The UK, Germany and France have followed in the footsteps of U.S. regulators and have reimposed "snapback" sanctions on Iran over its nuclear weapons program. The decision amounts to an end of the Joint Comprehensive Plan of Action (JCPoA), the 2015 multilateral agreement that is known in the U.S. as the "Iran nuclear deal." 

The UN Security Council unanimously approved the JCPOA, and international monitors found that for the next three years, Iran appeared to keep to the letter of the deal on uranium enrichment and nuclear R&D. However, its other military activities continued unabated, creating an ongoing and urgent concern for Iran's critics and neighbors. Though not nuclear per se, these activities - specifically Iran's accumulating missile stockpile, its involvement in civil wars in Syria and Yemen, and its provision of training and support for anti-American militias - had serious strategic implications. 

In May 2018, the Trump administration unilaterally withdrew from the JCPOA and reimposed sanctions on Iran, initiating a campaign of "maximum pressure" on Tehran's economically-vital petroleum sector. One year later, Iran began breaching the terms of the agreement on enriched uranium and centrifuges, and it restricted international monitors' access to its nuclear sites. The UK, France and Germany tried to mediate, but did not immediately exit the deal.  

"We acted in good faith to preserve the JCPoA, in the sincere hope of finding a way to resolve the impasse through constructive diplomatic dialogue, while preserving the agreement and remaining within its framework," the three European nations (together, the E3) said in a joint statement. 

In July 2025, in a last-ditch effort to save the treaty, the E3 proposed to extend its terms if Iran would meet several criteria, beginning with inspections and resumption of negotiations. Iran did not agree, and the E3 concluded that "Iran's non-compliance with the JCPoA is clear and deliberate." The E3 have decided to notify the UN Security Council that Iran is not following its commitments under the deal, activating the "snapback" mechanism that reimposes UN sanctions. 

"If the UNSC does not adopt within 30 days a resolution to continue the lifting of UNSC resolutions on Iran, six Security Council resolutions, including on sanctions, will be restored," the E3 noted.

U.S. Secretary of State Marco Rubio welcomed the announcement and said that it was a prelude to renewed negotiations. In a statement, Rubio said that "snapback does not contradict our earnest readiness for diplomacy, it only enhances it."  

The UN sanctions that are set to enter into renewed effect will reimpose an arms embargo, an overseas asset freeze, a travel ban, limits on ballistic missile programs, and restrictions on nuclear technology. These limits could reinforce the economic effects of the U.S. government's unilateral "maximum pressure" sanctions regime. Iran's currency, the rial, fell abruptly after the E3's announcement, reflecting market expectations of additional economic pressure. 

In a statement Thursday, the Iranian government called the E3's actions a "provocative and unnecessary escalation," and pledged to respond. "Iran has acted responsibly and in good faith in adhering to diplomacy for resolving nuclear-related issues," asserted Iran’s Foreign Minister Abbas Araqchi in a statement.

The current status of its nuclear program is opaque, as UN experts have been banned from its sites, and Iran denies that it has intentions of producing a nuclear bomb. But as of May - before a series of Israeli and American airstrikes - it was believed to possess enough high-enriched uranium to produce nine nuclear weapons. To achieve a nuclear breakout, Iran would still need to develop a working weapon design, and would have to process its uranium hexafluoride gas into uranium metal for fabrication.

The Ukrainian military veteran arrested last week in connection with the Nord Stream pipeline attack is also under investigation for involvement in the blast that hit the tanker Seajewel, according to Italian media reports. 

Serhii Kuzientsov, an ex-Ukrainian special forces soldier, was detained in the Italian resort town of Rimini last week by the Carabinieri. He has an outstanding warrant in Germany for involvement in the 2022 attack on the Nord Stream pipeline system, which badly damaged three out of the four Russian gas lines under the Baltic. According to Corriere della Sera, Kuzientsov had driven to Rimini in a car with Ukrainian plates, accompanied by his family, and had registered for lodging under his own name - hardly attempting to evade detection. 

Kuzientsov faces extradition to Germany to stand trial for charges related to the Nord Stream attack, and he is fighting that process in court. At a hearing on Monday, he told the Bologna Court of Appeal that he was in Ukraine at the time of the Nord Stream attack, and denied any knowledge of it. He is in detention while the legal process moves forward, according to Corriere de Bologna - but there is a possibility that he could also be charged in Italy for a separate incident. 

Prosecutors in Genoa have been conducting a terrorism investigation in connection with the attack on a crude oil tanker at Savona in February, and have previously told local media that they suspect a Ukrainian nexus. The vessel, Seajewel, is one of seven tankers that were hit by mysterious explosions in the first half of the year. All previously carried Russian cargoes, prompting speculation over possible Ukrainian involvement; Ukraine has invested significant resources in attacking the Russian energy industry, which is the financial foundation of the ongoing invasion. 

The Genoa investigation is looking into Kuzientsov's potential involvement in the attack on the Seajewel, according to Corriere della Sera. That inquiry is ongoing, and could lead to additional charges of wrecking a vessel with an aggravating factor of terrorist intent. 

Other arrests could be coming: German authorities have identified five more suspected accomplices in connection with the Nord Stream attacks, and have filed at least one other outstanding warrant. 
 

 
Nearly six months after the tragic incident in which one of the tankers Crowley manages for the US’s Tanker Security Program was damaged after it was hit by a containership, the shipping manager reports it has received US permission for a replacement. The program administered by the Maritime Administration (MARAD) is critical as it transports fuel supplies for the U.S. Department of Defense.

Crowley Stena Marine Solutions, the joint venture between Crowley and Stena Bulk, reports that MARAD recently approved operating the MR tanker CS Anthem under the Tanker Security Program. The companies note that the vessel will advance the nation’s strategic sealift capabilities.

"The addition of the CS Anthem demonstrates our commitment to strengthening U.S. maritime security and providing reliable, U.S.-crewed tanker capacity in support of national defense," said Tucker Gilliam, vice president of fleet operations for Crowley Shipping. "Together with Stena Bulk, we are proud to continue advancing solutions that serve both commercial and government energy transportation needs."

The new vessel is largely a swap with the same characteristics as the damaged ship. Built in 2017, CS Anthem had been operating for India’s Scorpio. It is 49,990 dwt compared with 49,729 dwt for the Stena Immaculate, which was also built in 2017, and which it replaces. The databases show CS Antheim was recently transferred to the U.S. flag from the Marshall Islands and now has a homeport of Jacksonville, Florida. 

Crowley is responsible for crewing and managing the tanker under a bareboat charter through the joint venture. The company also manages the tankers Stena Imperative and Stena Impeccable in the Tanker Security Program.

Stena Immaculate was anchored off the east coast of England after transporting a cargo of jet fuel. It was waiting for its berth when the containership Solong hit the tanker at anchor. The resulting fire engulfed both vessels, but Crowley’s crew acted heroically, starting fire suppression systems before they were safely evacuated. 

The tanker survived with portions of its cargo intact. They arranged for another tanker to receive the fuel, and the damaged vessel was towed to Great Yarmouth in the UK, where it appears to still be berthed. The Solong recently arrived at a recycling yard in Belgium, while the master of the vessel is facing trial for the incident that killed one of the crewmembers aboard the containership.
 

[By Vanguard Tech]

As Red Sea insecurity reshapes global shipping routes, Vanguard Tech has launched a first-of-its-kind 'Digital CSO' to assist CSOs in managing risk, resilience, and response at sea.

Triggered by ongoing insecurity in the Southern Red Sea and Gulf of Aden and a growing need to provide seafarers with more than just traditional routing guidance, Vanguard Tech has unveiled its new 'Digital CSO' product, a first-of-its-kind digital Company Security Officer (CSO) solution designed to assist CSOs and give shipping companies live visibility, faster decision-making, and stronger protection in the world's most volatile waters. The product, developed over the last 18 months, encompasses complete end-to-end maritime risk management; from the initial planning stages, all the way through to safe arrival.

With the Vanguard Tech Digital Platform anchoring the service, Digital CSO is designed to Assess, Alert, Advise, Act, and Assure. Digital CSO redefines vessel risk through a fully integrated AI-driven platform. The product is available to clients on a tiered basis – ensuring scalable support for fleets of all sizes – and encompasses elements ranging from maritime intelligence, digital tracking, SSAS alerting, closed-loop tracking, annual ISPS-compliant emergency drills, and access to the new Vanguard AI insurance platform. Although the product is applicable globally, some elements have been individually tailored to particular high-risk areas. For example, amidst ongoing Houthi targeting of vessels, the affiliation assessments can give assurances to all stakeholders – from owners to insurers – that vessels can transit high-risk areas safely.

Benjamin Simonson, Vanguards Head of Operations said, "For years, the CSO's duties were carried out in a traditional way. With Vanguard's Digital CSO, we're not replacing that role but empowering it with advanced technology. It's now about live insights, data-driven accountability, and continuous monitoring. By bringing risk intelligence, tracking, and communication together in one platform, shipping companies can make faster, more accurate decisions. The result is fewer delays, stronger compliance, and greater protection where it matters most. For the first time, Vanguard is delivering end-to-end digital risk management for shipping - fully automated, seamless, and designed to give operators, managers, and owners true peace of mind."

The launch comes at a time of heightened global maritime disruption, with shipping seeking smarter, technology-driven solutions to navigate risks such as piracy, conflict spillover, and sanctions exposure. With security conditions in key maritime chokepoints deteriorating, Vanguard positions Digital CSO as a transformational solution for shipping companies — providing not just compliance, but proactive resilience, operational assurance, and safer seas.

Duke Energy, which is one of the United States’ largest energy companies, has determined that offshore wind energy does not offer a cost advantage over solar power for North Carolina. The determination came as the utility was planning its long-term power sources and is based on proposals from the current leaseholders for offshore wind in North Carolina.

Headquartered in North Carolina, the company operates utilities in the Southeast as well as the Midwest. Its North Carolina utility was directed by the state's Utilities Commission last fall to explore offshore wind energy. As part of this review, it was instructed to request estimates from the three leaseholders for the development of up to 2.4 GW of offshore wind energy.

Duke, through its non-regulated subsidiary Cinergy, holds one of the leases that it was awarded in 2022. The project known as Carolina Long Bay is 22 miles south of Bald Head Island and could support up to approximately 1.6 GW. Neighboring Carolina Long Bay is TotalEnergies, which has the potential for 1.6 GW, and the two companies have explored collaborations.

A third offshore site available to Duke is Avangrid’s Kitty Hawk South, which was awarded in 2017. The company originally said it could produce up to 2.4 GW, but in 2022 sold the northern portion of its lease to Dominion Energy. 

The three developers submitted a total of eight proposals, Duke reports in a filing to the Utilities Commission. It was looking for the projects to be developed by 2035. 

In the filing submitted on August 11, Duke informed the commission that, based on its review, it determined solar and battery storage was cheaper in every instance. The company reports it was comparing the cost of building 3,576 MW of solar panels and 3,440 MW of battery storage capacity.

A spokesperson for the company told North Carolina Public Radio that they determined “offshore wind is not cost-competitive at this time.” The commission had instructed Duke that if the proposals were cost-competitive, to proceed with a binding request for proposals.

Supporters of wind energy were quick to criticize the review, noting that solar only provides power 30 to 40 percent of the time, whereas wind energy can generate between 80 and 90 percent of the time. They said they were “disappointed” that Duke was not proceeding, highlighting that it would require at least a decade before construction and commercial operations could be realized. 

“The cost of wind being compared to solar and storage is one thing, but the efficiency of offshore wind being compared to solar and storage is a completely different thing because there are just fundamentally so many key differences between the technologies," Karly Brownfield, a senior program manager with the Southeastern Wind Coalition, told the public radio station WUNC.

Duke Energy is aggressively pursuing solar energy in Florida. The company reported last month that it currently owns, operates, and maintains a portfolio of more than 25 solar sites across Florida that generate approximately 1.5 GW, and between 2025 and 2027, the company plans to build 12 new solar sites, adding 900 megawatts. By the end of 2033, Duke Energy Florida projects it will have over 6.1 GW of utility-scale solar generating capacity online.

The company is reviewing its North Carolina plans. In a 2024 plan, it showed up to 1.6 GW of offshore wind energy by 2035. Another model included as much as 2.4 GW of offshore wind energy.

The planning study was undertaken before the Trump administration’s latest moves against the offshore wind energy sector. In addition to its ending leasing, the administration is now starting a national security review. It has also curtailed tax credits and other incentives for offshore wind energy development.
 

[Breaking] A pirate attack has been reported aboard a chemical tanker off the coast of Togo in the Gulf of Guinea, a rare occurrence in what was once a hotspot of maritime hijackings and kidnappings. 

Maritime risk consultancy Vanguard Tech reports that a vessel has been attacked about 56 nautical miles south of Lome. The ship in question is "highly likely" to be the chemical tanker Endo Ponente, the firm reported. 

AIS data provided by Pole Star shows that Endo Ponente got under way from an anchorage off Lome on the morning of August 28 and headed due south, making 6-7 knots. At about 1830, she made a round turn to starboard and her speed dropped to less than a knot. Her last AIS transmission was received half an hour later. 

Endo Ponente is a 2010-built chemical tanker flagged in Malta. The operator has been contacted for comment. 

This is a breaking story and will be updated as further information comes in. 

The Australian government reports it is continuing to push forward with efforts to spur development for offshore wind energy. In its latest step, it awarded two additional preliminary feasibility licenses, both going to groups backed by European majors, for what could become the first offshore wind farms in the Indian Ocean.

The move comes as some of the major European corporations have stalled their efforts in Australia or withdrawn. Last week, it was revealed that Equinor will not be accepting its feasibility license for a proposed project that would have involved floating wind turbines off the Hunter coast of New South Wales. The company reportedly could not reach an agreement with its local partner Oceanex, while last month it also withdrew from a project planned for the Bass Strait.

Minister for Climate Change and Energy, Chris Bowen, called the new licenses being awarded another important step for the industry in Western Australia. He highlighted that “Western Australia needs some 50 GW of additional generation by 2042.”

The zone located south of Perth was declared in September 2024, with the government saying it could provide as much as 11.4 GW of renewable energy. The first of the licenses was awarded to Oceanex Energy, which is planning a project in the northern part of the zone, but awards for the southern portion of the zone were delayed while two developers could resolve an overlap between their plans.

One of the new licenses went to a group backed by France’s EFP Group. It is planning the Bunbury Offshore Wind South project. Ocean Winds, a partnership between Spain’s EDP Renewables and France’s ENGIE is also receiving a preliminary license for its Westward Wind project.

The preliminary licenses permit the companies to continue planning efforts. They are also required to meet with the indigenous people, which Australia calls “traditional owners.” The companies will later apply for the full feasibility permits.

A third project, called Wind With Purpose, is still pursuing discussions with a potential Tier 1 partner, it told ABC News Australia. The government deferred granting it a preliminary feasibility license.

Minister Bowen said in a statement, “Australia’s offshore wind industry is progressing, with feasibility licenses granted for projects targeting a total of 24.21 GW of renewable energy and preliminary offers for another 4 GW.” He told ABC News that there is more to come, referencing the ongoing efforts to push forward the offshore wind industry.
 

India's shipping ministry is shooting for the moon with its ambitions for the nation's maritime future. At a meeting for foreign ambassadors ahead of India Maritime Week, Union minister for shipping Sarbananda Sonowal pitched a $1 trillion "roadmap" for public and private investment in the nation's critical infrastructure. 

Speaking to representatives from 28 nations, Sonowal said that India is working to transform and modernize its ports, logistics and shipping systems. "These opportunities open up a $1 trillion maritime investment roadmap, with strong potential for joint ventures in developing ports and cargo terminal operations, multi-modal terminals, maritime services, shipbuilding, ship recycling and ship repairs, green hydrogen hubs, and sustainable shipping solutions," he said. 

To get ready, India's government has been overhauling the nation's maritime legal structure to bring it up to date and align it with international standards, making the country more accessible for foreign shipping investors. Five newly-passed legislative acts - the Bills of Lading Act, Carriage of Goods by Sea Act, Merchant Shipping Act, Coastal Shipping Act, and Indian Ports Act - are all part of a plan to update laws that date back to the era of British governance.

The investment pitch delved into specifics of opportunities for foreign partners. Port investors could spend on projects like Vadhavan Port, a gigantic transshipment-focused container port in Maharashtra with a proposed nameplate capacity of 23 million TEU at full buildout - enough to double India's entire container-handling capacity. Other opportunities include Galathea Bay Transshipment Port, a large-scale container facility planned in the Andaman and Nicobar Islands; and Tuna Tekra Terminal, a two million TEU container port on India's west coast, operated by DP World. The government is also looking to attract investors for LNG bunkering hubs, industrial parks and green fuel infrastructure. 

"India stands ready to collaborate and lead towards a maritime future that is prosperous, sustainable and inclusive," Sonowal said.

The Chinese shipyard in the Tsuneishi Shipbuilding group marked a milestone on August 27 as it floated the first of its next-generation energy-efficient methanol dual-fuel containership. The vessel is also the largest container vessel built by the Tsuneishi Group and part of its efforts to build leadership in methanol-fueled vessels.

The newly launched containership will have a capacity of 5,915 TEU. The yard also notes that in response to the growing demand for refrigerated transport in recent years, the vessel can also carry up to 1,400 reefer containers.

The name of the vessel and its details were not released by the yard, but the blue livery and funnel markings are distinctive. Maersk is currently completing the introduction of its large, 16,000-plus TEU dual-fuel methanol containerships and in 2023 reported it had also entered a contract with Yangzijiang Shipbuilding Group for six 9,000 TEU dual-fuel methanol containerships due doe delivery in late 2026 and to be completed by March 2027. Maersk’s fleet strategy announced in August 2024 called for orders reaching a total of 50 to 60 vessels, equaling 800,000 TEU for delivery between 2026 and 2030.

Tsuneishi highlights its new class of vessels incorporates an improved hull form and the group’s proprietary energy-saving technology, MT-FAST, an energy-saving device that improves propulsion efficiency by approximately four percent by regulating water flow through the installation of multiple fins in front of the propeller. 

They also highlight the vessel employing a concept known as a “final solution” towards achieving zero CO2 emissions. It will be capable of using green methanol as its primary fuel. The main engine and also the on-board generators – including the HiMSEN engine (8H32DF-LM) manufactured by HD Hyundai – are capable of operating on methanol fuel. It also adopts a large-capacity shaft generator that enables what Tsuneiship says will be “outstanding fuel efficiency.” It is also designed for shore power.

Assembly of the first of the new ships began in April 2025. The vessel launched this week is scheduled for delivery in February 2026.

Tsuneishi Shipbuilding says it will continue to advance the practical application of methanol dual-fuelled vessels. In July, the group’s yard in the Philippines launched the world’s first methanol dual-fueled Kamsarmax, and before that, in May, it introduced a methanol dual-fueled Ultramax built at its yard in Japan.
 

Whilst the maritime industry continues to adapt to change, one aspect of workforce inclusion is still widely overlooked - neurodiversity.

With latest statistics suggesting nearly 20 percent of the global population is neurodivergent, this is not a segment of our society we can simply ignore.  The term ‘neurodiversity’ refers to the natural differences in how people experience, process, and respond to the world around them. It includes a range of cognitive profiles such as autism, ADHD, dyslexia, and dyspraxia.

Autism, for example, is a developmental condition that affects how individuals communicate, interact, and process sensory information. Common traits may include differences in social communication, a preference for routine, sensory sensitivities, and intense focus on specific interests. While these can present challenges in some environments, they also contribute valuable strengths such as attention to detail, reliability, and creative problem-solving.

To date, the prevalence among seafarers is unknown. Seafaring is already a demanding profession, with long contracts, unpredictable conditions, isolation from family, and confined living spaces testing the resilience of even the most seasoned professionals. For neurodivergent seafarers, these pressures can be more difficult to manage and often involve additional, less visible challenges.

Simultaneously, the idiosyncratic nature of seafaring - with its need for attention to detail, particular social structure, routine onboard, and need for intense focus and problem-solving skills - may appeal to neurodivergent individuals.

Despite growing awareness of neurodiversity in other industries, maritime is still in the early stages of recognizing exactly how neurodivergence can affect life at sea. Many operational structures, such as overstimulating environments and training practices, are designed around neurotypical norms. In some cases, cultural attitudes and stigma towards neurodivergence can make matters worse. Misunderstandings or a lack of awareness may lead to unfair assumptions or behavior and, in some cases, even discourage individuals from being open about their needs.

This is not just an issue of wellbeing. It also influences safety, retention and long-term career development. Neurodivergent individuals often bring highly valuable skills to maritime roles, such as thinking, problem-solving, pattern recognition, and deep focus. These strengths align with the increasing complexity of maritime operations, particularly in safety and technical environments. However, when understanding and support are lacking, this potential is often overlooked.

In April an industry-first initiative by NeurodiversAtSea, the Seafarers Hospital Society and The Seafarers’ Charity was launched. The program is designed to provide tailored support to neurodivergent seafarers and to better understand how maritime environments can evolve to be more inclusive. This is a meaningful step forward, and a strong signal that change is both possible and necessary.

That said, progress cannot rest on a few initiatives alone. Industry-wide commitment is essential. There is still a significant gap in data. Without targeted research into the lived experiences of neurodivergent seafarers, it is difficult to develop meaningful support. Strategies must be grounded in evidence rather than assumptions.

It is equally important to build disclosure-safe environments. Many seafarers may avoid disclosing neurodivergence due to fear of judgment, limited understanding or the risk of being at a professional disadvantage. Creating a culture of safety and acceptance is essential. People must feel as though they are able to express their needs without any concern for negative consequences or reactions.

Training must also improve. Neurodiversity awareness should be included in programs at every level, from cadets to senior leadership. This involves understanding communication differences and adapting daily practices to support all aspects of neurodiversity.

Too often, we hear from people who speak confidently about issues they have never personally faced. While intentions may be sincere, policies or initiatives shaped without direct input from those affected often overlook the reality of daily experience.

As younger generations enter the workforce, this conversation becomes even more urgent. Many young professionals are more likely to identify as neurodivergent or expect employers to support cognitive diversity. Inclusion is no longer optional. It is a key factor in attracting and retaining future talent.

At OneCare Group, we support maritime organizations in making this a reality. Through our Neurodiversity and ADHD Awareness Initiative, we provide the resources and guidance necessary to help ensure that neurodivergent seafarers are not simply accommodated but supported to thrive in every role, both at sea and ashore.

By shifting from policy to practice, and from awareness to advocacy, we can drive a more inclusive maritime culture, one where diversity fuels safety, innovation, and human performance.

Marinos Kokkinis is Managing Director at OneCare Group. 

Media reports in Germany are highlighting the potential for the sale of the shipbuilder NVL (Naval Vessels Lürssen) to defense industry major Rheinmetall as part of the further consolidation in the defense sector. The German government is reported to be encouraging the industry to explore steps to enhance its capabilities to meet the country’s urgent needs.

Rheinmetall, a manufacturer of tanks and ammunition, has in the past expressed interest in entering the naval shipbuilding sector. The company is now reported to be in discussions with NVL to acquire the operation, which is one of Germany’s leading naval shipbuilders.

The supervisory board of Rheinmetall is reported to be set to discuss the acquisition, writes the German newspaper Bild. The news outlet NDR followed up on the reports by speaking with the company’s CEO during an event on Wednesday, August 27. NDR reports he responded by saying, “We are always interested in expanding our product portfolio…We will only talk about it once decisions have been made.”

The German government has been encouraging the industry to explore opportunities while saying it needs to increase the country’s defense capabilities and to do so quickly. NVL is a current partner in the new frigate program with Damen that has become mired in problems with its electronics. Germany’s defense ministry has said it will look to rapidly grow its naval operations based on the increased dangers in the Baltic and North Sea.

The German Press Agency (dpa) reports Lürssen sent a letter to its workforce saying, in response to the needs of the government, it has “decided to intensify consolidation talks.”

Bild reports that the family that controls Lürssen is looking to focus on the company’s yacht shipbuilding operation. The group separated in 2021, putting Lürssen’s yacht and naval businesses into independent units. Lürssen also recently completed the sale in June of its naval shipbuilding operation in Australia to the local company Civmec.

NVL is the product of consolidation in the naval shipbuilding sector. Lürssen and German Naval Yards Keil agreed in 2020 to consolidate their operations. NVL’s operations now consist of four leading yards, including Peene-Werft in Wolgast and Blohm+Voss in Hamburg. Norderwerft in Hamburg and Neue Jadewerft in Wilhelmshaven are dedicated to repairs, refits, and modernisations of naval vessels and auxiliary ships. The products include a specialization in corvettes and patrol boats as well as frigates, minesweepers, and coast guard vessels, both domestically and internationally.

TKMS (Thyssenkrupp Marine Systems) and German Naval Yards are the other two large competitors in the sector. Media reports suggest that Rheinmetall was one of the potential suitors that also looked at TKMS as Thyssenkrupp was considering alternatives for the company before settling on the plan to spin off the naval shipbuilder later this year to shareholders. 
 

Maritime companies are enthusiastic about AI's potential for streamlining business and operational tasks, but are struggling to move beyond small-scale experiments, according to a new industry study by Marcura and Thetius. 

The study found that 82 percent of maritime professionals are optimistic about AI's role in their sector, but nearly two-thirds worry that over-reliance on the technology could erode critical human skills and judgment. The overwhelming majority believe that AI tools still need human oversight to make sure that they perform as needed - and it's clear that AI will need human input for data collection, data labeling and prompts, in addition to human evaluation of the outputs. 

The study, which surveyed more than 130 maritime professionals and conducted in-depth interviews, paints a picture of an industry caught between promise and reality. Though 81 percent of companies are running AI pilot projects, only 11 percent have established formal policies to guide how these technologies should be scaled across their operations.

The research identified clear consensus on AI's most promising applications. Nearly all respondents — 97 percent — see benefits in reducing manual workflow inefficiencies, while 87 percent believe AI can improve charter party contract analysis and help spot potential pitfalls. 

However, more than two-thirds of respondents — 69 percent — expressed concerns that AI solutions might miss critical warning signs in contracts or voyage planning, potentially leading to costly business mistakes. 37 percent said they had personally witnessed AI failures in their organizations, and nearly a quarter of respondents said that AI vendors' claims often fail to match real-world results, 

The specialized nature of maritime operations are a key factor in these implementation challenges. As anyone in maritime who has tried to use ChatGPT knows, generic AI tools often struggle with the sector's idiosyncratic terms and acronyms, its unique rules and its operational realities - all of which are a foreign language and culture that outsiders have to learn, including software outsiders.

"A general AI agent might interpret 'SF' as 'standard form,' but in shipping, it means 'stowage factor,'" explained Janani Yagnamurthy, vice president of analytics at Marcura. "Off-the-shelf solutions might automate basic processes, but they miss the nuanced context that maritime professionals rely on."

The skepticism about AI was highest for legal and compliance tasks; though the legal profession as a whole has adopted widespread use of AI for basic tasks, shipping respondents rated their compliance departments as least-suited for AI usage at present, citing concerns about data governance, regulatory liability and misinterpretation of legal nuances by AI.

Maritime-specific, purpose built AI agents may perform better than generic tools for these tasks. Marcura says that its AI-powered contract analysis tools recently helped a dry bulk operator avoid more than $120,000 in potential losses by identifying missing clauses in the draft of an agreement.

Despite successes in specific applications, most companies are still just testing the waters, and only 17 percent have established transparent processes for how AI systems inform decisionmaking in their companies.

"When change happens, it's very natural to fear losing control," Yagnamurthy said. "Skilled maritime professionals have spent decades honing their judgment in high-stakes roles. The best AI functions like a co-pilot, not a replacement."

Familiarity and fluency with AI will also need improvement: 38 percent reported that inadequate training is the biggest barrier to scaling up the use of the technology in their business. Poor implementation and poor education of the users can lead to poor outcomes, multiple respondents said. "People train their AI models but they don’t train their people. If the crew and the office do not understand the AI outputs, it could lead to misuse, which creates mistrust. We need to first train our people and our minds," one shipmanager told the research team. 

The National Transportation Safety Board is out with a new warning for crews about testing and training to respond to a loss of steering control due to a malfunction. It concluded in an investigation into a 2023 collision in the Houston Ship Channel that the failure of a small rubber sheath and a delayed response by the crew to implement emergency steering procedures contributed to the collision after a component failed in the primary steering system.

The multi-purpose carrier BBC Africa (7,530 dwt) was departing Houston, Texas, on August 25, 2023, when the vessel suddenly lost steering control and veered off course, striking the docked bulker Common Faith (57,000 dwt), which was at the Anderson Grain Terminal in Houston. The post ballast tank of the bulker was punctured, along with damage to the shell plating, which cost a total of $467,000 to repair. The BBC Africa suffered damage to its bulbous bow, hull, and shell plating and forward bulwarks, costing $700,000 to repair. There were no injuries or pollution reported from the incident.

NTSB reconstructed the events using AIS data and crew interviews. The BBC Africa’s Voyage Data Recorder (VDR) was not functioning, but the vessel had permission to sail while repairs were being arranged.

On the morning of August 25, pre-departure testing of the system on the BBC Africa showed no problems. The second officer tested the steering gear, checked rudder movements, and ran the steering gear pumps, while engineers also completed a pre-departure checklist. The master also tested steering from the port bridge wing and told the pilot aboard that everything was “in good working order.”

About 10 minutes after having gotten underway, the ship was making speeds up to 6.8 knots, and everything was going smoothly. The pilot released the escort tug, and the pilot and master ordered that maneuvering control (bow thruster, main propulsion engine control, and steering) be transferred from the port bridge wing to the main control station on the bridge. The chief officer pressed the button to activate the controls on the bridge.

The pilot then gave a command for starboard 10, and the helmsman confirmed adjusting the rudder. Sensing the vessel was not turning at the expected rate, the pilot ordered starboard 20 and then hard to starboard. It was then that the chief officer realized the indicator light on the main control station had gone off and tried pressing it several times to reengage the controls. 

The rudder indicator was showing a hard port position of 30 degrees. The master then switched the vessel’s steering to emergency override mode and got the rudder back to 30 degrees starboard. The pilot also ordered full astern, and the master then put the bow thruster to 100 percent starboard thrust. However, it was too late, and they hit the docked bulker.

Investigators were unable to replicate the failure, but working with the system manufacturer determined that a component failure had caused the system to fail. The company’s investigation found the rubber on the joystick (tiller) had invisible cracks that let moisture into the control unit, which contributed to the loss of the electrical signal. 

The shipping company, on advice from the manufacturer, changed the bridge wing steering control tillers, the “in command” push buttons, and the main power supply transformer. They made the same changes on two other vessels with similar control systems.

The report says that the primary cause was the equipment failure. However, they also noted a stressful situation with short reaction time due to the vessel being in the confines of the port. The NTSB notes the crew had gone through training and regular drills, but recommended further training, saying that the delayed response from the ship’s crew to implement the emergency steering procedure from the bridge contributed to the vessel striking the docked bulker.

The steering gear manufacturer also issued a safety bulletin. It highlighted incidents with systems manufactured between 2002 and 2009, noting that they had malfunctioned due to a weakness with the protective rubber and the micro switches. The bulletin said the consequence of the failing micro switches could lead to unintended rudder movement.
 

Ukraine military intelligence has released a video showing one of its one-way attack aerial drones attacking a Buyan-M Class Project 21631 missile corvette in the Sea of Azov. The corvette was hit and damaged on August 28, but it is not yet clear if the vessel has been able to recover to port.

Defence Intelligence of Ukraine strikes russian "buyan-m" corvette — a carrier of "kalibr" cruise missiles — in the Azov Sea

????: https://t.co/Q1lOahxlqy pic.twitter.com/SMPEc1b3Z6

— Defence Intelligence of Ukraine (@DI_Ukraine) August 28, 2025

The attack is noteworthy because of the location of the attack. The Sea of Azov is effectively a Russian lake, Ukraine having lost its control of coastline in Donetsk and Zaporizhzhia in 2022. Hence Ukraine will have had to fly the attack drone either through Russian land-based air defenses in Donetsk and Zaporizhzhia, or taken a longer route over the sea and around Crimea. The drone’s pilots will then need to have locked onto the target at this long range. 

Location of the corvette when struck in the Sea of Azov (45°42′N 35°18′E ) (Google Earth, Landsat Copernicus, CJRC)

Ukraine has demonstrated it can do this against static targets at extreme range. However, to be able to do so against a moving target at long range is technically a considerable accomplishment. This should once again cause Russian naval commanders to consider the security of their naval assets even in ports far distant from Crimea such as Novorossiysk, to where vessels have already been pulled back for safety. The attack may have been mounted by Ukraine to demonstrate that it can control sea approaches to the Sea of Azov ports of Mariupol and Berdyansk, which Russia has recently sought to open to foreign shipping.

Buyan-M Class Project 21631 missile corvette (Ministry of Defense of the Russian Federation)

Buyan-M Class corvettes are primarily designed for littoral coastal defense, and are the mainstay of both what remains of the Black Sea Fleet and the Caspian Flotilla. They are however armed with two vertical launch cells, each able to hold four Kalibr missiles. The Kalibr is designed to be an anti-ship weapon, but has frequently been used to hit ground targets in Ukraine. In its land-attack version, the Kalibr has a range of 1,500 miles, and can therefore hit targets anywhere in Ukraine form the Black Sea and Sea of Azov.
 

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.