting out berths, and a strap gantry. The concession is for 30 years and calls for the development, equipping, operating, and maintaining the new shipyard.

Business Korea reports HD Hyundai Industries is considering placing a bid, with reports indicating other expected bidders will include France’s Naval Group and Spain’s Navantia. The shipyard will be the largest in Africa.

In addition, Morocco is reported to be promoting the growth of its domestic fleet tied to the shipyard. It is reported to be seeking 100 new merchant vessels by 2040 to promote foreign trade.

Hyundai has been reported to be positioning itself as a potential contender for Morocco’s planned naval shipbuilder efforts, and now it is looking to also leverage the opportunities in commercial shipping. According to the reports, Hyundai currently has a backlog of nearly three years with over 450 vessels. It has also been looking for ways to become more cost-competitive.

The strategy, according to Business Korea, is to expand the operation globally. This could be the company’s entry into the European market, and initially, they are reported to be looking for concession agreements to lower the total investment costs. HD Hyundai recently signed an agreement with India’s Cochin Shipyard, and the report says they are now exploring shipbuilding in India. It also recently announced a new partnership with the U.S.’s Edison Chouest, and in Peru, it is in a partnership to build new submarines. 

It will not be the first time a South Korean company has sought to build a global shipbuilding company. STX launched a rapid growth effort and by the early 2000s was buying shipyards. It acquired the bankrupt Daedong Shipbuilding Company in 2001 and then took control of Akers, including in Finland, where it launched STX Europe. In France, it invested in Chantiers de l’Atlantique, which became STX France. It was hit hard by the downturn in shipbuilding and the financial crisis later in the decade, and by 2013 was seeking financial protection in the courts. The European yards were sold, and the yard in Korea was eventually relaunched as K Shipbuilding, which itself is rumored to be for sale after a financial turnaround in the past few years.
 

U.S. Central Command is reporting that the Yemeni forces in opposition to the Houthis made their largest ever seizure of Iranian weapons bound for the Houthis. In total, the U.S. is reporting that over 750 tons of munitions and hardware were intercepted. 

Few details were released on the operation other than it was conducted by the Yemeni National Resistance Force, which is the opposition to the Houthis and represents the exiled government of the war-torn country. Pictures and a video released by CENTCOM show a dhow that was apparently transporting the materials. The report was issued on July 16, but did not specify when the seizure took place.

According to the details released by the U.S. forces, the shipment included hundreds of advanced cruise, anti-ship, and anti-aircraft missiles, warheads and seekers, components, as well as hundreds of drone engines, air defense equipment, radar systems, and communications equipment. 

The pictures show manuals in Farsi and CENTCOM reports that many of the systems were manufactured by a company affiliated with the Iranian Ministry of Defense that is sanctioned by the United States.

Yemeni Partners Successfully Interdict Massive Iranian Weapons Shipment Bound for the Houthis

Congratulations to the Yemeni National Resistance Forces (NRF), led by Gen. Tareq Saleh, for the largest seizure of Iranian advanced conventional weapons in their history.

The NRF… pic.twitter.com/4QXAav1bbr

— U.S. Central Command (@CENTCOM) July 16, 2025

AP analyzed the video and photos, highlighting the Iranian-made Type 358 anti-aircraft missiles. It notes that the Houthis have claimed to have downed 26 U.S. MQ-9 drones, likely using these types of missiles. The U.S. has confirmed the loss of some of the spy drones, while the Houthis released videos showing some of the shootdowns.

Also visible are anti-ship missiles. These would be similar to the ones used by the Houthis to attack merchant ships, including the Magic Seas and Eternity C, both of which were sunk just over a week ago.

Reports coming from the region had indicated that the Houthis were rearming after the bombing by the U.S. between March and May of this year. Despite the prolonged attacks by the U.S. and several strikes by the Israelis, the Houthis have been able to maintain their launches of missiles and drones toward Israel, and this month resumed attacks on merchant ships. Reports last week said that Israel had appealed to the United States to resume its air assault on Houthi positions.

Late on Wednesday, July 16, the Houthis reported that they had launched a new attack of missiles and drones toward Israel. They claimed to have targeted Ben Gurion Airport and the port at Eilat. They also said that two drones were directed toward a military site in the Negev.
 

Ian Bennitt, the former congressional staffer hand-picked to run the Trump administration's shipbuilding policy push within the National Security Council, has reportedly departed his post amidst an internal shakeup. Reuters first reported the news, along with the departure of NSC chief of staff Brian McCormack, who also served as a senior official in Office of Management and Budget in the first Trump administration. 

As an office, NSC has been in the crosshairs of the White House's highest leadership ever since the first Trump administration, distrusted over allegations of "deep state" liberal leanings, slow decision-review processes, and insufficient dedication to executing the president's agenda. The defense policy coordination division has been shrinking for months. In January, days after Trump took office, National Security Advisor Mike Waltz began dismissing NSC staffmembers, starting with those working on Ukraine policy. In mid-May, after Waltz's departure, NSC chief of staff McCormack dismissed 100 more staffers by email. 

Like Waltz, McCormack has now departed, as has shipbuilding policy leader Bennitt, according to Reuters. McCormack will reportedly become the next chief of staff for Sen. Bill Hagerty (R-TN), and Bennitt is said to be headed for the private sector. 

Bennitt was the White House's senior advisor on the maritime industrial base, and he headed a team known as the "Office of Maritime and Industrial Capacity" - the first time that a shipbuilding office has been housed within the White House in living memory. White House spokeswoman Anna Kelly said in a social media post that Bennitt's departure does not mean the end of the White House's shipbuilding office: instead, it will be taken out of NSC and moved over to the Office of Management and Budget, the powerful decision-making division that writes the annual White House budget proposal. 

A replacement senior shipbuilding advisor has not been announced, and it is not immediately clear who will be tasked with shepherding progress on the president's executive order on a shipbuilding industry revival. 

The U.S. Department of Justice filed the terms of a settlement, which involves a guilty plea by Eagle Ship Management, related to a 2022 oil dumping case off New Orleans that also saw the Chief Engineer of the vessel sentenced to jail. The incident was initially reported on social media by a crewmember and resulted in retaliation against the individual as well as efforts to conceal the MARPOL violation.

Under the terms of the plea, the company would pay a criminal fine of $1,750,000 and serve a four-year term of probation. The plea agreement still needs to be approved by the court, which has scheduled sentencing for October 16.

The Gannet Bulker (57,800 dwt, registered in the Marshall Islands) was at an anchorage near the Southwest Passage of the Port of New Orleans, near the mouth of the Mississippi River in March 2021. According to court papers, a repair operation to correct a problem with the discharge of clean ballast water resulted in engine room flooding. After the leak was controlled, Chief Engineer Kirill Kompanietes and a subordinate engineer dumped the oily bilge water overboard without using the oily-water separator and oil content monitor while the ship was still at an anchorage near the Southwest Passage off the Louisiana coast. 

Prosecutors report the incident involved a total of 10,300 gallons of oily discharge. The Coast Guard launched its investigation after a crew member sent a message via social media on March 14, 2021. The obstructive acts included in the case cited retaliation against the whistleblower.

In pleading guilty, the company is admitting that its crew engaged in a variety of obstructive acts to conceal the internal flooding that was caused by a botched repair. Senior ship officers and crew lied to the Coast Guard and destroyed evidence, including a printout from the engine control room computer that contained key information. Additionally, senior ship officers created false and backdated personnel evaluations intended to discredit the whistleblower.

In addition to the guilty plea by the company, the chief engineer of the Gannet Bulker was prosecuted in a separate case and sentenced to serve a year and a day in prison for his role in the discharge of oil and obstructing justice.

Kompaniets pleaded guilty in August 2022. In addition to the dumping charge, he was also charged with obstruction of justice based on various efforts to conceal the illegal discharge. In a joint factual statement filed in Court with his guilty plea, Kompaniets admitted to making false statements to the Coast Guard that concealed the cause and nature of a hazardous condition, and concealing that the engine room of the vessel had flooded and that oil-contaminated bilge water had been discharged overboard. He also admitted to destroying the computer alarm printouts for the period of the illegal discharge that were sought by the Coast Guard, as well as holding meetings with subordinate crew members and directing them to make false statements to the Coast Guard. He falsified the Oil Record Book so that it failed to disclose the illegal discharge and directed subordinate engine room employees to delete all evidence from their cell phones in anticipation of the Coast Guard inspection. Furthermore, he also admitted to preparing a retaliatory document accusing the whistleblower of poor performance as part of an effort to discredit him.
 

[By Fincantieri]

Fincantieri, the global leader in high-complexity shipbuilding, hosted “FULL SPEED AHEAD: The U.S. Shipbuilding Renaissance” yesterday in Washington, D.C., bringing together senior voices from government, industry, and the national security community to examine the strategic future of American maritime power.

The event opened with remarks from George Moutafis, newly appointed CEO of Fincantieri Marine Group (FMG), and Jan Allman, CEO of Fincantieri Marinette Marine, who reaffirmed the company’s long-term commitment to the United States through its unique “System of Shipyards” across Wisconsin. This advanced industrial network—operating in Marinette, Sturgeon Bay, Green Bay and Florida —employs more than 3,000 people and stands as a cornerstone of Midwest manufacturing resurgence.

Moderated by Vice Adm. Rick Hunt, President of FMM, the expert panel featured Dr. Cynthia Cooke (Center for Strategic and International Studies), Hon. Russell Rumbaugh (Atlantic Council), and Dr. Stacie Pettyjohn (Center for a New American Security). The discussion focused on the evolving defense-industrial landscape and how the U.S. can rebuild a resilient, sovereign shipbuilding base.

Closing the event, Pierroberto Folgiero, CEO and Managing Director of Fincantieri, stated: “This is a defining moment for American shipbuilding—and Fincantieri is here to stay. We are not just investing in infrastructure; we are investing in the future of maritime security, industrial innovation, and the skilled workforce that powers it. With a new management team leading our U.S. operations, we are accelerating our commitment to deliver next-generation capabilities in full alignment with U.S. strategic priorities.”

Looking ahead, Fincantieri is focused on strengthening every dimension of its U.S. presence. The company is accelerating the integration of artificial intelligence and advanced robotics across its operations, transforming production processes to deliver mission-driven platforms with greater efficiency and reliability. By digitalizing its shipyards and leveraging data-driven solutions, Fincantieri is setting new standards in industrial performance.

With more than $800 million invested in U.S. facilities and over 900 suppliers across 43 states, Fincantieri brings to the table a proven industrial model, a resilient supply chain, and an experienced workforce of over 3,000 employees in Wisconsin. Leveraging its global expertise and advanced capabilities, Fincantieri stands ready to support the United States in strengthening its shipbuilding industrial base—through innovation, execution excellence, and long-term strategic partnership.

The International Transport Workers’ Federation (ITF) released its latest tally on cases of seafarer abandonment, reporting what it called a “disturbing surge” in cases so far in 2025. The figures show an increase of a third over the record numbers reported in 2024, with the ITF demanding accountability.

The ITF is calling on international regulators, port states, and the International Maritime Organization to take urgent action. Under the law, it highlights that abandonment is clearly defined, with cases often involving seafarers being denied pay for two months or more, being left stranded, or left without food or medical support, or often a combination of these circumstances.

According to the report, over 2,280 seafarers have been abandoned aboard 222 vessels so far this year. It includes $13.1 million in unpaid wages. By comparison, the ITF says that at this point in 2024, there had been 172 cases involving 1,838 seafarers and $11.5 million in unpaid wages.

“Every single case of abandonment is a disgrace. It’s an intentional abuse of human rights, and the failure to end abandonment exposes a systemic problem in the maritime industry,” said Steve Trowsdale, the ITF’s Inspectorate Coordinator.

The labor organization highlights that 37 percent of the abandonment cases in 2025 have occurred in the Arab World closed followed by 34 percent that have taken place in Europe (the majority in Turkey). It says those rates are more than double the share of Asia Pacific, the next highest region. 

“We are seeing a pattern of abuse that cannot be ignored and that must be confronted. In recent years, the Gulf region, and the UAE in particular, has seen a huge increase in seafarer abandonment cases. Both there and in Europe, much more must be done to crack down on the rogue shipowners who need to know there’ll be consequences,” said Trowsdale.

Lax enforcement of the rules, monitoring of the registry, and a lack of support from the sponsor countries are among the issues highlighted by the ITF. It asserts that the so-called “Flags of Convenience” system is central to the rise in abandonment cases. It specifically says it received 26 reports for vessels registered in St. Kitts & Nevis, another 26 for vessels registered in Tanzania, and 18 for Comoros, with the three jurisdictions dominating the abandonment lists. The ITF calculates that three-quarters of the reports came from the countries it labels as flags of convenience.

A lack of enforcement and responsiveness from flag and port states, the absence of adequate insurance for vessels, and shipowners refusing to accept responsibility for crew welfare are common factors that contribute to abandonment, says the ITF.

Member States at the International Maritime Organization have also raised concerns about the lax enforcement in some registries. In addition to the IMO’s efforts, the U.S. Federal Maritime Commission announced earlier this year it was launching an investigation into the practices of registry authorities. It also raised concerns about the unfavorable business conditions that the flags of convenience create and the potential impact on U.S. trade.

These flags have also become an increasing concern for their support of the shadow fleet of aging tankers. The EU launched a program of insurance checks for vessels sailing in Northern Europe and into the Baltic in response to the incidents and the fears of a major environmental disaster from the poorly supervised vessels.
 

The federal Environmental Protection Agency (EPA) attempted to assert its authority "at the eleventh hour" over the final approvals for Maryland’s first offshore wind project. The deadline was on July 14 for appeals on the final approval for the project, and according to media reports, the EPA sent a letter last week asserting the appeal was under its jurisdiction and not the state’s authority.

In a letter from the region EPA administrator to Maryland’s Department of the Environment posted online by Maryland Matters, the EPA asserts that it has “identified an error” in the state’s final permit decision, which it asserts could “result in invalidation of the permit on appeal and confusion among relevant stakeholders.” The letter contends that the authority to issue to permit was under federal authority delegated to the state, and as such, the appeal is under the EPA’s oversight. 

The EPA was calling for Maryland to reissue the final permit decision for US Wind. Maryland, however, on its website for the process added a footnote saying “A previous version of this webpage also described a separate permit appeals process through the U.S. EPA. The appeals process for this permit is through the State of Maryland only, and the language describing the U.S. EPA appeals process has been removed.” It also reissued the public notice in early June, a month before the EPA’s letter.

The Trump administration has been clear in its opposition to offshore wind energy projects. In March 2025, it was the EPA that withdrew an air quality permit for a proposed New Jersey offshore wind farm that related to prior approval of the construction of that wind farm. While that project was still in development, it created another hurdle in the process.

The Maryland Department of the Environment, Air and Radiation Administration (ARA) reviewed the application made by US Wind for the project, which would ultimately be developed in two phases for a total of up to a total of 114 wind turbines generating between 1.8 and 2 GW of power. After reviewing the comments, ARA determined that the proposed construction and commissioning of the offshore wind project would “not cause violations of any applicable air pollution control regulations.” The Department reported it had made a final determination to issue the permit-to-construct, effective June 6, and it included a window till July 14 to file a petition for judicial review in the circuit court for the county where the activity would occur.

The lease area is located approximately 8.7 nautical miles offshore of Maryland and approximately 9 nautical miles from Delaware. US Wind, a partnership between Italy’s Renexia and American investment firm Apollo Global Management, won its lease for nearly 47,000 acres in August 2014.  The first phase, known as MarWind, was proposed as 300 MW with 22 turbines more than 20 miles from shore, while the second phase, Momentum Wind, was proposed for 800 MW with up to 55 turbines.

Federal approvals for the project were completed in 2024 under the Biden administration. The Department of the Interior issued its Record of Decision after the environmental review in September 2024. The Bureau of Ocean Energy Management issued the final federal approval, the Construction and Operation plan, in December 2024.

Both the state and US Wind told Maryland Matters that they were ensuring that the process was following the letter of the law. The company emphasized that it was “confident that all of our project’s permits were validly issued.”

The project has faced opposition in both Delaware and Maryland, including lawsuits. Despite that, both the state and the company have said they are committed to the project and the benefits it would provide.
 

[By: Resolve Marine]

Resolve Marine, a global leader in innovative marine solutions, today announced the publication of its?2024 Sustainability Report, part of the company’s comprehensive environmental, social and governance (ESG) commitments, programs and contributions.  

The publication, the company’s second report, outlines Resolve Marine’s?sustainability platform and advancements made in the past year. The report details targets and progress associated with UN Sustainability Development Goals (UN SDGs): UN SDG #14, Life Below Water; UN SDG #11, Sustainable Cities and Communities; and UN SDG #5, Gender Diversity. Resolve Marine aligns with the UN SDGs as a guiding framework to make the most impact in addressing some of the world’s largest sustainable development challenges. 

New elements of this year’s report include:  

• Stakeholder engagement: how Resolve Marine engages with key stakeholder groups
• Environmental impact of select emergency response and project work during the year
• UN SDG commitments, targets and progress:  
• Environmental programs and progress across debris recovered, recycling and waste management, ESG considerations in the tender/bid process, charitable donations and humanitarian relief
• Social progress through hiring, recruiting, equitable pay, HSEQ policies, safety training and workforce talent development
• Governance includes information about company policies and the board of directors  

Joseph Farrell III, CEO of Resolve Marine, commented, “Sustainability is not just a commitment for Resolve Marine, it’s part of our identity. With our unique capabilities to remove ocean debris and pollutants, we are in a position to make a real difference for marine ecosystems. We’re also proud to support communities in need through our response and recovery efforts, and we’re actively working to shift the gender imbalance in our industry by opening more doors for women in maritime careers. This report reflects our focus on steady, measurable progress, and we look forward to using it as a platform to guide our actions and hold ourselves accountable."  

Jennifer Schlueter, co-lead of the ESG Task Force and Senior Manager of Brand, Marketing and Communications added, “Through continued sustainability efforts, we have deepened engagement with our stakeholders. ESG remains a strong, recurring theme in those conversations and I’m confident that readers of this year’s report will gain a deeper understanding of how we are strengthening our sustainability platform to make a lasting impact in the years to come."  

Click?here?to view the 2024 Sustainability Report. 

Iran’s state media is reporting a further seizure in the ongoing effort to stop fuel smuggling in the region. Smuggling is a rampant problem in part because of the low, state-subsidized fuel prices.

The latest interdiction was reported Wednesday morning, July 16, in the Gulf of Oman. The unidentified vessel was stopped for an inspection in what Iran describes as “continued monitoring of suspicious fuel smuggling activities along Iran’s borders in the Sea of Oman.” 

The vessel was detained along with the captain and a total of 17 crewmembers after the Iranian agents found incomplete legal documentation for the cargo. The seizure was reported by the Chief Justice, saying it was on suspicion of fuel smuggling. 

By initial estimates, there were 2 million liters of fuel aboard the ship. The Chief Justice reported that evidence was being collected to determine the exact amount of fuel. They are also conducting sampling and lab tests and will attempt to verify the vessel’s documentation.

Reuters is quoting the Chief Justice saying, “The actions of fuel smugglers, who in coordination with foreigners, attempt to plunder national wealth will not remain hidden from the judiciary and punishment of perpetrators, if their crimes are proven, will be without leniency.”

In April 2025, Iran reported that two captains, along with four crewmembers from two different vessels, had been sentenced to jail time after being found guilty of fuel smuggling. Each individual was reportedly sentenced to five years in jail plus fines.

It appears to be part of an increased effort to stop the smuggling activities in the Gulf region. Reports included stopping two vessels in March with a total of three million liters of diesel fuel and 25 crewmembers. Three additional vessels were reportedly seized in April, and another one in June.

[By: Sperry Marine]

Terma A/S, a global leader in surveillance radar technology has partnered with Sperry Marine, a well-recognized manufacturer and service provider of marine navigation systems, to deliver the SCANTER 4603 and SCANTER 6002 series of naval surveillance radar to Seaspan Shipyards for the upcoming Canadian Coast Guard’s Multi-Purpose Icebreaker and Polar Icebreaker Programs.

This milestone underscores the ongoing partnership between Sperry Marine and Terma A/S and the two companies’ commitment to empowering the Canadian Coast Guard with cutting-edge radar technology designed for precision situational awareness, safety, and reliability.

Terma’s SCANTER series of surveillance radar provides comprehensive surface surveillance and medium to high level air coverage. Its advanced design ensures the detection and tracking of very small targets in extreme northern environments and harsh Arctic weather conditions. The vessels being constructed at Seaspan Shipyards in Vancouver are set to play a vital role in supporting the Coast Guard’s multiple mission throughout the country, enabling search and rescue, emergency response as well as sovereignty protection. 

"We are thrilled to collaborate with both Seaspan and Sperry Marine to contribute to the production of modern, capable coast guard vessels. Terma’s SCANTER surveillance radar is engineered to meet the highest naval standards and ensure exceptional performance in challenging maritime environments," said Per Sørensen, Senior Sales Director, Naval Sales of Terma A/S.

Colin Ross, Sperry Marine’s Naval Sales Director based in Canada, states, “With over 40 years of history in supporting the Canadian Coast Guard, Sperry Marine is uniquely positioned to address the growing demand for state-of-the-art maritime surveillance and support services. This project is not just about technological advancement, but also about fostering long-term operational effectiveness and strategic collaboration. It reinforces our dedication to supporting government partners in delivering secure, innovative maritime solutions.”

As Sperry Marine continues to expand its footprint in the sector, it remains focused on delivering innovative solutions that address the evolving needs of the global maritime community. And the delivery marks a significant step in the partnership between Sperry Marine and Terma, reinforcing a shared dedication to advancing maritime technology.

[By: ClassNK]

ClassNK has launched a new service, ‘ClassNK Fleet Cost Simulation’, as part of its ‘ClassNK Transition Support Services’, which aims to facilitate the maritime industry’s transition to decarbonized fuels. This new service estimates the cost impact of GHG emission reduction regulations including IMO's mid-term measures, EU-ETS, and FuelEU Maritime on behalf of clients.
 
This service provides the ‘ClassNK Fleet Cost Calculator’, a calculation tool that simulates future cost fluctuations due to fuel conversion, along with a ‘Cost Estimation Report’ that summarizes the total cost outlook for the entire fleet through graphs and tables. This service significantly reduces workload for cost estimation and documentation, enabling clients to obtain reliable cost data for use in business planning

The ‘ClassNK Fleet Cost Simulation’ service includes the following two offerings:

• ClassNK Fleet Cost Calculator (Excel format)
  1. Covers three major environmental regulations: IMO GHG Fuel Intensity (GFI), EU-ETS, and FuelEU Maritime. (Updates will be provided to reflect regulatory changes. *1)
  2. Allows flexible customization of assumptions, including not only ship prices and fuel prices but also vessel replacement timing, fuel efficiency improvement rates, GHG emission factors, etc.

(ClassNK Fleet Cost Calculator - Sample screens)

• Cost Estimation Report (PowerPoint format)
  1. Provides a report summarizing cost projections up to 2050 in graphs and tables, based on actual fuel consumption data.
  2. Comprehensively reflects cost factors that affect business including shipbuilding, fuel, and regulatory compliance.
  3. Delivered in PowerPoint format, ready for direct use in internal presentations and reporting for management.
  4. [Additional Service] Upon request, we offer an advanced version of the report, which simulates and analyzes the timing and effects of fuel conversion for cost optimization.

(Cost Estimation Report - Sample pages)

ClassNK will continue to comprehensively support our clients' decarbonization efforts through further enhancements to the ‘ClassNK Transition Support Service.’

Details of the ‘ClassNK Fleet Cost Simulation’ are available on the following page of our website: Home > Information Services > ClassNK Transition Support Services: https://www.classnk.or.jp/hp/en/info_service/ghg/

The famed sailing ship Falls of Clyde will finally leave Honolulu Harbor following the award of a $5 million contract for its removal, with ocean sinking having been settled as the ideal method of disposal.

The Hawaii Department of Transportation (HDOT) is announcing that after nearly two decades at Honolulu Harbor, the fate of Falls of Clyde has been sealed. Having received numerous proposals on how to remove the vessel, it has settled on ocean disposal at a deep-water site at least 12 miles due south of Honolulu Harbor. Ocean disposal was one of the methods recommended in a Final Environmental Assessment issued in June last year, with the two others being dismantling and third-party acquisition. Florida-based maritime technical consulting firm Shipwright LLC was awarded the contract for its removal.

The 146-year-old vessel has been docked at Honolulu Harbor since 2008 and is currently berthed at Pier 7, where it once served as a museum ship as part of the Hawai‘i Maritime Center. The vessel was impounded in 2016 when its permit was revoked and the owner failed to remove it from the harbor. Since then it has remained in the custody of the department.

HDOT has been wanting to remove the vessel from the harbor since it was delisted from the Hawaii Register of Historic Places in November 2023. Besides, due to significant deterioration, the ship has lost most of the qualities of historic significance that originally led to its listing in the National Register of Historic Places in 1989. The ship was placed on the list because of its national significance as the oldest surviving American tanker and the only surviving sailing oil tanker left afloat, not only in the U.S. but the world.

Following the award of the contract, Shipwright has already assembled a project team with extensive experience with salvage, remediation, wreck assessments, dead ship tows, derelict vessel removal and fragile hulls. Starting next week, the team will begin debris removal and will restore the watertight integrity of the ship’s subdivision bulkheads.

The next task will be hull strength remediation to prepare the vessel to be safely towed out of the harbor in the event of a storm threat or other emergency. From next month through November, additional structural reinforcement work will be performed before the vessel is towed and disposed of in late November.

As part of the project, HDOT has ensured the Falls of Clyde will not be sunk with any treasures after working with a maritime archaeologist to catalog and safely remove all historical items from the vessel and storing the artifacts in a secured facility.

Built in Glasgow, Scotland, Falls of Clyde is the world’s only surviving iron-hulled, four-masted, fully rigged ship. The ship was constructed during a shipbuilding boom inspired in part by increased trade with the U.S., and it made several voyages to American ports while under the British flag. In 1898 the ship first changed ownership when it was purchased by Captain William Matson (of the Matson Navigation Company) and registered in the Republic of Hawai‘i.

From 1899 to 1907, the ship was re-rigged as a bark for sail with fewer crew and made over sixty voyages between Hawai‘i and San Francisco carrying passengers, sugar and general cargo. It was sold on to San Francisco-based Associated Oil Company, which installed large steel tanks in the hull to allow it to carry 750,000 gallons. For decades, the ship would bring kerosene to Hawai‘i and molasses back from Hawai‘i to California.

Falls of Clyde's removal and disposal is part of ongoing initiatives focused on the removal of inoperable vessels from its commercial ports to protect maritime facilities, improve port efficiency and support commerce. This emanates from the fact that more than 90 percent of imported goods enter the state through Honolulu Harbor.