Command of United States Central Command, whose area of responsibility stretches through 21 countries from Israel in the West, across the Middle East, to Afghanistan and Pakistan in the East, changed earlier this month. General Michael Kurilla, in post since April 2022 and a combat-seasoned infantry officer, handed over to Admiral Brad Cooper. A change in command often signals a change in emphasis.

Admiral Cooper hitherto has commanded the Arleigh Burke Class destroyer USS Russell (DDG 59), the Ticonderoga Class cruiser USS Gettysburg (CG 64) at ship level, and at fleet level Naval Surface Force Atlantic, Expeditionary Strike Group 7 in Okinawa, US Naval Forces Korea and the Fifth Fleet based in Bahrain. He has moved up from being Deputy Commander CENTCOM. He thus has intimate experience of the Middle East region acquired over many years, has recently overseen anti-Houthi operations in the Red Sea and understands in depth the character of threats posed by Iran’s regional activities.

Despite priorities being accorded to the threat posed by China, conflicts in the Middle East continue to demand Department of Defense attention, notwithstanding a desire to pivot away from never-ending issues. Those selected for command at Theatre level qualify on the basis of their political acumen as well as their joint command experience, so the service background of Admiral Cooper should not be of immediate relevance in tackling these recurring Middle Eastern issues. Indeed, in similar circumstances, new commanders normally endeavor to compensate for perceived loyalty to their own parent service by focusing particularly hard on the requirements of other services. Admiral Cooper is likely to be no different.

However, over time, Admiral Cooper’s substantial naval experience in the Middle East is likely to influence his approach to operational issues as they arise. Admiral Cooper has an academic interest in intelligence matters, and was instrumental in fielding Task Force 59, a fleet of unmanned surveillance drones able to improve surveillance of the Iranian coastline and other maritime bottlenecks. He is likely, once he has settled in to his new and wider responsibilities, to have particular ideas on how to improve the effectiveness of naval operations in his area of command, using this background, and now has increased influence on Congressional budgeting to fund such initiatives. However, he will have to overcome resistance and competition from Indo-Pacific Command, which will complain about the diversion of resources and heavy expenditure of missiles in recent Middle East engagements.

Having an officer with this particular experience-set in charge of CENTCOM should in due course have significant impact on operations countering malign Iranian and Houthi maritime activities - but in ways which will not necessarily be advertised in advance. Given Admiral Cooper’s track record, these are likely to include an emphasis on technical innovation, alongside less reliance on long-term ground presences and a greater exploitation of the flexibility of naval power projection.

Following through on its pledge to penalize India for buying Russian oil, the Trump administration has raised tariffs on Indian goods to 50 percent. The decision doubles the effective tariff rate on Indian exports, applying more pressure on New Delhi to negotiate trade terms with Washington. 

Export manufacturers in India have already begun laying off staff in anticipation of reduced American demand for the country's big export categories, like diamonds, jewelry, clothing and farmed shrimp. The 50 percent tariff is exceptionally high compared with the 15 percent base levy for Japan, South Korea and the EU, or even the 20 percent rate negotiated by neighboring Bangladesh; it compares to the rate for India's major-power rival, China, which currently faces a 55 percent tariff. 

The tariff hike puts Indian exporters in a bind, and Prime Minister Narendra Modi has responded with stimulus measures. He has promised to cut taxes to offset loss of income, and has doubled down on his message of "Make in India" self-reliance. "Economic selfishness is on the rise globally and we mustn't sit and cry about our difficulties - we must rise above and not allow others to hold us in their clutches," Modi said at an address in Delhi.

Modi has also scheduled an unusual trip to China, his first since 2018. India and China have faced off along their mountainous border region for years, and relations have been chilly since a major clash in 2020. But both face major trade challenges with Washington, and Modi - a key U.S. defense partner in the Indo-Pacific - has decided to fly to Beijing for a security summit attended by leaders from Pakistan, Iran, Russia and other nations. Chinese President Xi Jinping will preside over the gathering this weekend.

"Stable, predictable, constructive ties between India and China will contribute significantly to regional as well as global peace and prosperity," Modi said last week, emphasizing normalization. 

China has undergone a tariff roller-coaster even more pronounced than India's, ranging from 20 percent in February to 125 percent in May, then back down to the current level of 55 percent. On Monday, President Donald Trump threatened to hike tariffs on Chinese imports up again to 200 percent if Beijing does not allow the resumption of shipments of rare-earth magnets, critically needed for U.S. defense applications. A tariff "truce" between the two sides is in effect until November, and China has dispatched top negotiator Li Chenggang to Washington this week to continue talks towards a permanent agreement, according to the Wall Street Journal. 

[By:

Fitch Ratings reaffirmed its rating for Port Tampa Bay of an 'A+' for the port’s approximately $62.3 million in outstanding revenue bonds and notes. Additionally, the Rating Outlook is stable. The announcement reflects Port Tampa Bay's continued capital investments, which have supported strong throughput and revenue performance, and are expected to drive additional growth in the near term. The rating will result in better insurance and bond rates for Port Tampa Bay.  

The rating is a testament to the port's diversified operating revenues supported by contractual agreements that bolster revenue stability, coupled with a strong fiscal position evidenced by stable liquidity and low leverage. The port's diversified operations help insulate its financial performance from fluctuations in any one business line. The rating also reflects near-term capex primarily funded by grants and port revenues, reducing reliance on debt while recognizing the adequate headroom for future borrowing provided by the port's financial profile.

"Port Tampa Bay is Florida’s largest and most cargo-diverse port, and our several lines of business remain our strength. The confidence expressed by Fitch is a reflection of our entire maritime community’s success and stability. Port Tampa Bay is proud of our position as a major economic driver, supporting nearly 192,000 jobs and generating over $34.6 billion in annual economic impact in the region we serve," explained Paul Anderson, Port Tampa Bay President & CEO.  

“Port Tampa Bay’s financial health and resilience are a direct reflection of our cargo diversity and balanced business model. From containerized goods and construction materials to energy, steel, and fertilizer, our port moves a broad mix of commodities that keep us stable in any market condition. This diversity enables us to invest responsibly, maintain top-tier infrastructure, and deliver long-term value to our stakeholders and the communities we serve," explained Chad Harrod, Port Tampa Bay Board of Commissioners Chair.

Fitch Ratings evaluates the port as Hillsborough County Port District each year. To learn more about Fitch Ratings, visit Fitch's Ratings Action Commentary for Port Tampa Bay

[By: Everllence]

Mazagon Dock Shipbuilders Ltd., based in Mumbai, India, has placed an order for 14 × 3 × 16V175D-MM high-speed engines from Everllence. The engines will power 14 Fast Patrol Vessels (FPVs) currently under construction for the Indian Coast Guard. The engines are all rated at 2,960 kW and scheduled for delivery from December 2025 to December 2027.  

The FPVs will be equipped with waterjet propulsion systems and are designed to reach speeds exceeding 33 knots. They will be deployed for coastal surveillance, fisheries protection, search-and-rescue operations, and can also be used for military missions in times of crisis.

Ben Andres, Head of Sales at Everllence, said: “This project marks a major milestone for Everllence as we enter the Indian Coast Guard market – a highly strategic and demanding customer - and extend our long partnership with Mazagon Dock with another significant order. We are proud to be part of this collaboration, which not only strengthens our presence in the region but also highlights the trust placed in our 175D engine.”

Waldemar Wiesner, Vice President, Head of Marine and PrimeServ Marine & Power, Middle-East/Africa at Everllence, said: “The 175D proved to be the right technical choice for this project. Close collaboration with Mazagon Dock’s technical and commercial teams was key to securing this important contract. We are thankful to the Indian Coast Guard for its timely scrutiny of technical documents and technical clearance.”

The new order follows closely on the heels of another major, Indian order that Everllence won in April 2025, that time from the Indian Navy when Hindustan Shipyard Ltd. ordered complete propulsion packages from Everllence for five newbuild Fleet Support Ships. Each scope of supply features 2 × 20V32/44CR engines.

About the 175D engine
Everllence developed the 175D engine range to supplement and complete its product portfolio in the maritime sector.

Available in three variants of 12-, 16- and 20-cylinders, the engine is available with an output ranging from 1,500 to 4,400 Kilowatts and is optimised for propelling ferries, offshore support ships, tugs and other working vessels. Other market areas, such as superyachts, planing yachts and naval marine applications are also served by additional engine variants.

The 175D is also an extremely eco-friendly engine, having been designed from the outset for low fuel-consumption, coupled with compliance to the latest exhaust-gas emission standards and considering as well future-fuel requirements where it is already cleared for operation on biofuels such as FAME and HVO.

Pennantia, the JV company that acquired eight ATBs out of the former Bouchard fleet, has paused its operations amidst a legal fight between its majority owner and its operator. One of the vessels has been arrested in Panama on a lien filed by the operator, and another of the idled ATBs may have attracted Coast Guard attention over manning levels, according to court filings. 

The shipowning JV, Pennantia, is majority-owned by Contrarian Capital, with minority owner Rose Cay handling maritime operations under contract (the Rose Cay name is the fleet's operating brand). Rose Cay alleges that Pennantia - controlled by Contrarian Capital - has stopped paying in full for operating expenses, and it has suspended shipmanagement services while demanding repayment. In response, Pennantia sued Rose Cay and accused it of trying to shut down operations on a false pretext in order to scuttle the pending sale of the ATB fleet. Both parties deny each others' allegations. 

The fallout is a new speed bump for the remnants of the Bouchard empire. The Pennantia partnership bought eight ATBs from the former Bouchard Transportation fleet when Bouchard was dissolved and its assets split up in 2021. Pennantia's acquisition includes younger Jones Act vessels, ranging from 4,000-horsepower tugs up to the tanker-sized ex-Kim M. Bouchard / RCM 270. 

After purchase, the fleet was initially operated by Foss under contract, but Rose Cay took over management in 2022. At that time, it took crewing and operations under its own umbrella and subcontracted these tasks to a new subsidiary, named Dove Cay LLC. In December 2024, Rose Cay claimed that Pennantia owed about $9.5 million in unpaid expenses and interest to Dove Cay, and in February it escalated with a declaration that Pennantia was in default. (Pennantia denies these claims.) 

Dove Cay then filed liens against the entire Pennantia fleet totaling about $29 million, including $13 million for repayment of a loan. In response, Pennantia called Rose Cay's claims "fabricated" and last month it filed for a court injunction to prevent Rose Cay and Dove Cay from idling the fleet or pursuing their maritime liens. 

In an order signed on August 18, Judge Sidney H. Stein denied Pennantia's motion for an injunction in the case, allowing Dove Cay to pursue its liens against the vessels while litigation continues. The judge also allowed Rose Cay to terminate its shipmanagement contract with Pennantia, on the understanding that minimum safety and manning requirements would continue to be met. 

The two parties are in mediation and have discussed possible terms for a settlement; in the meantime, AIS data shows that the firm's active tugs are all at berth or at anchor in New York, Panama and Port Arthur. 

Top image: Corey Seeman / CC BY NC SA 2.0

The third U.S. training ship, State of Maine, was christened on Tuesday, August 26, in a ceremony designed to highlight the emerging partnership between the United States and South Korea for shipbuilding. The event was rescheduled a week so that it could coincide with the visit to the United States by South Korean President Lee Jae Myung, and follows one day after he met with Donald Trump in Washington, D.C.

The South Korean President toured the Philadelphia shipyard that was acquired by Hanwha Ocean for approximately $100 million at the end of 2024. The company’s acquisition pre-dated the Trump initiative to revitalize U.S. shipbuilding and was seen as an entry into the U.S. naval market. The company looks to expand its work for the U.S. Navy and government ships, such as the training ships, and now to leverage the opportunities under the Trump programs. Hanwha aims to produce LNG carriers, naval modules and blocks, and, in the long term, naval vessels at its U.S. shipyard.

Hanwha announced a $5 billion program dedicated to the installation of additional docks and quays to increase capacity at the shipyard. It is also reviewing the build-out of a new block assembly facility, and through the expansion, Hanwha aims to increase Philly Shipyard’s annual production volume from less than two vessels to up to 20. 

In addition to the infrastructure investment, the U.S. subsidiary of Hanwha’s shipping arm, Hanwha Shipping, announced that it has ordered 10 medium-range (MR) oil and chemical tankers from Hanwha Philly Shipyard, with the first tanker expected to be delivered by early 2029. It previously announced it will buy a Korean-built LNG carrier and complete its outfitting at the U.S. yard to make it the first modern American-flagged LNG carrier built in 50 years. 

Elaine Chao doing the honors for the naming (American Maritime Officers)

Lee toured Hanwha Philly Shipyard, joined by officials from the Department of Transportation, the Maritime Administration, and others from the U.S. government, while attending the christening ceremony. 

Speaking through a translator, Lee said, "The Republic of Korea's shipbuilding industry is setting out to take on a new challenge to contribute to strengthening U.S. maritime security and rejuvenating America's shipbuilding industry." He highlighted the rapid growth of the country’s industry from “bare ground” to a powerhouse in just 50 years and referred to the “miracle of K-shipbuilding.”

"Through the MASGA (Make American Shipbuilding Great Again) project, we will achieve a 'win-win' outcome that would see the shipbuilding industries of both the United States and South Korea take a leap forward together," Lee highlighted. Yesterday, he promised Trump that South Korea would invest at least $150 billion into U.S. shipbuilding, along with other key industries.

Hanwha Vice Chairman Dong Kwan Kim expressed gratitude to the leaders of both countries and emphasized the importance of joint partnership in bolstering the shipbuilding industry. He said, “Today’s christening ceremony is the physical embodiment of our two nations working side by side to reindustrialize industry, expand our capacity to build ships, and invest in the skilled workforce that will drive the industry forward.”

The third ship of the National Security Multi-Mission Vessel (NSMV) program, State of Maine, is the first purpose-built training ship for the Maine Maritime Academy. At 525 feet in length, it can accommodate 600 cadets for training and, in times of humanitarian need, can handle up to 1,000 people and provide access to an advanced medical facility. The ship, which is due to arrive in Maine later this year, features eight classrooms, an auditorium, and training labs, including a specially-designed training bridge. It has a helicopter pad and is outfitted both to handle containers and roll-on/roll-off cargo to give the cadets hands-on training. 

“This vessel marks a new era for American maritime power,” said Acting Maritime Administrator Sang Yi, who represented Transportation Secretary Sean Duffy, who was detained in Washington and did not attend the ceremony. “MARAD’s mission to modernize sealift and empower the Merchant Marine hinges on relentless innovation and partnership. Together, we can build the fleet America needs to secure our future and dominate the seas.”

Elaine Chao, who has held various senior roles in the U.S. government, including Secretary of Transportation in the first Trump administration, was godmother for the vessel. In prior administrations, she served on the Federal Maritime Commission and as Secretary of Labor.

Philly Shipyard had delivered the first two vessels of the class to New York and Massachusetts. Hanwha Ocean is completing the project to build two additional training ships, which MARAD has assigned to the state maritime academies in Texas and California. The yard has also started work on the first of three LNG-fueled containerships for Matson and is completing a rock installation vessel for Great Lakes Dredge & Dock Corporation.

[By: Conrad Shipyard]

Conrad Shipyard has proudly delivered the Harbor Charger, New York State’s first hybrid-electric public ferry, to The Trust for Governors Island. Designed by Elliott Bay Design Group and built at Conrad’s Morgan City, Louisiana facility, this groundbreaking 1,200-passenger vessel marks a bold step forward in sustainable maritime transportation.

Equipped with Siemens Energy’s advanced hybrid propulsion technology, the Harbor Charger operates in battery-only, zero-emissions mode or hybrid diesel-assisted mode resulting in a reduction of CO2 emissions by nearly 600 tons annually. The ferry will replace a 1956 diesel-powered vessel, delivering faster, cleaner, and more efficient service for nearly one million visitors each year between Manhattan and Governors Island.

“Delivering the Harbor Chargerto New York Harbor is a proud moment for all of us at Conrad. The ferry is a great example of how traditional craftsmanship and next-generation technology can come together to shape a more sustainable future on the water,” said Johnny Conrad, Executive Chairman. “We are honored to have partnered with the Trust and the people of New York to build a vessel that will serve the community for decades to come.”

With its modern amenities, ADA accessibility, and cutting-edge green technology, the vessel showcases what is possible when visionary design meets premier shipbuilding craftsmanship.

[By: Shearwater]

Shearwater Geoservices AS (“Shearwater”) announces the award of a deepwater Ocean Bottom Node (OBN) seismic survey offshore Angola by ExxonMobil’s affiliate Esso Exploration Angola Block 15 Limited. The two-month project is scheduled to commence during Q3’25.

The project will be delivered using Shearwater’s proven OBN platform, featuring the SW Tasman and Pearl node system, with SW Gallien deployed as source vessel.

“Being selected by ExxonMobil to perform this OBN survey in Angola is a real testament to Shearwater’s OBN-platform,” says Irene Waage Basili, CEO of Shearwater. “This award reflects our strong track-record in delivering high-quality OBN surveys and the trust our clients place in us to support their strategic exploration goals.”

With this award, Shearwater continues to deploy the industry’s leading geophysical toolbox to support West Africa’s energy sector and the continuous backlog on the Tasman/Pearl platform highlights the company’s momentum in the OBN market.

[By: VIKAND]

As the digital transformation accelerates across the maritime industry, global maritime healthcare leader VIKAND warns there is a growing need to recognise and address the psychological toll of new technologies on seafarers’ mental health.

While digitalisation has enabled earlier intervention and expanded access to mental health services onboard, such as remote counselling and telehealth, VIKAND notes that the long-term impact on seafarers' well-being is still unfolding.

“Early access to care is undoubtedly promising, but we're only beginning to understand the psychological cost of this digital shift,” says Martin Hedman, VIKAND's Director of Mental Wellness Practices. “Technology is a double-edged sword - it streamlines support, yet introduces stressors that we haven’t fully accounted for.

“Over the past 20 years, new psychological stressors have emerged from digital life including doomscrolling fatigue, loneliness from social isolation through phone use, and anxiety from navigating the increasingly complex digital processes.”

One of the most pressing concerns is the persistent stigma and privacy issues surrounding digital mental health services. Many crew members, particularly senior staff, remain cautious about engaging with these services due to concerns that their data could be misused or held against them, such as losing their jobs. These anxieties, while rarely spoken outright, are frequently raised in informal conversations.

Generational differences also play a role. “Older crew members often struggle more with digital interfaces, such as using smartphones for training or health access,” says Martin. “What is intuitive to a younger seafarer may be a barrier to another, amplifying stress and isolation.”

Though no direct increase in mental health cases explicitly citing “technology” or “automation” has been recorded, VIKAND observes that digitalisation subtly contributes to workload pressures and fatigue, particularly in non-marine departments tasked with managing complex digital systems. Mental health professionals are integrating tech-related stress and digital fatigue into broader wellness discussions, though VIKAND says formal protocols are still emerging.

Looking ahead, Martin notes that "Fear of Missing Out" (FOMO) could become a growing theme. With constant connectivity, seafarers are increasingly exposed to life onshore potentially heightening feelings of separation from family or online social engagement.

“FOMO will be a big part of the ever so connected seafarers’ stress in the future. That is not just stress about always checking your email or social media account, but also to become even more aware of what you are missing out when you are away such as being reminded of family,” explains Martin.

Additionally, automation may streamline tasks but also shift certain responsibilities onto crews, sometimes increasing the administrative load.

“It’s important that we ensure these tools are implemented with care – designed to support, not overwhelm,” adds Martin. "We need  to balance the benefits of technology with a more mindful approach. 

He adds that with connectivity, over-accessibility may foster habits of always needing to be online, potentially leading to digital dependency. . 

“In today’s connected world, mental health and digital environments are closely linked,” concludes Martin. “The maritime industry could benefit from adapting further to that reality.”

For more information about VIKAND’s mental wellness initiatives, visit www.vikand.com.

[By: Wallem Group]

Wallem Group, a leading global maritime partner, has launched a suite of support and consultancy services to protect IT systems onboard its clients’ vessels from disruption. Its new Vessel IT Security and Management Services (VITS) offer comprehensive support to enable smooth, secure and efficient IT at sea in an increasingly digitalised and regulated maritime world.

VITS have been developed with a ship's entire digital ecosystem in mind – from its business networks to the Internet of Things (IoT) systems on which operations and humans rely. It includes six management and security services to help keep vessel IT systems up and running, and minimise cyber threats.

Wallem VITS offer continuous Servicedesk Support to customers from experts in vessel IT. When necessary, enquiries are escalated to specialist in-depth service teams. A Remote Vessel Infra Support service swiftly resolves IT issues from shore. In more complex cases, Wallem offers Onboard Vessel IT Support, deploying engineers to the ship to offer hands-on assistance with IT infrastructure, system upgrades, health checks and troubleshooting.

“The VITS suite is Wallem’s comprehensive response to shipping’s advancing digitalisation, and the critical role IT reliability plays in maritime operations,” said Steve Whitby, Group IT & Technology Director, Wallem Group. “Ship owners increasingly seek efficiencies from remote IT support, remote management, and remote monitoring of vessel operations. Securing these benefits requires deep IT knowledge and long-standing maritime experience.  VITS delivers these core specialised services.”

Shipping’s growing reliance on IT explained why the other three service modules in VITS focus on cyber security, added Whitby. “Modern vessel operations demand connected IT infrastructure, but this can expose outdated onboard systems and virus signatures, hardware performance issues, and deficiencies in data back-up and IT support. Owners must secure networks, onboard systems, and data against ransomware, phishing, and unauthorised access. VITS offers tailored services to safeguard vessel IT.”

VITS includes a Vulnerability Management service, through which the Wallem team scans shipboard computers annually to identify vulnerabilities, then applies patches and security-hardening measures remotely to ensure the vessel's IT remains secure and compliant. Its Advanced Endpoint Protection, meanwhile, is a signatureless security service that uses machine learning and behavioural analysis to defend systems against zero-day attacks and evolving threats. Critical systems are safeguarded by an Enhanced Backup Service, which is activated in the event of a cyber-attack or hardware failure. It features a network-based back-up vault with integrated virus protection, remote monitoring and restoration support. VITS also offers a Security Benchmark Service, reporting on security gaps, compliance shortfalls and best practice.  

For more information, including VITS case studies, visit http://wallem.com/services/vessel-it-services.

South Africa's government has implemented new restrictions on STS transfers and bunkering off its coastline, hoping to head off environmental damage from a potential spill. Its Algoa Bay area is a key bunkering hub for traffic on the Cape of Good Hope route, which has grown by leaps and bounds due to the Red Sea crisis - but conservation groups say that all the activity is putting a colony of critically-endangered penguins at risk. 

The regulation bans STS transfers within three nautical miles of shore, as well as areas within aquaculture zones and marine protected areas. The rule sets up restrictions on bunkering in Algoa Bay, limiting transfers to specific anchorages and imposing seasonal restrictions on activity. Operators will also have to monitor for the presence of protected penguins and marine mammals during transfers, and will have to use a hydrophone system to listen for the movements of these species. 

To further reduce the risk of pollution, transfers will be prohibited in wind speeds over 22 knots or wave heights over six feet, and only a limited number of vessels will be allowed in the bay at any given time. Operators will also be required to maintain spill-response vessels on standby to be ready to clean up in the event of a petroleum release. 

Breaches of the new rules are punishable with a penalty of up to $2.1 million and a prison sentence of up to five years. 

“These regulations are a decisive step to safeguard our oceans and secure the future of our African Penguin. They set strict standards for offshore ship-to-ship transfers, ensuring that maritime activity can only proceed in a safe and responsible way," said South African environment minister Dr. Dion George. 

Conservationists claim that heightened bunkering activity has cut the population of the African penguin in Algoa Bay by more than 90 percent, putting the world's most endangered penguin species further at risk. Local wildlife NGO SANCCOB said in a statement that it doubts that the new measures will be effective. A colony on Algoa Bay's St. Croix Island was once the largest remaining African penguin colony, with 8,000 breeding pairs living there in 2015, the year before bunkering started in the bay. There are currently 700 breeding pairs on the island, according to SANCCOB, which blamed noise from increased vessel traffic and a series of spills. 

The group called for banning bunker transfers at night, when releases are least likely to be detected and hardest to clean up, and reducing the wave height limitation to three feet. According to SANCCOB, the government loosened the final version of the rule by removing a requirement for operators to abide by IMO underwater noise reduction guidelines, a modification that favors vessel operators. 

Havila Voyages, which already operates four Norwegian coastal cruise ships fueled with LNG and equipped with batteries, reports it is preparing to take the next step: a climate-neutral round trip along the Norwegian coast. The trip will cover more than 5,000 nautical miles, and the company believes it can be part of an example of Norway’s leadership in transitioning the shipping industry.

“Right now, we are in the planning phase to test a full round voyage on the coastal route this fall, using biogas in combination with our large battery packs,” said Bent Martini, CEO of Havila Voyages. “We are in dialogue with suppliers to secure sufficient volumes to be able to fill the tanks 100 percent with biogas, and we believe we will succeed.”

Martini revealed that Havila Voyages is exploring the possibility of the sailing on its coastal route from Bergen to Kirkenes and back to Bergen. He said they hope to accomplish it as early as this fall.

“That would mean that one of our ships, already this fall, could prove that it is possible to sail over 5,000 nautical miles, the entire Coastal Route, climate neutrally.”

Havila built four 15,800 gross ton cruise ships using energy-efficient hull designs created to handle the varied conditions along the Norwegian coast. The ships, which can carry up to 650 passengers, including 179 between ports and 468 in cabins, are LNG fueled and equipped with a battery pack of 6.1 megawatt-hours (MWh). The company in June 2022 demonstrated the capabilities of the 86-ton battery pack, which it says allows them to operate emission-free for up to four hours. The Havila Castor sailed using just the batteries, cruising the historic Geirangerfjord.

“If Norwegian authorities are serious about their environmental ambitions, the ships on the coastal route can be a beacon for the green transition in shipping and create synergies for other parts of the industry,” says Martini. “The problem for the maritime industry, when politicians waver in their decisions as we saw in the world heritage fjords, is that no one dares to invest in the green shift.”

Martini points out that stricter environmental requirements are fully achievable with today’s technology, and he hopes politicians will stand by the standards they set.

“Our message to politicians and decision-makers is clear: climate neutrality should be an absolute minimum in the next contract. And we will deliver on that from day one.”

Havila made history in 2018 when Norway, for the first time, split the contract for the coastal operations. It received a nine-year agreement from 2021 to 2030 alongside long-term provider Hurtigruten. 

Hurtigruten has also made investments in the future, adding batteries and increasing efficiency for several of its vessels. The company has revealed a design study it is pursuing to create the first of a new generation of zero-emission cruise ships.

Starting on January 1, 2026, Norway begins a six-year phase-in of its zero-emission regulations for coastal shipping. It starts with smaller ships under 10,000 gross tons, and has already spurred programs for zero-emission battery and hydrogen ferries. By 2032, all Norwegian shipping will have to operate with zero emissions in the historic fjords and on coastal routes.
 

[By: Tidewater]

Tidewater is pleased to announce that Coulston (Cole) Van Gundy has joined the company as Vice President of Shipyard and Terminal Operations. Cole brings more than 19 years of maritime industry experience to Tidewater. He joins from Crowley, where he most recently served as Vice President of Engineering, leading the engineering services group responsible for civil and marine design, engineering, and construction management for internal and external clients.

Over his career, Cole has overseen the delivery of more than 20 vessels and assets, including tugs, tankers, barges, fireboats, and research vessels. Among the highlights: the largest Jones Act-compliant LNG bunker barge, Progress, and the first all-electric U.S. harbor tug, the eWolf.

“Having worked closely with Cole in the past, I know the expertise, integrity, and energy he brings to his role,” said Johan Sperling, President and CEO of Tidewater. “His background in both vessel and shore operations, combined with his leadership in engineering innovation, will be invaluable as Tidewater continues to strengthen our operations and pursue opportunities in sustainable maritime solutions.”

Cole earned a Bachelor’s Degree in Mechanical Engineering and a U.S. Coast Guard license from California Maritime Academy, where he also completed a master’s degree in Transportation and Engineering Management. He is also a certified Project Management Professional (PMP).

“I am excited to join Tidewater at this important time for the company and our industry,” said Cole Van Gundy. “Tidewater has a proud legacy and a bright future, and I look forward to working alongside this talented team to advance our shipyard and terminal operations.”

For more information about Tidewater and its services, please visit: tidewater.com

An American military drone developer has set up a new division to sell Ukrainian-tested drone boat technology to the U.S. Navy, closing the loop on the cycle of innovation that has defined the Black Sea theater of the conflict.

As soon as the Russian full-scale invasion began in 2022, the Russian Navy's Black Sea Fleet imposed a naval blockade on Ukraine's seaports, repeatedly striking foreign-flag merchant ships off the coast. With American and European assistance, Ukraine countered with strikes of its own. Its forces sank the Black Sea Fleet flagship Moskva with antiship missiles, and followed up with strikes on Russian warships in Crimea using British/French Storm Shadow cruise missiles. 

But Ukraine's real innovation was an exploding one-way drone boat, remotely controlled and cheap enough to be expendable. It was based on an American prototype that had been designed to counter a Chinese invasion fleet in the Taiwan Strait, according to the New York Times. Using this American-origin design, American Starlink connectivity, and American targeting support, Ukraine's defense intelligence agency (GUR) began regularly damaging or destroying Russian vessels in and around Crimea using swarm tactics. 

After several design iterations, Ukraine's drone boats have also been up-gunned to carry strike UAVs and anti-aircraft missiles to counter Russian air patrols. Using a mix of short range missiles, these drone boats have become the first unmanned vessels in history to shoot down helicopters and fighter aircraft.

Using drones alone, the GUR's Group 13 helped Ukraine attain sea control of the western Black Sea, driving the Black Sea Fleet into the relative safety of the Novorossiysk area - without the benefit of a conventional navy. Its success made the Magura design instantly recognizable in defense circles. 

The U.S. Navy has been investing in its own drone prototypes, reportedly with mixed results - but to date it has not publicly included the Magura series in its test and evaluation program. The defense robotics company Red Cat, a supplier of drones to Ukraine and to the U.S. Army, has offered a way to change that. It announced in May that it would begin marketing proven drone boats with "10,000+ hours of operating time in live combat missions" and "dozens of successful kinetic engagements against enemy assets," a description that only matches Ukraine's Magura series. Red Cat has now announced a new division to carry this product line forward in the U.S. market.   

The new division - Blue Ops - will offer a seven-meter "Expeditionary Multi-Role Craft" matching the appearance and dimensions of the Magura V7, but built in the United States. It is intended for deep strike, interdiction and anti-ship warfare - like the V7 - and has autonomous capability, increased range and payload capacity. A spokesman confirmed that it is "based on technology already being built in various European countries and is being used in the Ukraine war." Red Cat plans to start production in the third quarter of 2025, in partnership with an existing manufacturer of USVs.

To head up the Blue Ops team, Red Cat has hired Barry Hinckley, a member of the Hinckley boatbuilding family, former tech executive, and former candidate for U.S. Senate. Hinckley has experience as a yacht broker, a startup founder and an offshore racing yachtsman. The division's co-leader will be Alexander "Sandy" Spaulding, the former president of Hinckley Yachts.

"The future of maritime defense depends on a fast, modular weapons system built in the U.S. That’s exactly what we’re delivering," said Barry Hinckley in a statement. "We’re not replacing large naval vessels—we’re building smaller, smarter, uncrewed platforms that extend their reach, provide forward protection, and can operate in places traditional ships can’t."

South Korea’s Samsung Heavy Industries announced a partnership with Oregon-based Vigor Marine Group as part of the companies committing to U.S. investments during the Korean president’s visit to the United States. SHI looks to use the partnership as a way to break into the lucrative repair business for the U.S. Navy and Military Sealift Command (MSC) while also supporting South Korea’s “Make American Shipbuilding Great Again” (MASGA) initiative.

Hanwha Ocean was the first South Korean shipbuilder to win contracts under the U.S.’s maintenance, repair, and overhaul (MRO) program, and recently HD Hyundai Shipbuilding reported it has also won its first MRO contract. It comes as the U.S. looks to expand maintenance capabilities and expedite the projects by keeping the ships forward deployed as opposed to having to wait for limited shipyard space in the United States.

SHI reports it will leverage its expertise and efficiency in shipbuilding while adding a new element to the forward-deployed repair program. By partnering with Vigor Marine, they report the partnership will combine VMG’s deep customer relationships, proven ability to deliver complex projects on time and on budget, and innovative, commercial mindset with SHI’s world-class Korean shipyard facilities, skilled workforce, and advanced technology leadership. Vigor Marine Group will serve as the lead U.S.-based prime contractor.

“We understand the Navy’s evolving needs and have built a track record of delivering results in support of our national defense,” said Francesco Valente, President & CEO of Vigor Marine Group. “Partnering with Samsung allows us to extend that same capability to forward-deployed operations in the Indo-Pacific and potential shipbuilding opportunities here in the U.S. — helping the Navy increase its operational tempo while maintaining the highest quality standards.”
 
Vigor reports it will continue to develop new ways to perform maintenance and modernization work more efficiently and effectively, while SHI will employ its leadership in automation, digital shipyard technology, and advanced engineering. Together, they promise to introduce new levels of innovation to forward repair operations, streamlining processes, reducing downtime, and enhancing overall fleet readiness.

The deal was one of several announced during a trade meeting during President Lee Jae Myung’s visit to the United States and meeting with Donald Trump. Korean companies committed to a total of $150 billion in investment in areas ranging from shipbuilding to aerospace, semiconductors, batteries, and strategic minerals.

Samsung Heavy Industries and Vigor Marine report they will also explore opportunities to support a U.S. shipbuilding renaissance, including a return to Vigor Marine Group’s shipbuilding roots in the Pacific Northwest. Vigor CEO Valente said investment and implementation of SHI’s advanced technology could support new shipbuilding opportunities in the United States.

Vigor Marine, after being acquired by Carlyle in 2019, has consolidated its operations under a unified brand name with six locations, ranging from the Pacific Northwest to California and Alaska, as well as Virginia. The company has worked to expand its role as a preferred, full-service prime contractor in the defense and maritime sectors, offering advanced services and complete solutions for the U.S. Navy, U.S. Army, Military Sealift Command, state ferry systems, the cruise industry, the commercial fishing industry, and more.

HD Hyundai has also developed partnerships in the United States, including with Edison Chouest Offshore. As part of this week’s trade mission, it also announced an agreement with U.S. private equity giant Cerberus Capital Management and the Korea Development Bank for investments into the U.S. shipbuilding sector. Hanwha Ocean is also planning further investments after buying the Philly Shipyard in 2024 and committing to expanding its operations.
 

Ukrainian officials are protesting the release of a new list of ports open for foreign vessels, on which Russia is including the Sea of Azov ports of Mariupol and Berdyansk. Both ports have been occupied by Russian forces since 2022.

Before the Russian invasion, Mariupol was the tenth largest city in Ukraine and the second largest in the eastern region. It was a vital seaport handling metals, coal, and grain, and when the war began, multiple foreign ships were trapped in the port. The facilities are said to include 22 deep-water berths.

Mariupol was the scene of heavy fighting in the first part of 2022 and a siege that ended up focusing on the seaport, an asset which Russia considers a vital prize in its occupation. The city and seaport finally fell into Russian hands in May 2022, and after many months, the foreign ships were able to escape. Russia was reported to be using it as a supply port, but commercial port operations, however, have remained mostly suspended, other than the accusations by Ukraine that Russia is stealing minerals and grains and shipping them from the port.

Berdiansk was an equally important seaport, and it fell into Russia's hands in the first month of the war. It is located just 50 road miles west of Mariupol and was under Russian control by March 2022. Reports said Russia had reopened the seaport and was using it to transport military supplies.

The listing of seaports released by the Russian Federation on August 22 includes both Berdiansk and Mariupol as open ports able to handle foreign ships.

“We consider such actions as another attempt by Russia to legalize its occupation and consolidate illegal control over Ukrainian territories,” the Ministry of Foreign Affairs of Ukraine said in a statement issued yesterday, August 25. It “strongly condemns” the Russian actions and says it considers the order “null and void.”

Ukraine is calling for Western sanctions on any company or ship that uses either port to support commercial activities. In the past, it has also taken action against ships using the occupied seaports of Crimea. The courts have permitted it to seize and auction ships that carried commercial cargoes from Crimean seaports, and it has jailed and fined crewmembers on those ships.

Ukrainian media is reporting that Russia has been using both seaports to export grains grown in the east in the occupied areas of Ukraine. They contend that almost 212,000 tonnes of grain were shipped from Zaporizhia Oblast in 2023 to places including Turkey, Libya, Syria, and the Houthis in Yemen. Over 300,000 tonnes of grain, they report, have been moved through Berdiansk, while as much as 40,000 to 60,000 tonnes a month of minerals are being exported through the Port of Mariupol.

The move comes as Russia seeks to further consolidate its gains and exert control in advance of any potential peace talks. Reports said President Vladimir Putin told Donald Trump during their meeting in Alaska that Russia would keep the occupied territories, including the Sea of Azov ports and the regions of Zaporizhzhia, as part of a peace deal. Trump has suggested there would be some “swapping” of land in the peace agreement.
 

Top image: Port of Berdyansk (Andrew Butko / CC BY SA 3.0)

Earlier this week, CNO Admiral Daryl Caudle and Navy Secretary John Phelan delineated their goals for the Navy - readiness, accountability, and results. They also identified clear metrics for success. The Maritime Administration and the Department of Transportation should tap the table and immediately do the same.

While serving as the Maritime Administration (MARAD) Chief Counsel during the first Obama administration, I visited the rusty Ready Reserve Force (RRF) fleet. RRF crews repeatedly asked for additional funding, an ask I conveyed to the political appointees in the Department of Transportation (DOT). Sadly, fully funding the RRF wasn't a priority for the DOT and the Office of Management and Budget leaders of the day. The same could be said about increasing the maritime workforce, or strengthening shipbuilding.

MARAD also struggled with accountability and results. This struggle stemmed from long-standing conflicting priorities between MARAD, the US Agency for International Development (USAID), and the Departments of State and Energy. MARAD advocated for US financed goods to be shipped on US owned and crewed vessels. We fought to write the Congressionally-mandated cargo preference rule. The other agencies argued for simple money transfers. MARAD lost, and the result was the undercutting of the US maritime industry.

I applaud President Trump's Executive Order on April 9, 2025 entitled "Restoring America's Maritime Dominance." It is now the policy of the United States to revitalize and rebuild domestic maritime industries and workforce to promote national security and economic prosperity. It's a clear directive matched with much-needed dollars from Congress. It stops the decades long decay.

Admiral Caudle told Navy sailors and civilians that he wants to be judged by specific results at the end of his tenure, to include: 

• Platforms delivered and repaired on time.
• Fully manned and combat ready ships.
• Ordnance production meeting contracted demand.
• Backlogs in repair parts eliminated.
• Sailors trained to the highest levels of mastery.

The Maritime Administration's equivalent is

• A fully functioning Ready Reserve Fleet.
• A robust merchant marine, sufficient to crew a two-front war AND regular operations.
• A thriving US shipbuilding and ship recycling industry.
• Stringent Jones Act compliance.

MARAD goals are intertwined with those set by the Navy. Both need a successful industrial base to build military and commercial ships. Success being ships built and repaired on time, on budget. Both need fully trained sailors. Both need fully manned ships. To put it bluntly, guns and butter have to move at the same time for the logistics tail in war to work.

I am encouraged by President Trump's executive order because it demonstrates top down coverage for a robust US maritime industry, something MARAD didn't have during my term in office. We fought with DOT to write the cargo preference rule and then got undercut by USAID and State. We fought to use Jones Act vessels during the 2011 Strategic Petroleum Reserve release and then got sidelined by the Department of Energy, which wanted the oil to move on foreign-flag vessels.

The Trump administration has given MARAD and DOT a once-in-a-lifetime opportunity. It's my recommendation that they seize it, match it with Secretary Phelan's directive of readiness, accountability, and results, and adopt CNO Caudle's warfighting charge to ensure the dominance of the US maritime industry and workforce.

K. Denise Rucker Krepp is a Coast Guard veteran and former chief counsel of the Maritime Administration. 

A warehouse fire in Hamburg, Germany, that started midday on Monday, August 25, turned into a dangerous inferno as hundreds of gas canisters began exploding. Inland shipping and port operations were interrupted as residents were warned of toxic gases, and at last report, 10 people were injured.

The German media outlet DPA is reporting that the fire began with a car parked in a warehouse, which was storing hundreds of nitrous oxide cylinders in the south-east district of Hamburg. Firefighters attempting to reach the fire were forced back as the canisters exploded, sending debris flying. One fire truck was reportedly punctured by debris as well as a car on the nearby roadway.

Eine große Rauchsäule steht über #Hamburg. #Explosionen sind zu hören. Im Stadtteil Veddel steht eine Lagerhalle in Flammen. In der Halle soll zunächst ein #Auto in #Brand geraten sein, wodurch mehrere Gasflaschen explodierten. https://t.co/IYsIkOrHMX pic.twitter.com/RnrrreKyk3

— RT DE (@de_rt_com) August 25, 2025

Special heavy equipment was brought in from the airport along with fireboats and mobile water cannons. The nearby Aurbus cooper factory was closed due to the smoke from the fire, but the company provided heavy equipment to aid in the firefight. Multiple roadways were closed in the city, as well as several of the shipping canals in the port.

Boats were also used to evacuate at least 25 people, including several who were trapped in a parking area in the warehouse region. Those people were reported evacuated without injury. Six people in the area, however, were reportedly injured, including one who was in critical condition and another who sustained serious injuries.

Three firefighters were also injured during the explosions. One motorist was injured by the flying debris.

????????????Hamburg Warehouse Fire Injures Five, Triggers Explosions and Motorway Closure

??Hamburg, Germany – A massive fire broke out at a warehouse in the Port of Hamburg on Tuesday, leaving five people injured and causing widespread disruption, German news agency DPA reported.… pic.twitter.com/uJDce7P3q6

— Real Global News (@FelastoryMedia) August 26, 2025

At its peak, over 320 firefighters were reported on the scene. The fire spread from the first warehouse to others in the area and neighboring buildings, as well as containers stored in the yard and parking areas. Overnight, parts of the building collapsed, and heavy equipment was brought in to clear some of the debris to give the firefighters better access.

The police and fire departments were reporting that 120 firefighters remained on the scene on Tuesday, but the majority of the fire was gone. Smoldering embers and pockets of fire remained and were expected to continue to burn for days.
 

DP World's shipyard division, Drydocks World, has been awarded a contract to build the world's largest FLNG project. It will be the first time that the company has built an FLNG, among the most complex types of offshore installation, though the firm has extensive experience with LNG vessels and FSRUs.

The contract was awarded by Amigo LNG, a joint venture between Texas-based energy firm Epcilon LNG and Epcilon's transition energy subsidiary, Singapore-based LNG Alliance Pte Ltd. The Amigo LNG offshore development comprises a pair of 2.1 mtpa FLNGs, plus two FSUs to store and offload the product. Combined, the offshore facility will have a capacity of 4.2 mtpa, a small but incrementally important volume. 

The installation site is located off the coast of Guaymas, Sonora - in the sheltered Gulf of California - but the gas to be liquefied will come from America. The site location is well situated for exports of gas from the Permian to Asian markets, without the time and cost of the Panama Canal transits needed by LNG plants on the U.S. Gulf Coast. 

"By partnering with Drydocks World on the world’s largest FLNG facility, we are securing best-in-class quality, exceptional production capacity, and reliable long-term performance of this critical asset. We are also harnessing the key advantages of FLNG solutions — from faster project schedules to rigorous testing and seamless pre-commissioning in a controlled fabrication yard environment," said Dr. Muthu Chezhian, CEO of the LNG Alliance. 

Amigo LNG's previously-published development plan called for building an onshore 7.8 mtpa terminal in the port of Guaymas, not an offshore plant. On Monday, LNG Alliance announced that it has signed a long term sale and purchase agreement with Macquarie covering 0.6 mtpa of the facility's production for the first 15 years of operation. Amigo LNG said that it would have its first liquefaction train for that contract up and running in the second half of 2028, the same timetable as the completion of Drydocks World's FLNG commissioning. 

The efforts to derail the U.S. offshore wind energy business are continuing with the Department of Justice confirming the Trump administration’s intent to withdraw previously issued approvals for Maryland’s first offshore wind farm to be developed by US Wind. Justice informed district courts in Delaware and Maryland of its intended action following an earlier jurisdictional dispute between Maryland and the federal Environmental Protection Agency that also sought to challenge the process for the Maryland project.

The TV news channel in Maryland, WBOC, reported on Friday, August 22, that the Department of Justice had moved to stay a pending lawsuit in Delaware in which a homeowner is challenging the wind farm’s permits under the Clean Water Act. The reasoning the DOJ gave was its intent to withdraw approval for the wind farm, making the court case irrelevant and a waste of time.

DOJ on Monday, August 25, WBOC reports, filed additional details in the District Court of Maryland. There it told the court that the Department of the Interior’s Bureau of Ocean Energy (BOEM) intends to “voluntarily remand and vacate its approval of the Construction and Operations Plan” for US Wind’s Maryland windfarm project. DOJ revealed the action would come by September 12.

The filing does not reveal the reasoning, but opponents of the project have long argued the approval process was rushed, lacked transparency, and “completely ignored” the concerns of residents and the city government in Ocean City, Maryland. In the past, BOEM and the Department of the Interior have said they found “concerns” when they reviewed the approval process for other wind farm projects. Last week, the Department of Commerce also cited national security concerns, saying it would launch a review of the foreign supply of material and equipment for the wind energy industry.

The Biden administration approved the Maryland wind farm project in 2024 after what the company says was a multi-year and rigorous public review process. Residents and businesses in Ocean City have argued that the wind farm would hurt their tourism business. US Wind asserts that the project has a strong legal footing, and it is confident that the project’s permits were validly issued.

US Wind, which is a partnership between Italy’s Renexia and American investment firm Apollo Global Management, won its lease for nearly 47,000 acres in August 2014. Final federal approvals were given in 2024, and by Maryland in June 2025. The plan calls for two phases, which, when completed, would have 114 turbines and approximately a total of 2 GW. Reports said construction could start as early as 2026, although the DOJ is citing 2028.

The EPA last month sought to challenge the Maryland Department of the Environment, alleging the state was making an error in the administration of the final appeal process for permits issued to the wind farm. The state authority fired back, saying it was the EPA that was wrong, that the authority lay with the state, and that state-issued permits adhere to, or are more stringent than, federal requirements. 

Maryland Governor Wes Moore, who was already in a war of words with Donald Trump over the assertions about Baltimore’s police and a plan to send in the national guard, angrily responded to the news that the administration plans to challenge the wind farm. In a statement to WBOC, Moore called the administration’s plans “utterly shortsighted,” citing the investments and jobs the wind farm would provide. He said the president’s actions will directly lead to utility rate hikes for Marylanders.

Moore followed the governors of Connecticut and Rhode Island, who have also been speaking out after the administration last Friday, August 22, issued a stop work order for Revolution Wind, an offshore project that has been under construction since 2024. Denmark’s Ørsted said it would comply while noting the project is 80 percent installed. It is looking for clarity and considering actions, including a lawsuit.

The Trump administration has taken multiple steps since its January 2025 inauguration, starting with the presidential executive order putting the sector and the leasing process under review. It has suspended future licenses, approvals, and reviews, and then started challenging approved projects. In New Jersey, it withdrew an EPA permit related to the proposed construction of a wind farm, while in New York, it suspended offshore work for a month for the Empire Wind project. In New York, it relented after political pressure, including from the Norwegian government, and reports of a deal to permit a blocked oil pipeline to proceed.

The actions of the administration have created further uncertainty and pressure on an industry that was already facing challenges ranging from rising costs to supply chain problems and a lack of vessels for installation. Investors have backed away from the U.S. industry, saying the latest moves are making the risks too high to proceed with developments.