Investigators who boarded the tanker Eagle S after it severed a subsea power cable found that its voyage data recorder (VDR) had failed to record the time period of the casualty - not because of tampering, but because of an inherent design flaw that turned it off.

On Christmas Day, a power transmission cable and multiple telecom cables in the Gulf of Finland were suddenly severed. Eagle S happened to be under way in the area, and her trackline corresponded to the damage sites. Within hours, Finnish police boarded the vessel by helicopter and diverted it to Porvoo for arrest and examination. At the time of interdiction, the tanker had its port side anchor chain in the water, and a follow-up survey found a 50-nautical-mile drag line on the bottom - along with the damaged anchor.

In early March, Finnish authorities released Eagle S, but detained the master and the first and second officers to await criminal charges. Prosecutors have charged them with aggravated vandalism and aggravated interference with telecommunications, with potential penalties of up to 2.5 years in jail if convicted. The trial is now under way.

Any investigation of potential wrongdoing at sea will start with VDR data, including key parameters of vessel status (heading, speed, engine RPM) and audio of crew conversations on the bridge. But investigators found that Eagle S' VDR had ceased recording on the afternoon of December 18, before the incident, and resumed at about 1300 hours on the 25th. Eagle S crossed and severed the subsea power cable about 30 minutes earlier, while the VDR was not recording. 

The investigators found no evidence of tampering with the VDR, but discovered a curious technical cause. The VDR was an older design from the 2000s, and its time stamp system relied on GPS timing signals, without which it could not function. When the Eagle S sailed into the Russian end of the Gulf of Finland - one of the world's most GPS-denied environments - it lost its GPS signal, and the VDR's time reverted to 2005. The system then  auto-deleted these older 2005 files to save space in its limited memory, according to YLE. When Eagle S regained GPS, recording resumed - but only after the ship had already cut the power cable. 

The officers maintain that they could not reasonably have known that they were dragging an anchor along the bottom, but prosecutors contend that they were negligent in overlooking it. One key piece of evidence presented to the jury this week is an electronic log of the ship's speed, which dropped precipitously in the minutes before the cable break, falling from 12 knots to 9 knots. Engine RPM fell at the same time. 

The prosecutors contend that the speed change was a clear indication that something was wrong, and that the crew should have checked the anchors. However, the defense countered that the bridge team had noticed the speed drop and contacted the chief engineer, who informed them that the vessel was having engine problems. The chief engineer (who has not been charged) told the court that the engine was indeed having problems on that voyage, and had been an issue well before the casualty. The officers did not think to go forward and check the anchors, the defense contends, because they were relying upon the chief engineer's professional assessment.
 

Ukrainian strikes on Russian energy infrastructure are having complex effects on the nation's oil exports. Attacks on Russian refineries have sharply cut down domestic processing, freeing up more crude for export. At the same time, strikes on the Druzhba pipeline have hit cross-border exports to Russia's remaining customers in Hungary and Slovakia, temporarily cutting off export flows to Central Europe - and further raising the volume that needs to go to market by sea.

Ukraine's refinery attacks have been picking up speed this month, and in recent weeks it has hit about 10 Russian oil refineries, temporarily taking out about 17 percent of all Russian refining capacity (about 1.1 million barrels per day). Fuel shortages, price hikes and regional schemes for fuel rationing have been reported within Russia, and the Kremlin has banned gasoline exports in an attempt to keep refined fuel supplies higher at home. 

The attacks are likely enabled by two new long-range weapons, the Batyar drone and the "Flamingo" cruise missile. Drones very much like the Batyar were photographed during Sunday's attack on the Novatek gas processing plant at Ust-Luga, a key Russian energy port near St. Petersburg. Ukraine's SBU intelligence service has claimed responsibility for the strike, calling it an example of "drone sanctions" on Russian energy.

Amidst the disruption, Russia's seaborne crude shipments fell to about 320,000 barrels per day in mid-August, according to Bloomberg - even though Reuters reports that Russia is trying to increase seaborne crude oil exports by 200,000 bpd, likely in search of a market for volumes that would normally be refined domestically or sold via the Druzhba pipeline. Reduced loadings at Ust-Luga accounted for most of the drop, and it is possible that Ukraine's strikes on the Druzhba pumping stations also affected deliveries to the loading port (via the northern branch of the pipeline).  

A second development could be discouraging seaborne export loadings at Russia's Baltic terminals. India, the second-biggest buyer of Russian crude, is buying about 500,000 barrels per day less than it was in June - likely because of EU sanctions on a key Indian refiner, as well as the punishing 25% extra tariff that the Trump administration has imposed on India over its Russian oil imports. However, China - the leading importer of Russian oil - has increased buying of these discounted barrels at the same time that India's imports have fallen. According to Kpler, Chinese refiners have picked up 15 extra cargoes of oil for October and November delivery, all from the western Russian ports that ordinarily ship to India. 

After a slow start, the U.S. Army Corps of Engineers has awarded a contract to begin construction on a revamp of the harbor at Nome, Alaska, the first stage of a plan to turn it into a deepwater home port for the U.S. Coast Guard. 

At 64.5 degrees north, Nome is just shy of the Arctic Circle and just 100 nautical miles southeast of the Bering Strait. It has strategic relevance in a region with an increasing Russian and Chinese presence. But its utility is limited by its infrastructure: Currently, the port's outer basin depth limits traffic to vessels with a draft of no more than 18 feet - far too shallow for most commercial and military vessels. 

In 2011, the USACE launched a multiyear study on improvements to the port, and it recommended deepening the harbor to 28 feet. That study was paused in 2015 after the cancellation of Shell's Arctic drilling program, which removed the economic justification for creating a deepwater port on the Bering Sea. The process was rebooted in 2016, and four years later, the port published a plan to deepen the harbor's maximum depth to 40 feet and enlarge it with new causeways and piers. The estimated project cost came to about $660 million; once federal funding was in hand, the Corps went about soliciting bids for construction. All of the bids came in too high, the Corps said in 2024, and the agency decided to cancel its contract solicitation. 

This month, the Corps announced that it has awarded a $399 million contract to a sole bidder to pay for the first phase of the project only. This phase - funded by the 2021 Infrastructure Investment and Jobs Act - covers the construction of one 1,200-foot causeway, and will add one new berth face. The main dredging operation is scheduled next in Phase 2, which will be bid out separately. 

“A robust and efficient transportation hub at Nome is foundational to the long-term viability of surrounding communities in the region,” said Col. Jeffrey Palazzini, commander of the U.S. Army Corps of Engineers – Alaska District in a statement. “We are committed to assisting the City of Nome by providing a reliable solution that improves the port’s navigation efficiency.” 

Once completed, a 40-foot harbor basin would have the depth needed to accommodate the U.S. Coast Guard's interim icebreaker, USCGC Storis (ex name Aiviq), as well as its anticipated Polar Security Cutter heavy icebreaker. For years, the service's small icebreaking fleet has been homeported in Seattle, where there is access to a full-size shipyard and a marine industrial supply chain. But Seattle is 1,800 nautical miles away from the Bering Strait, and forces based there cannot react quickly to developments in the Arctic. 

[By: ABS]

ABS awarded Classification to the Saildrone Surveyor, a fully autonomous deepwater unmanned surface vehicle (USV).

At 20 meters long and capable of unmanned operations across all of the world’s oceans, the Surveyor breaks new ground. The Surveyor is the largest class of USVs from Saildrone, a provider of maritime security, ocean mapping, and meteorological and oceanographic data using unmanned autonomous assets.

“ABS and Saildrone are pioneering new frontiers, setting the pace for innovation. This step forward is a result of our investments in ABS’ technical capability and helping to ensure our Rules are able to support innovation with an unwavering focus on safety,” said Patrick Ryan, ABS Senior Vice President and Chief Technology Officer.

“The ABS class certification is more than a certificate—it’s a signal to governments and the maritime industry that Saildrone USVs are mature, safe, tested, and ready for scale,” said Richard Jenkins, Saildrone founder and CEO. “It’s been a very large investment and a multi-year process to achieve ABS Class Certification, but we are proud to be the first company in the world to do so and proud that our systems have reached the highest standards as required by the ABS Class certificate.”

The 20-meter Surveyor is capable of long-endurance missions in the open ocean, collecting deep-ocean bathymetry and performing a wide range of maritime domain awareness tasks. This milestone follows the smaller 10-meter Voyager, which achieved ABS Class in 2023 and is designed for persistent surveillance in coastal and near-shore environments. Saildrone USVs are capable of fully autonomous operations with no human onboard and are remotely monitored 24 hours a day, seven days a week by the company’s global Mission Management team.

ABS is collaborating with industry, government regulators and stakeholders in the design and implementation of the world’s most advanced remote-control and autonomous technology. Learn more here.

[By: Corvus Energy]

The first electric tugboat in Latin America, the result of a collaboration between the largest towage services operator in the Americas, SAAM, and Chilean national oil company, Enap, is powered by a lithium-ion marine battery system from Corvus Energy.

Based on an exclusive design from naval architects Robert Allan Ltd (RAL) and built by SANMAR Shipyards for SAAM, the battery-electric tug supports ship berthing and deberthing maneuvers in one of the southernmost terminals in the world—Puerto Chacabuco in the Aysén Region of Chile in South America. 

About the electric tugboat
The battery-powered vessel, named “Trapananda” in honor of the Chilean Patagonia region where the tug operates, measures 25 meters in length, 13 meters in beam and boasts 70 tons of bollard pull capacity, enabling it to assist large vessels under challenging harbor conditions. 

Third electric tug in the SAAM fleet
SAAM, including its division SAAM Towage, operates more than 200 tugboats around the Americas. Notably, the Trapananda is the third battery-electric tug to join the SAAM fleet. In May 2024, SAAM launched two electric tugboats in the Port of Vancouver in Canada, making SAAM among the first zero-emission tug operators in North America. All three tugs are RAL-designed, SANMAR Shipyards-built and equipped with a Corvus Energy battery system. 

Environmental and operational benefits
According to SAAM, battery-powered tugboats are an important part of the Company’s 2030 Sustainability Strategy, which includes a goal to neutralize 65% of greenhouse gas emissions from the operation of their fleet through reduction and offsetting initiatives. (Source).

Fully battery-powered operations produce zero emissions and are almost completely silent. This results in significant environmental benefits, including reduced carbon footprint and less noise pollution, both in port and underwater, protecting coastal communities and marine life alike. Compared to diesel-powered tugs, electric tugboats also offer operational advantages including reduced fuel and maintenance costs. 

After its first year operating electric tugs in Canada, SAAM reported its “carbon intensity index [had] fallen 72% compared to diesel-powered units with similar features, and a further 90% reduction is projected for the second year of operation. In addition, the electric tugs’ operating costs were reported to be 70% lower than its diesel-powered peers.” (Source).

Corvus Energy involvement
The Trapananda is equipped with a Corvus Orca ESS, the most installed marine energy storage system, used onboard over 700 maritime vessels worldwide. Like the SAAM electric-powered tugs operating in Vancouver, the Trapananda is outfitted with a 3,616-kWh capacity battery system. 

“We are proud to support SAAM, RAL and SANMAR by supplying the battery system for the first electric tugboat to operate in Latin America, as well as for the Vancouver-based tugs,” said Tor-Gunnar Hovig, Head of Region Americas at Corvus Energy. He adds, “SAAM is leading the way towards more sustainable port operations in the Americas and beyond with these RAL-designed, SANMAR-built tugs.”

"The arrival of the Trapananda is a turning point for our industry. It signals our decisive move toward cleaner, more efficient, and environmentally friendly operations. This project represents our vision for the future: we're developing solutions that not only assist and tow ships but also help mobilize a shift toward a truly sustainable logistics chain. We consider Corvus a strategic partner in this journey,” said Pablo Cáceres, Sustainability and Development Director of SAAM Towage.

[By: Shearwater]

Shearwater Geoservices AS (“Shearwater”) has been awarded a deepwater Ocean Bottom Node (OBN) seismic survey in Ghana’s Jubilee and TEN fields, operated by Tullow and its partners.
It will be the first deepwater OBN project offshore Ghana, following Shearwater’s successful recent deployment of the SW Tasman vessel and Pearl node OBN platform in Côte d’Ivoire and Angola. The two-month survey is scheduled to begin in the last quarter of 2025.

The SW Tasman and Pearl node platform have been continuously deployed offshore West Africa since late 2024, first executing the inaugural OBN survey offshore Côte d’Ivoire before mobilising to consecutive surveys offshore Angola.

“These projects demonstrate Shearwater’s role in pioneering new technology in new regions, delivering operational excellence and industry-leading survey efficiency and data quality. By delivering the first OBN project in Ghana and other surveys across this part of Africa, we are opening new geophysical frontiers – combining precision, innovation and commitment to responsible resource exploration,” said Irene Waage Basili, the CEO of Shearwater.

The Jubilee and TEN fields have been central to Tullow’s operations for nearly two decades. This first OBN survey is expected to further enhance reservoir imaging, helping unlock deeper insights to inform field development and production strategies. It follows a streamer survey executed by Shearwater over the Jubilee and TEN fields in early 2025.

Australian authorities have seized an exceptionally large shipment of amphetamine in a shipping container at a port in New South Wales, among the largest ever found in the region. 

On August 20, a team of Australian Border Force officers used intelligence profiling to pick a container for extra scrutiny at Port Botany. When they x-rayed the box, which was marked "vegetable spring roll and more," they found that the "and more" part of the cargo declaration was accurate. Instead of spring rolls, they found hundreds of boxed rolls of shrink-wrap packaging, each roll filled with a core of white granules. The substance tested positive for amphetamine. 

In total, the concealed drugs amounted to about 900 kilos of amphetamine, worth a total of $40 million on the street in Australia. 

The ABF turned the matter over to the Australian Federal Police, which determined that the shipment was linked to a serious organized crime group with transnational ties. The drug consignment was added to a legimate shipment, authorities believe, without the cargo owners' knowledge. 

Courtesy AFP

AFP carried out search warrants at a warehouse in Western Sydney and a house on the north side of Sydney Harbour, and the investigation continues. 

"We use a sophisticated intelligence and risk assessment based approach, which has proven to yield significant results," ABF Superintendent Jared Leighton said. "The scale of harm that would have been caused if these drugs landed in our community is unimaginable."

It is the latest in a long string of illegal stimulant busts at ports in Australia, which (per UNDOC) is the developed world's top per-capita consumer of cocaine, MDMA and methamphetamine. Organized crime groups from China and South America have a hand in these illicit supply chains, attracted by the towering profits to be found on the Australian drug market. Smugglers continue to innovate: in January, AFP officers seized a cargo of "pink cocaine," a club-drug mixture with ketamine and MDMA, and last October the agency caught a group that had hidden bricks of cocaine inside of two crated marine engines. 

[By: Everllence]

In a major leap for maritime decarbonisation, Höegh Autoliners has placed a landmark order for ammonia-burning Everllence B&W ME-LGIA engines. Accordingly, 4 × 7S60ME-LGIA (Liquid Gas Injection Ammonia) dual-fuel engines will be delivered to an undisclosed Asian shipyard in connection with the construction of 4 × 9,100 CEU (Car Equivalent Unit) ‘Aurora’-class Pure Car/Truck Carriers (PCTCs).

Everllence views the order as signalling a new era for clean propulsion within global shipping. The newbuildings are bound for Höegh Autoliners, the major PCTC operator and part of the Leif Höegh & Co. shipping company. HD Hyundai Heavy Industries Co. Ltd. will build the engines in South Korea.

Sebjørn Dahl, Chief Operations Officer, Höegh Autoliners, said: "The engines are the beating heart of our vessels, and we take it as a clear mark of confidence that Everllence has chosen us to install some of the world’s first two-stroke ammonia engines on our final four Aurora Class vessels. With nearly 100 years of industry experience, Höegh Autoliners is proud to be among the first companies selected to pioneer this important transition together with Everllence. This collaboration underscores their trust in us as a reliable frontrunner in the shift to zero-emission shipping. Reaching zero is a shared ambition, and Everllence plays a vital role in helping us realize our goal of operating our large PCTC vessels on zero-carbon fuels from 2027."

Bjarne Foldager – Head of Two-Stroke Business – Everllence, said: “This order – one of several ammonia pilot-projects we have in China, Japan and South Korea – gives us encouragement that we are on the right path, as does the widespread industry interest in our progress. We have adopted a responsible, safety-first approach to developing this engine on account of ammonia’s particular risk-profile, and are confident that ammonia will ultimately become one of three major, alternative fuels in the market along with methanol and methane.”

Christian Ludwig – Head of Two-Stroke Sales and Promotion – Everllence, said: “We have now been running our two-stroke ammonia test engine since 2023 and can confirm that the ME-LGIA’s combustion is right where we want it. Using the Diesel principle, the ME-LGIA engine concept has many of the same merits as our existing dual-fuel engines that already entered operation over a decade ago. Inspired by these engines, we are – among other innovations – using the same sealing-oil design for the fuel-booster injection valves as this has proven to be particularly important and efficient. By end-2026, we tentatively expect to have a small number of demonstration projects on the water to enable a commercial market introduction of the G50-, S60-, G60-, G70- and G80-bore ME-LGIA engines based on positive service experience.”

Aurora class
Höegh’s Aurora Class will be the largest and most environmentally friendly PCTC ever built, further accelerating Höegh Autoliners’ decarbonisation efforts and setting a new standard for more sustainable deep-sea transportation. Being the first in the PCTC segment to receive DNV’s ammonia-ready and methanol-ready notations, the Auroras will also be the first to be ready to operate zero-carbon ammonia propulsion with the main engine designed by Everllence.

U.S. officials are reporting yet another case in which a MARPOL violation was discovered after a crewmember turned over evidence to the U.S. Coast Guard. The Department of Justice reported on August 25 that V.Ships Norway pleaded guilty to the violation and was sentenced to pay a $2 million fine.

“Dumping oil-contaminated waste into the waters around our ports and coasts violates the law and poses an unnecessary health and environmental hazard,” said Acting Assistant Attorney General Adam Gustafson of the Justice Department’s Environment and Natural Resources Division (ENRD). “The crew took pains to hide their illegal activity by knowingly keeping inaccurate records. We will not turn a blind eye to this kind of irresponsible and fraudulent activity.”

DOJ reports that between February 2022 and August 2022, a hose was connected between the incinerator waste oil tank and the sewage holding tank on the product tanker Swift Winchester (46,000 dwt). The vessel was at the time operating under the Marshall Islands flag and owned by Winchester Shipping and managed by V. Ships. The hose was a type of “magic pipe” that allowed oily waste to transfer into the sewage holding tank and then to be discharged directly into the sea, bypassing required pollution prevention equipment.

A low-ranking engine crewmember reported this to a superintendent at V.Ships. The superintendent investigated the matter and discovered what appeared to be oil in the sewage tank. DOJ acknowledges that V.Ships dismissed the Chief Engineer.  

In August 2022, the new Chief Engineer ordered the engine crew to clean the Oil Water Separator (OWS) filter. The engine crew took the filter onto the deck and hosed it down with a degreaser, and the oily waste washed directly overboard through a scupper.

Coast Guard members from the U.S. Coast Guard Marine Safety Unit Port Arthur conducted an examination of the vessel. While they were in the engine room, a crewmember disclosed the discharges and provided photographic and video evidence documenting the illegal discharges.

The M/T Swift Winchester was charged with entering Baton Rouge, Louisiana, on August 25, 2022, and Port Arthur, Texas, on September 7, 2022, with a knowingly falsified Oil Record Book.

V.Ships admitted that oily bilge water and oily waste were discharged from the vessel and that the discharges were omitted from the Oil Record Book.  

The vessel has been sold twice since the incidents. It today operates under a new name and flag.
 

A substantial share of the NATO maritime surveillance aircraft fleet has been engaged in tracking a Russian submarine off the coast of Norway. The movements of Russia's attack subs are of interest every day, but this one has attracted extra attention because it is in the same region as the carrier USS Gerald R. Ford, which is currently operating alongside Norwegian allied forces in the North Sea. 

According to the UK's Daily Express, P-8 surveillance aircraft from the UK, the U.S. and Norway have saturated a search area near the Ford Carrier Strike Group since last week. 

More than two dozen sorties have been flown so far, including at least eight flown by the UK's Royal Air Force. Some of the capacity originated from an airbase in Sicily, on the other side of Europe, suggesting a high priority for diverting assets to this mission. A UK defense source told The Sun that the operation was "highly unusual," and several British sources called it a show of force from NATO. “It is telling Russia: ‘We see you,'” former Royal Navy Commander Tom Sharpe told the outlet. 

The Barents Observer has reported that three Yasen-class Russian attack subs departed the pens at Severomorsk earlier this week, based on satellite imagery.

USS Gerald R. Ford and her escorts departed the Mediterranean earlier this month and transited through the English Channel to reach the North Sea. On arrival, the Ford strike group met up with Norwegian units to conduct joint drills. The exercise is part of Ford's deployment to the U.S. 6th Fleet area of operations, and is intended to demonstrate the "U.S. Navy's ironclad commitment to the stability and security of the European theater." 

Separately, Russian fighters intercepted a U.S. Navy P-8A over the Black Sea on Wednesday, and the pilots filmed an interaction with the U.S. Navy plane. This particular P-8 had extended its rarely-spotted AESA radar, the Advanced Airborne Sensor pod - a powerful air and surface search device. The P-8 was on a mission to patrol the waters off Novorossiysk, the Russian Navy's bastion in the northeastern corner of the Black Sea. 

U.S. Navy P-8 Poseidon spying on Russian forces in the Black Sea region earlier today.

Footage from a nearby Russian fighter, giving us the first clear look at the P-8's deployed AN/APS-149 radar (the long underbelly canoe). pic.twitter.com/X68FlSyyLT

— OSINTtechnical (@Osinttechnical) August 27, 2025

The Japanese government is looking for means to revitalize its lagging efforts to develop offshore wind energy. The move comes as Mitsubishi, which in a consortium had won the first large auction, confirmed it has decided not to proceed with three wind farms.

Japan’s offshore wind energy sector has been slow to start and faces significant challenges due to the offshore topography. There are limited near-shore positions for fixed-bottom wind turbines. To achieve the government’s goals of 45 GW by 2040, the industry will have to develop floating wind technology. To date, Japan has developed only a few small near-shore wind farms with a total installed capacity of approximately 300 MW. 

The consortium with Mitsubishi won in December the first large-scale auctions that consisted of three offshore sites near Akita on the northwest of Honshu in the Sea of Japan and Chiba, which is approximately 25 miles from Tokyo. The two sites on the Sea of Japan called for 819 MW and 478.8 MW, while the site near Tokyo would have been 390 MW, and all were fixed-bottom projects. Work was expected to start this year and next, and collectively they called for nearly 1.7 GW.

Mitsubishi announced a review of the projects in February, citing increasing costs and changed economics, while reporting it would record a $354 million charge. The company, however, initially denied media reports earlier this week that indicated that the projects were being canceled. However, in a statement issued on August 27, Mitsubishi confirmed it has decided not to proceed with the development of the projects.

The company said that the business environment for offshore wind power has changed worldwide due to factors such as tight supply, inflation, exchange rates, and rising interest rates, since the pandemic and the Ukraine crisis. It called the changes unexpected and said that while it continues to recognize the role of renewable energy, it would not be proceeding with the three projects. The group was involved in the manufacture of wind turbine generators since 1982, but sold its joint venture to Vestas in 2020.

“To adapt to these unexpected changes, we have been pursuing various options, including reassessment of costs, project schedule, and revenue. However, after discussions among the partners, we have determined that establishing a viable business plan is not feasible given the current conditions,” the company said in its statement.

Japan’s Minister of Economy, Trade, and Industry, Yoji Muto, called the decision “deeply regrettable.” He said it would undermine trust in the industry.

The Ministry, along with the Ministry of Land, Infrastructure, Transport and Tourism, had just completed an expert panel review of the industry. It submitted a proposal to the government calling for revising the terms of the leases, adding a provision so that companies could apply for an additional 10 years. The leases in the first three rounds of auctions in Japan provided a 30-year total term and required removal and rebidding at the end of the term. Experts point out that companies would have approximately 20 years of operation after the time required for permitting and construction.

The panel said adding 10 years would give companies more time to improve cash flow, increase electricity sales, and provide for earlier capital recovery. They believe this will also attract a broader range of investors. They proposed changing the terms for future auctions, but did not address making the provision for the 10-year extension available for the existing leases.

The ministry said it plans to restage the auctions for the leases that Mitsubishi is not proceeding with.

In Europe, they have also begun to extend wind leases. Denmark in June issued the first extension for an offshore wind lease. It followed with two more agreements later that same month, also highlighting that the extended term would improve the economics of some of its oldest operating wind farms while also maintaining the flow of renewable energy.
 

After more than three years of planning and research, Oceanbird unveiled its first prototype wing sail as the latest entry into the wind-assisted propulsion market. At an event in Sweden on August 25, the company said it is entering a new phase as it moves to commercial application, which will see the first sail installed aboard a vessel I 2026.

Oceanbird, the company, was launched in 2021 as a partnership between Sweden’s Wallenius Lines and Alfa Laval with the mission of developing the concept for commercial application. Wallenius first previewed its concept of a sail-powered car carrier in 2020. A Swedish R&D project team, consisting of Wallenius Marine, KTH Royal Institute of Technology, and SSPA/RISE, and supported by Swedish Transport Administration, spent over three years refining the design, while the company also worked on the business concepts.

“We believe that wind propulsion can grow into a significant new industry for Sweden — one that brings together engineering, sustainability, and maritime leadership,” said Magnus MackAldener, interim CEO & Head of R&D at Oceanbird, who moderated the inauguration. With the sail cutting the ribbon as it rose, MackAldener said they were ready to show it to the world and take orders.

The prototype is installed at the Orsesund DryDocks in Landskrona, Sweden. It stands 40 meters (131 feet) and is 14 meters (46 feet) wide. It rose from the lowered position, unfolded its two segments, and demonstrated a full rotation. Oceanbird has installed a full control room at the yard for demonstrations and crew training.

The sail has a high-strength steel core. The aerodynamic surface is a composite of glass fiber, and it is made from 370,000 recycled plastic bottles. They are calling it Wing 560.

“We need pioneers who are willing to take risks, to innovate, and to lead the way into the green industrial transformation, and this is a great example of leadership. Oceanbird stands as proof of this success,” said Andreas Carlson, Sweden's Minister of Infrastructure and Housing at the inauguration.

During the event, the sail was raised and unfurled and demonstrated its rotation (Oceanbird)

The company highlights that it has undertaken extensive data simulations as well as physical tests. It conducted wind tunnel and model tests in open water and water tanks. It has also undertaken Lidar measurements. They report that a single wing can reduce fuel consumption and emissions by 10 percent, and with the full installation, it will be possible to achieve up to a 90 percent reduction in emissions if all the factors are aligned.

The next step is the assembly of a second, identical wing sail, which will be completed this fall at the yard. It will be installed on the Wallenius Wilhelmsen vessel Tirranna at the beginning of 2026. Built in 2009, the 30,000 dwt vessel with a capacity of 7,620 cars was fitted in July 2024 with the foundation for the wing sail. Preparations have been completed, and they will begin tests aboard the operational vessel.

The tests come as wind-assisted propulsion continues to generate interest in the industry. Several concepts of rigid sails and wind rotors are being installed in an increasing number of commercial vessels. Operations have confirmed the expected fuel savings on vessels ranging from tankers to bulkers and RoRos.
 

Guardia Costeria is reporting that it has detained a smaller containership after it was unable to determine that the vessel was in compliance with emissions regulations. The Mediterranean became an Emission Control Area (ECA) this year, while the Italian authority reports that it has detained ten ships this year for failing to comply with international regulations.

The new situation arose in Genoa on August 21 when the Hansa Horneburg (23,644 dwt) arrived from the Italian port of Vado Ligure. The vessel, which is registered in Liberia and managed by Leonhardt & Blumberg of Germany, was built in China in 2007. It has a capacity for 1,732 TEU,

The Italian authority reports that it conducted an inspection of the vessel, and although it is equipped with valid certifications, it could not determine full compliance with the regulation relating to the containment of nitrogen oxide (NOx). The authority says that components of the electric generators did not display compliance identification, and it was unable to determine if they complied with the NOx technical code.

Guardia Costiera was unable to determine compliance with the emissions regulation (Guardia Costiera)

Guardia Costeria reports it undertook a comprehensive inspection from the bridge to the engine room as well as crew areas. It also conducted a safety drill aboard the vessel. The Italians said that since compliance could not be ensured, the vessel was being detained. This year and last, the vessel underwent inspections in the United States and Peru without incident. 

The increased diligence comes as the Mediterranean ECA became official on May 1, 2025, the fifth ECA zone under the IMO’s regulations. The IMO highlighted that ships operating in the new ECA would be subject to strict mandatory measures to prevent, reduce, and control air pollution. The focus is on sulfur emissions and particulate matter. Ships operating in the Mediterranean must comply with stricter content limits than those set by the global standard (0.10 percent mass by mass (m/m) for sulfur, compared with 0.50 percent m/m allowed outside SOx ECAs).

AIS signals show that the Hansa Horneburg remains in Genoa as of August 27. The Italian authority says it will be detained until the deficiencies are addressed under the supervision of the flag administration and the class society. It will also be required to pass a follow-up Port State Control Inspection.

Hanwha Shipping, the newly-launched U.S. shipping subsidiary of South Korea’s Hanwha Ocean, provided additional details on its shipbuilding plans, which it is calling the largest U.S. commercial vessel order in more than 20 years. The company looks to build out the U.S. Jones Act tanker fleet and launch the first modern U.S. LNG carriers for the international export market. 

“We are able to order these U.S.-made MR tankers because of Hanwha’s investment in building a world-class shipyard in Philadelphia,” said Ryan Lynch, President & CEO of Houston-based Hanwha Shipping. “Hanwha has made a long-term commitment to bringing cutting-edge technology from Korea to the Hanwha Philly Shipyard that will create thousands of good, advanced manufacturing jobs in the United States and spearhead the revitalization of America’s maritime industrial base.”

The hallmark of the initiative is an order for 10 medium-range (MR) oil and chemical tankers to be built in Philadelphia. The first tanker is expected to be delivered by early 2029, in what Hanwha Shipping terms “the highest-value commercial order seen at U.S. shipyards.”

The MR vessels will be fitted to transport crude oil, refined petroleum, and chemical products, and will significantly expand the U.S. Jones Act fleet of U.S.-built, U.S.-owned, and U.S.-crewed vessels operating between U.S. ports. 

Delivered in 2017, American Pride was the 28th ship built by the yard since it started commercial operations in 2000 (Philly Shipyard)

The ships return the yard now known as Hanwha Philly Shipyard to its roots. Started in 2000 at the site of the former Philadelphia Navy Yard, the company, known as Aker Philadelphia Shipyard, started with contracts to build 46,000 to 50,000 dwt tankers. This included a dozen 600-foot MT46 Veteran-class tankers for Overseas Shipping Group and concluded in 2017 when it delivered American Pride, the fourth 50,000 dwt product tanker built for American Petroleum Tankers (APT), a subsidiary of Kinder Morgan. The yard delivered 24 tankers in addition to its six containership builds for Matson.

As the only company in the world with significant shipbuilding operations in both Korea and the U.S., Hanwha reports it plans to build new MR tankers in the U.S. by transferring its advanced shipbuilding technologies, processes, and supply chains to Hanwha Philly Shipyard. 

At the same time, Hanwha Shipping also exercised an option to order a second liquefied natural gas (LNG) carrier, following its first order announced a month ago. They will be the first U.S.-ordered LNG carriers for the export market in almost 50 years and respond to the Trump plan that calls for requiring a portion of U.S. LNG exports to be transported on U.S. ships. The ships will be built via a joint construction model between Hanwha Ocean and Hanwha Philly Shipyard as part of the U.S.-Korea partnership.

The orders are an element of a $5 billion infrastructure plan announced yesterday for Hanwha Philly Shipyard as part of South Korea’s commitment to supporting the growth of U.S. shipbuilding. After acquiring the shipyard at the end of 2024, the company plans to install two additional docks and three quays to increase annual capacity from less than two vessels to up to 20. Hanwha is also reviewing the build-out of a new block assembly facility as it targets work for LNG carriers, naval modules and blocks, and, in the long-term, naval vessels built at the U.S. shipyard.

The Hanwha group quietly launched Hanwha Shipping, based in Texas, in April 2024. According to the company, it aims to take a leading position in the American shipping ecosystem by deploying next-generation digital technologies and advancing the resilience and robustness of America’s energy security and maritime industrial base.
 

Saildrone, the California-based manufacturer of long-endurance ISR and survey drone boats, now operates the world's largest fully-classed unmanned surface vessel. In partnership with ABS, the company has obtained classification for its 20-meter Saildrone Surveyor after a rigorous review process. Among other benefits, the achievement allows the unmanned boats to operate in the waters of nations that require vessels to maintain a class certificate. 

"The ABS class certification is . . . a signal to governments and the maritime industry that Saildrone USVs are mature, safe, tested, and ready for scale," said Richard Jenkins, Saildrone's founder and CEO. "It’s been a very large investment and a multi-year process to achieve ABS class certification, but we are proud to be the first company in the world to do so."

ABS said in a statement that it has made a concerted effort to support unmanned vessel technology development.  

"ABS and Saildrone are pioneering new frontiers, setting the pace for innovation. This step forward is a result of our investments in ABS’ technical capability and helping to ensure our Rules are able to support innovation with an unwavering focus on safety,"
said Patrick Ryan, ABS Senior Vice President and Chief Technology Officer.

The two partners have been working together on certification for years. In 2023, ABS provided interim classification for Saildrone's 10-meter Voyager design, a popular choice for research and government customers like NOAA and the U.S. Navy. Saildrones have deployed everywhere from the Persian Gulf to the Arctic to the center of an Atlantic hurricane, collecting data for months at a time without human intervention - a key challenge for unmanned surface vessels. The company markets its vessels on a charter basis, and claims that its service model radically reduces carbon emissions compared to conventional vessels. 

Surveyor takes payload capabilities up a notch compared to previous models, and can support more technically demanding missions like subsea survey, acoustic doppler current profiler (ADCP) water column analysis and geotechnical data collection. It has been used commercially to map subsea cables for Meta, but it is built around the needs of the U.S. Navy: the large drone is built to ABS Light Warship standards, and is equipped with the kind of capability that the Navy needs to support persistent MDA and undersea warfare data collection. 

Vietnamese officials are reporting widespread damage as the 14th named storm of the 2025 season, Typhoon Kajiki, slammed ashore Monday night into Tuesday morning, August 25-26. A large cargo ship was driven onto the shore, and at least four people have died from injuries and flooding during the powerful storm.

The storm was traveling west across the Pacific, encountering the Philippines as a tropical depression and dropping large amounts of rain on portions of China. By the time it reached Vietnam, it had strengthened with maximum sustained winds of 100 mph, according to NASA. Other parts of Vietnam were reporting sustained winds of 82 mph.

Vietnam had been preparing for the storm. At least half a million people had been evacuated before Kajiki reached the coastline.

The wood chip carrier Thanh Thanh Dat 99 (22,300 dwt) had been anchored at the northern port of Ninh Binh, but on the evening of August 25, during a lull ahead of the storm attempted to sail south toward Nghi Son port. The ship, which is 495 feet (151 meters) in length, was traveling only with ballast as it was due to load in Nghi Son.

The captain reported that by the time they reached the anchorage, the winds and waves were too strong to drop anchor. They were attempting to hold the ship in position as the storm approached. At 11:30 p.m. local time on August 25, they notified the authorities that the vessel was drifting from a position approximately two nautical miles offshore. Two hours later, they reported that the ship was dangerously close to shore.

The cargo ship came to rest approximately 70 to 100 meters (230 to 325 feet) from shore. The authorities reported the ship was stable and that the crew was uninjured. They will explore refloating the ship after the storm has passed.

The country is continuing to deal with widespread flooding and damage to structures. At least 13 people were reported injured in addition to the four confirmed deaths. The storm continued west, weakening with winds of 38 mph as it reached the border with Laos.
 

HD Hyundai, which is already South Korea’s largest shipbuilder, announced plans to reorganize by merging its shipbuilding operations in Ulsan to realize opportunities both in naval shipbuilding and repair, and the South Korean MASGA (Make America Shipbuilding Great Again) initiative. 

The company said that it looks to take a leadership role in the South Korean program following the meeting earlier this week between the country’s president, Lee Jae Myung, and Donald Trump, in which South Korea committed to investing at least $150 billion into U.S. shipbuilding and other key industries. As part of the agreement, the company announced a new partnership with U.S. private equity giant Cerberus Capital Management and the Korea Development Bank to pursue a maritime investment strategy.

Under the terms of the proposed merger, HD Hyundai Heavy Industries will acquire the mid-sized operation HD Hyundai Mipo with HHI as the surviving company. HD Hyundai’s shipbuilding holding company, HD Korea Shipbuilding & Offshore Engineering, owns 74 percent of HHI and 42 percent of Mipo, and after the merger will have a 69 percent position in the combined company.

HHI says the merger is an effective response to future changes in the shipbuilding industry and points to the opportunities to reduce unnecessary costs and structure by integrating its systems. Media reports are highlighting that China recently consolidated its two large shipbuilding companies and that Japan’s two largest shipbuilders have also reorganized.

In the first seven months of 2025, HD KSOE reported that it booked orders for a total of 82 ships worth $11.22 billion. It has achieved 62 percent of the annual order target of $18.05 billion for 2025. HHI specializes in larger vessels, including LNG carriers and containerships, while Mipo is considered a medium-sized operation building containerships, chemical tankers, and vehicle carriers.

One of the key markets the combined company will be targeting is defense shipbuilding, which HD Hyundai highlighted to investors as a rapidly growing segment as countries expand their investments. HHI reports it has built 106 naval vessels, more than any other domestic shipbuilder. It has experience with destroyers, frigates, submarines, and patrol boats, and looks to expand both internationally and specifically with the United States as part of the MASGA program.

“We will increase our competitiveness in the K shipbuilding and defense sectors by reorganizing the shipbuilding business,” the company told investors. It said the target is to grow defense revenues to $7.2 billion annually by 2035.

It also looks to expand its entry into the repair business. The company recently won its first MRO contract from the U.S. for the overhaul of a U.S. Military Sealift vessel, USNS Alan Shepard, a 41,000-ton displacement Lewis and Clark class dry cargo and ammunition vessel. As part of MASGA, they believe this business segment will grow rapidly.

They also look to expand their expertise in specialty ships, pointing to the opportunity for icebreakers due to the rise in Arctic development. South Korea previously announced that it plans to launch an Arctic shipping initiative and recently ordered a new Arctic research vessel.

The combined company will also accelerate its focus on green shipping. They will consolidate the R&D and design capabilities of the two shipbuilders. Mipo will also provide additional capacity to the combined company, as reports are that it is currently operating at a rate of 45 ships but has a capacity to reach 70 ships annually.

The combined company plans to launch by December a new overseas investment holding company to be based in Singapore. It will manage the operations of the shipyards in Vietnam and the newly launching yard in the Philippines, as well a the recently acquired tank and crane manufacturer in Vietnam that it has agreed to acquire from Doosan. HD Hyundai has also been exploring additional overseas operations, including possibly a shipyard in Morocco and Egypt, and has formed new relationships in the United States.
 

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. 

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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