Marine insurers must take an active role in eradicating sexual misconduct at sea, delegates at the International Union of Marine Insurance (IUMI) annual conference in Singapore heard today. Moderating the Legal & Liability Workshop, Charles Fernandez, Chair of the IUMI Legal & Liability Committee, called on the marine insurance sector to recognise its responsibility in combating this serious issue.

Women represent just 1% of the global seafaring workforce but a shocking 25% of women in maritime report having experienced physical or sexual assault.

“Sadly, almost all women in maritime have experienced some form of sexual misconduct at sea, ranging from unconscious bias to full-scale assault,” said Fernandez. “Sexual misconduct in any form is completely unacceptable and must be stopped. Our workshop highlighted a number of recent cases and served to bring this appalling practice to the consciousness of the marine insurance community.”

Fernandez emphasised that while marine insurers are not directly involved in vessel operations, they are a crucial part of the maritime supply chain and must use their influence to raise awareness and drive change.

“Marine insurers have a responsibility to do all they can to raise awareness of sexual misconduct at sea and to join the effort to eradicate it completely,” he stated.

The workshop heard that many offences go unreported. Some women fear damage to their reputation, career progression, or simply believe their claims would not be taken seriously.

Further complicating the issue is the fragmented legal landscape. In some cases, the law applied depends on the flag state of the vessel. In others, jurisdiction falls to the country or location where the harm was suffered. This inconsistency can make pursuing justice complex and intimidating for victims.

In most cases of sexual misconduct, shipowners could be held directly liable - particularly if there is evidence they were aware of a perpetrator’s previous history. Shipowners have a legal obligation to provide a safe working environment.

Several high-profile cases have recently come to light where victims have secured successful outcomes, resulting in significant compensation claims paid by liability insurers.

“Joining with others to prevent sexual misconduct at sea is not just the right thing to do, it is also a risk mitigation strategy,” Fernandez explained. “A number of recent cases have resulted, quite rightly, in large payouts for victims with claims being paid by insurers. As marine underwriters, we must be aware of the issue and do what we can to ensure our assureds are implementing effective safeguards and strategies to eradicate all forms of sexual misconduct.”

The International Union of Marine Insurance e.V. (IUMI) is a non-profit association established for the purpose of protecting, safeguarding and advancing insurers‘ interests in marine and all types of transport insurance.

The issues of mis-declared or improperly packed cargo in containers are again being highlighted in new data from the World Shipping Council. The trade group reports based on port state inspection data that the number of containers found with potential safety issues has risen to more than 11 percent, which extrapolates to approximately 27.5 million containers annually based on an estimate that the industry transports 250 million boxes a year.

“With over one-in-ten shipments showing deficiencies, the message is clear: gaps in cargo safety remain far too common,” said Joe Kramek, President & CEO of the World Shipping Council. “Cargo deficiencies put crews, ships, cargo, and the environment at risk."

The council highlights that, by law, port state inspectors can check containers to ensure cargo complies with international regulations and standards. They are looking at issues such as proper declarations and packing of dangerous goods.

The data shows that 11.39 percent of containers were found with deficiencies, up from 11 percent in 2023. Between 2017 and 2022, the rate had been under 9 percent a year and fallen as low as 6.5 percent in 2019, but also jumped to 10.86 percent in 2021. The types of issues that are being identified include mis-declared and undeclared dangerous goods, incorrect documentation, and improper packing, all of which the World Shipping Council points out can lead to serious safety incidents, including ship fires.

While the causes have not been identified, the industry has suffered several high-profile incidents recently. In June, the Wan Hai 503 with a capacity of over 1,700 containers reported a fire that burned for weeks and devastated the vessel, while last month, Maersk reported a fire aboard one of its largest container ships, Marie Maersk (19,076 TEU). While firefighting teams were able to stop the spread of the fire and limit damage, Maersk recently declared General Average for the vessel, which is due to reach the Port of Tanjung Pelepas in Malaysia next week. Cargo owners will be required to share the cost of the firefighting effort.

The shipping industry has been working to address the issue, including new regulations, for example, on the shipment of charcoal. However, while it has been successful in reducing containers lost overboard (just 576 in 2024 according to World Shipping Council data), the dangers from mis-declared and improperly packaged cargo remain high.

The WSC is calling for strong safety measures and more reporting. It notes that currently, just seven port states are reporting cargo safety data. The 2024 report is based on information from 77,688 containers inspected, where 8,850 were found to have deficiencies. More data, the WSC says, would highlight trends and provide insights to address the problem. 
 

Mitsui O.S.K. Lines continues to work to advance wind-assisted propulsion, building on the concepts after deploying its first rigid, retractable sail on a bulk carrier in October 2022. The company has previously committed to installing its “Wind Challenger” on 25 vessels by 2030 and 80 vessels by 2035.

Working with HD Hyundai Heavy Industries and Samsung Heavy Industries, and Lloyd’s Register as the classification society, they developed innovative concepts for an LNG carrier that could achieve, they project, up to 30 percent fuel saving per voyage and 15 to 20 percent annually. The company previously released a design developed with Hanwha Ocean for a conventional LNG carrier with wind sails, but now has completed preliminary designs for an innovative vessel with four of the rigid sails.

A key element of the two designs moves the bridge toward the bow of the vessel to enable the increase from two to four rigid sails that would rise to a maximum height of approximately 160 feet (48 meters) in a three-tier design. It permits the design to optimize the placement of the sails and maximize the fuel efficiency gains. The ships would be between 938 feet (287 meters) and 951 feet (290 meters) in length, and each has a capacity of 174,000 cbm.

The Wind Challenger, a rigid sail system capable of automatic extension, retraction, and rotation. The first installation was on a 100,000 dwt coal carrier, Shofu Maru, and MOL reported it was able to reduce daily fuel consumption by up to 17 percent, equating to 5 to 8 percent per voyage on average on its first seven roundtrips to Japan from Australia, Indonesia, and North America. A second vessel was fitted with the sail, to be followed by nine additional vessels. The sail is made of fiber-reinforced plastic.

MOL reports that comprehensive risk assessments were undertaken for the new designs in collaboration with the shipyards, the classification society, and flag states. The assessments covered the sail arrangement, visibility impact, emergency operation procedures, and other safety measures. In addition, safety evaluations were conducted in collaboration with the respective flag states. 

The new vessel design developed with HD Hyundai Heavy Industries earned AiP from the Marshall Islands, while the vessel design jointly developed with Samsung Heavy Industries received AiP from Liberia. 

Having been awarded the AiP for the two designs, MOL reports detailed sign work for actual construction is currently underway.
 

The U.S. Navy continues to restructure its unmanned-systems bureaucracy, pulling more responsibilities out of Program Executive Office for Unmanned and Small Combatants (PEO USC) and putting it in new places. Structural adjustments ordered by Navy Secretary John Phelan will reform the way that the Navy develops and administers its acquisition program for autonomous vessels, which promise to radically shrink and cost-optimize the idea of a fighting vessel - if they can be built and fielded in quantity. 

PEO USC handles multiple acquisition duties, including manned smaller-size combatants like the twin Littoral Combat Ship classes and the new Constellation-class frigate. The Constellation was delayed after significant Navy-specific design changes were imposed on the off-the-shelf FREMM design that the Navy selected from Fincantieri - a proven hull selected to minimize risk of delays in production. During detail design, the frigate was stretched in length and its internal layout was altered enough that it retained only 15% design commonality with the FREMM. PEO USC now holds responsibility for bringing that program to full-rate production. In a sign of the hurdles ahead, the Pentagon departed from the schedule for Constellation hull procurement this fiscal year and left the funds for one ship out of the budget. 

While PEO USC focuses on manned hulls, almost all of the Navy's development of oceangoing unmanned craft has happened in the Pentagon, outside of Naval Sea Systems Command. DARPA designed and built the Navy's first autonomous test vessel, Sea Hunter / ACTUV. The Defense Department's Strategic Capabilities Office built the Navy's next major testbed program, the Ghost Fleet Overlord crewboat series. And DARPA stepped in once again to design and build NOMARS, the fully-unmanned prototype completed at Nichols Brothers earlier this year. All have been or will be transferred to Navy ownership, but were conceptualized and developed outside of the service. 

The Navy is now under pressure to ramp up. In July, Defense Secretary Pete Hegseth ordered all of the service branches and combatant commanders to prioritize drone system development and put procurement closer to the front lines. "Modern battlefield innovation demands a new procurement strategy that fuses manufacturers with our frontline troops," Hegseth wrote. "Senior officers must overcome the bureaucracy's instinctive risk-aversion on everything from budgeting to weaponizing and training." He called for eliminating "self-imposed restrictions" on development, and warned that "our major risk is risk-avoidance" when it comes to drone systems. 

In a memo released last week and obtained by Federal News Network, Secretary Phelan ordered a 30-day "sprint" review of unmanned system purchasing, coupled with a pause of all "related acquisition decisions and contracting actions (including awards and modifications)" during the review period. The review will cover every Navy and Marine Corps unmanned program or initiative, and will streamline administration and lines of effort - to take effect within 90 days. 

This retooled enterprise will be housed under a new Program Executive Office for Robotic and Autonomous systems (RAS), giving Navy unmanned systems their own PEO. 

Separately, Breaking Defense and USNI have learned that the Navy has rebooted its long-dormant carrier-based drone fighter program, which has disappeared from public view since the X-47B prototype was canceled in 2015. Over the 10 intervening years, the U.S. Air Force has publicized its extensive R&D with unmanned combat aerial vehicles (UCAVs), and may have more undisclosed activity within its deep portfolio of classified projects; the Navy has not published much about its efforts - until now. According to Breaking Defense, Boeing, Northrop Grumman, General Atomics and Anduril have all been contracted to produce designs for a "loyal wingman" or "collaborative" fighter drone that is carrier-capable. Armed, attritable UCAVs could change the way that carrier aviation operates, extending its reach and improving the survivability of manned fighters.  
 

The current drive to decarbonize the maritime industry strikes me as a similarly important and dramatic change to that which Malcom McLean organized with his sailing of the Ideal X in 1956. The almost unbelievable growth we have seen in international trade, sparked by the now ubiquitous container, required a strong vision of the future combined with a focused, unrelenting forward drive. As the container and intermodal industries grew, everyone had much the same concentrated and almost prophetic view of what had to be accomplished to satisfy the entrepreneurial spirit created by Mr. McLean.

Now that we are in a new era of change to decarbonize the maritime industry, we need the same focus and vision of the future to ensure success. Great challenges require great people like Malcolm McLean with strong and realistic leadership. Like the growth of international trade facilitated by the container, challenges like decarbonization can only be achieved by identifying real benefits over the long term and showing a path forward that is realistic and practical.  Today, when we evaluate the past 10 years or so of the decarbonization journey, we need to recognize and admit that we have all too often been diverted from a strong yet realistic vision by the proverbial “shiny object.”

We know, and have known for years, that most alternative fuels are unlikely to be available in the quantities needed by shipping anytime soon. The exception is methane in the form of LNG. We know that liquid fuels and gases are often difficult to handle and can be unsafe for many reasons. Years and decades of experience handling these products is required to ensure the wellbeing of our seafarers, longshoremen and women, as well as those residing in or near port communities. LNG has a safety record that spans many decades. The energy value of fuels is also a critical matter. Not all fuels are created equal and many have energy densities that require a vessel to have almost double the tankage. This means more fuel and less revenue-generating capacity.  Shipowners want to carry cargo, not fuel. Again here, methane as LNG is the standard others are measured against.

With these facts, why have our industry and regulators been diverted from what might seem to be the focus and strong direction we need to realize local emissions and carbon reduction? In today’s modern world, opinions and ideas are available as never before. Opinions are often taken for fact and widely distributed in media and the Internet. Academics need to “publish or perish” and sometimes perform research based on unrealistic assumptions. Regulators and governments have a myriad of topics and concerns they need to deal with daily. Being pulled in many directions at once can and does create issues and concerns.

With this backdrop, and when considering low and zero carbon fuels, our industry must ask practical questions and demand clear, well-supported and candid answers:

• Approximately three of the hundreds of ‘LNG-ready’ ships were actually converted to use LNG. What does ‘methanol-ready’ and ‘ammonia-ready’ actually mean?
• When we say ‘methanol’ or ‘ammonia’ – is that a grey (fossil) or green (bio/e-) molecule?
• What fuel will be used while waiting for adequate supplies of green molecules? 
• How energy-dense is the fuel and how will this impact a vessel’s revenue cargo-carrying capacity?
• Do future ‘bunkering locations’ include commodity infrastructure that would require significant investment to develop or convert?  
• How reliable are the engine technologies, safety standards and bunkering supplies today?

Like Mr. McLean’s containerization, decarbonization demands we focus on the practical and realistic, face the fuel facts, and not get distracted by shiny objects. The reality is that, without a clear focus, no one will use any alternative fuel, they will simply continue with the status quo - heavy fuel oils.

Peter Keller is the chairman of SEA-LNG and the former executive vice president of TOTE, Inc. He has served on the boards of the Pacific Maritime Association (PMA), the Pacific Maritime Shipping Association and the United States Maritime Exchange (USMX), and he was inducted into the International Maritime Hall of Fame in 2006.

The Port of Montreal, Canada, and DP World Canada have entered into a joint development agreement for the land-based facilities for the port’s new container terminal at Contrecoeur on the St. Lawrence River. The facility has been in the planning stage for years, with work expected to start this year and completion by 2030.

On the terms of the agreement, DP World Canada will work with the port authority over the next few months to finalize the design for the terminal as well as the terms of the construction and operating contract. The contract will take effect with the start of land work, which is expected in 2027. DP World Canada will oversee the construction of the terminal, including the container yard, building, utilities, and rail connection, and will have a 40-year operating agreement.

The Montreal Port Authority began in the 1980s acquiring land in Contrecoeur, which is located approximately 50 miles to the north of the city on the south bank of the St. Lawrence. Port officials highlight that the current facilities on Montreal Island, which handled nearly 1.5 million TEU in 2024, will soon reach capacity. The plan for Contrecoeur calls for a capacity to handle 1.15 million TEU annually, a nearly 60 percent increase in the container handling capacity in the Port of Montreal. 

The new terminal will include two berths as well as container handling and storage areas. The flow of goods will also be improved in Montreal with integrated connections to road and rail networks at Contrecoeur.

The construction plan for the new terminal uses a hybrid model, splitting responsibility for the water-side to the port and Canadian Coast Guard, while DP World will have responsibility for the land-side facilities. The goal is to start site preparation this year, once the final approvals are granted, and in-water work in 2026.  The timeline calls for commissioning the new terminal in 2030.

DP World notes that it will be its entry into the Port of Montreal. The company currently operates six port facilities in Canada, including in Vancouver, Prince Rupert, Fraser Surrey, Nanaimo, and Saint John.

[By: BIO-UV Group]

BIO-UV Group, the global leader in UV-based water treatment solutions, has successfully developed and tested a containerised ballast water treatment system designed initially for the floating offshore wind sector.

With the rapid development of floating offshore wind projects globally, ballast water compliance challenges have emerged because the movement of these floating platforms across territorial waters requires systems to prevent the spread of invasive marine species.

“While the maritime industry has made significant strides in ballast water compliance, the floating offshore wind sector is just beginning to recognise its obligations under the Ballast Water Management Convention. Our system offers a portable, scalable solution that meets these needs effectively,” said Charlene Ceresola, Project Manager at BIO-UV Group.

The initiative, funded in 2024 through the European Union’s ELBE EUROCLUSTER programme, was to adapt BIO-UV’s type-approved BIO-SEA for deployment in a standard TEU container, allowing operators to treat ballast water on-site during floating windmill assembly, transport, and maintenance.

Initial trials focused on a 300m³/h capacity containerised BIO-SEA B02-0340 unit installed at the Euroports-operated Port-la-Nouvelle, in France.

The main difference with onboard systems is the need to dispose of filter backwashed water at the place of discharge, which requires a separate waste treatment line. The prototype’s operation was evaluated through real-world testing, addressing challenges like connection compatibility, pressure drops, and on-site power limitations.

These tests validated the unit’s capability to provide the approved BIO-SEA dual-stage treatment – filtration and UV exposure – ensuring compliance with the regulatory requirement, as well as the ability of handling backwash effluents, transforming them into manageable waste for land-based disposal.

While biological trials were limited by external factors, such as sampling challenges and variability in water conditions, initial results showed promise. Discharge water has met the D-2 standard in all operations.

The first phase of the project, spanning January to June 2024, focused on engineering and testing the containerised solution. Phase Two, running from July to December 2024, expanded the scope to include market analysis and stakeholder engagement, laying the groundwork for future iterations.

“The modularity and portability of this solution make it ideal not only for offshore wind projects but also for emergency use by ships facing ballast water management system failures,” said Ceresola.

For instance, portable units could be leased or purchased and deployed on barges or in ports to assist vessels with inoperable ballast water management systems, ensuring compliance with environmental standards during unexpected breakdowns. This capability would fill a critical gap in current maritime operations, offering ports and shipping companies a reliable and effective contingency plan.

For the offshore wind sector, meanwhile, BIO-UV Group has provided the first commercial roll-out of a containerised unit this year under a “ballast as a service” rental scheme, enabling water treatment at any location.

The success of the ELBE project has already attracted interest from Mediterranean ports, including those participating in the EU’s Treasure program – a series of R&D projects aimed at improving harbour water management and other environmental efficiencies, said Ceresola.

“We can now provide ports and harbours with a practical, scalable solution that enables more industries to manage water responsibly. This project underscores our commitment to innovation and sustainability, paving the way for a cleaner, more resilient future.”

[By: Bernhard Schulte Offshore]

Bernhard Schulte Offshore (BSO) has taken delivery of its newest Commissioning Service Operation Vessel (CSOV), built by Ulstein Verft in Norway. The vessel, named ‘Windea Clausius’, was officially christened on 4 September and will serve the global offshore energy industry.

“The new ‘Windea Clausius’ completes our modern offshore fleet which now comprises five state-of-the-art vessels,” says Matthias Müller, Managing Director at Bernhard Schulte Offshore. “The new ship and its sister vessel ‘Windea Curie’, which has been already delivered in June, are characterized by their innovative design features focused on reliability, operability, flexibility, and sustainability.”

“The delivery of ‘Windea Clausius’ marks another important milestone in our long-standing collaboration with Bernhard Schulte Offshore. This vessel represents the forefront of maritime innovation, with a strong focus on sustainability, flexibility, and safety. We are proud to contribute to the green transition in the offshore industry by delivering solutions that combine high performance with a low environmental footprint,” says Lars Lühr Olsen, Managing Director, Ulstein Verft.

‘Windea Clausius’ features two sterns and azimuth propellers at both fore and aft, ensuring optimal performance in Dynamic Positioning (DP) operations and enhancing fuel efficiency. Regardless of whether the vessel is facing towards or away from the weather, it maintains excellent operability and flexibility. With the Ulstein’s TWIN X-STERN design, the ship can minimise motion—critical for safe gangway operations as well as crew and personnel well-being.

Equipped with a large, height-adjustable, centrally located walk-to-work gangway and elevator tower for personnel and cargo transfers, the vessel also includes a 3D motion-compensated crane for offshore lifts of up to five tonnes. Onboard logistics are optimised with spacious storage areas and stepless access to offshore installations. In addition, ‘Windea Clausius’ features a height-adjustable boat landing system that allows for safe and stepless transfer of personnel and equipment between the CSOV and smaller crew transfer vessels—an important safety aspect especially while operating within offshore wind farms. 

The new ‘Windea Clausius’ offers up to 90 cabins with windows for charterers’ offshore personnel. In total, there are 111 cabins providing comfortable living conditions for up to 132 individuals. With hybrid battery propulsion and methanol fuel readiness, the vessel is designed for low-carbon operations and is ideally suited for both operations and maintenance (O&M) and construction support roles, particularly in harsh offshore environments.

The newbuilding is named after the German physicist Rudolf Clausius whose work on thermodynamics established fundamental principles for understanding energy transformations, including wind energy. The naming continues the tradition of naming BSO’s offshore vessels after outstanding personalities and scientists, as the ‘Windea La Cour’, ‘Windea Leibniz’, ‘Windea Jules Verne’, and ‘Windea Curie.'

Two major offshore wind developers,  Ørsted and Iberdrola, have efforts underway to save their offshore wind projects in the United States. The companies are reportedly trying to win over the Trump administration, which opposes offshore wind energy, by emphasizing the larger investments in the United States.

Energy Secretary Chris Wright, Bloomberg reports, confirmed that the administration is “actively engaged in discussions” with Ørsted over the future of the Revolution Wind project off the coast of Rhode Island and Connecticut. According to the reports, Wright, during a presentation at the Council of Foreign Relations, confirmed that there is “a very active dialogue,” saying the issues of the wind farm were being “worked and discussed.” 

Last month, the Trump administration issued a stop work order for the project, which Ørsted said is 80 percent installed. The company highlighted its large investment, saying that all of the foundations for the 704 MW wind farm are installed and that 45 out of the 65 wind turbines have also been installed. The export cabling and the onshore power substation are nearly complete. 

Ørsted filed a lawsuit challenging the legal authority to suspend the project, calling it a necessary step. The company, however, also said it was continuing to seek a resolution with the administration.

Spanish investment analysts are also saying that Iberdrola, the parent company of U.S. renewable energy company Avangrid, which is the developer for several major U.S. offshore wind farms, is also taking steps to protect its investment. It was revealed last week that the Trump administration was planning to challenge approvals for Avangrid’s New England 1 and 2 offshore projects granted in the last days of the Biden administration. Work was expected to begin this year on New England 1, a 791 MW project, and would be followed by the larger 1,080 MW second phase.

The Trump administration’s moves against the offshore wind energy sector are raising broader concerns, with Avangrid potentially one of the most exposed. In addition to the permits for the New England offshore projects, Avangrid is the developer of Vineyard Wind 1, with Iberdrola telling investors in July that the project was already exporting power from 17 out of 62 planned turbines, with 23 turbines installed, and supplying approximately 30 percent (241 MW) of its full capacity of 806 MW. Congressman Bill Keating told the MV Times last week he was afraid the administration might target Vineyard Wind with a similar stop work order. 

Avangrid also holds licenses for the Kitty Hawk wind farm offshore from North Carolina. It is also the developer for a potential 3 GW Gulf of Maine wind farm. Analysts note that the U.S. offshore wind energy sector is a major part of Iberdrola’s investment and growth strategy.

The analysts believe Iberdrola is highlighting its broader investment strategy to the Trump administration to protect its wind farm licenses. A third of the investments in the company’s 2024-2026 Strategic Plan, or more than $14.7 billion, are in the United States. 

The Trump administration has been proud to highlight the large investment commitments coming from foreign companies into the United States. Analyst Aranzazu Bueno at Bankinter believes the company will work to highlight its full investment potential to protect the offshore wind projects as its main growth avenue in the United States. The company will be presenting to investors on September 24, and there is some anticipation that it could grow its U.S. investment commitments to more than $21 billion.

Wright, however, continues to question the viability of offshore wind energy. Bloberg reports he said the U.S. government is not responsible for a company’s finances, countering the claims of the large investments made into the offshore wind projects, which are now in jeopardy. He called offshore power “costly” and said it has “limited job potential.”
 

[By: Jones Walker LLP]

Jones Walker LLP is pleased to announce that its Maritime Practice Group received national rankings in the 2025 edition of Chambers USA by Chambers and Partners and in the 2025 Legal 500 United States guide.

The Maritime Practice Group was awarded national rankings in all three maritime categories in Chambers USA, including Transportation: Shipping/Maritime: Finance, Transportation: Shipping/Maritime: Litigation (outside New York), and Transportation: Shipping/Maritime: Regulatory. The group was also recognized as a “Top Tier” firm in the Legal 500 United States Transport – Shipping: Finance category and ranked in the Transport – Shipping: Litigation and Regulation category.

One client remarked to Legal 500, “The Jones Walker LLP attorneys are thorough, efficient, and results oriented. Their advice also often includes a recommendation rather than simply stating applicable laws. They take the time to understand a client's business, which makes their advice practicable.”

The following Jones Walker maritime partners were listed individually as nationally recognized attorneys in Chambers USA:

• William C. Baldwin, Transportation: Shipping/Maritime: Finance
• George J. Fowler, III, Transportation: Shipping/Maritime: Litigation (outside New York)
• Grady S. Hurley, Transportation: Shipping/Maritime: Litigation (outside New York)
• R. Scott Jenkins, Transportation: Shipping/Maritime: Regulatory
• Cindy Matherne Muller, Offshore Energy

The following Jones Walker maritime partners, special counsel, and associates were listed as nationally recommended attorneys in the Legal 500 United States:

• William C. Baldwin, Transport – Shipping: Finance (Leading Partners)
• Richard D. Bertram, Transport – Shipping: Litigation and Regulation (Leading Partners)
• J. Kelly Duncan, Transport – Shipping: Finance (Leading Partners)
• George J. Fowler, III, Transport – Shipping: Litigation and Regulation (Hall of Fame)
• Grady S. Hurley, Transport – Shipping: Litigation and Regulation (Leading Partners)
• R. Scott Jenkins, Transport – Shipping: Litigation and Regulation (Leading Partners)
• Sara B. Kuebel, Transport – Shipping: Litigation and Regulation (Leading Associates)
• Jefferson R. Tillery, Transport – Shipping: Litigation and Regulation (Leading Partners)
• Christopher K. Ulfers, Transport – Shipping: Finance (Next Generation Partners)

[By: American Association of Port Authorities]

Today, the American Association of Port Authorities (AAPA) submitted official comments in response to a U.S. Department of Transportation (DOT) Request for Information (RFI) ahead of the upcoming federal surface transportation reauthorization (STR) legislation that Congress is set to develop.

In the comments, Cary S. Davis, AAPA President and CEO, emphasized that, “Infrastructure takes time to build. It cannot be expanded or contracted rapidly in response to crises or market trends. It is therefore critical to set up our ports for success with ample funding to prepare the American maritime industrial base to compete and win in a world marked by intense global competition and economic pressures.”

One of AAPA’s top priorities for the next STR is an advanced appropriation of $10.9 billion over five years for the Port Infrastructure Development Program (PIDP). This figure has already been shared with Congress and represents the total funding ports have applied for over the last five years of PIDP applications. Not only is PIDP in line with the Trump Administration’s big picture goal of restoring the maritime industry, but it also unlocks non-federal investment in port infrastructure. On average, for every dollar ports apply for from PIDP, they match that application with a dollar of state, local, or private investment to match every Federal dollar of project costs.

Other AAPA priorities outlined in the comments include:

1. Equitable funding for ports alongside other modes;
2. Directing more formula funding to build port infrastructure;
3. More reasonable Build America, Buy America (BABA) regulations; and
4. Permitting reform.

Read AAPA’s one-pager on the industry’s STR requests already submitted to Congress here.

Read AAPA’s full comments here.

[By: American Association of Port Authorities]

The American Association of Port Authorities (AAPA) sent a letter last week to House Transportation and Infrastructure (T&I) Committee leaders, urging bipartisan action to expand federal counter-unmanned aircraft systems (C-UAS) authorities and to ensure seaports are explicitly eligible for any pilot program. The letter was addressed to Chairman Sam Graves (R-MO), Aviation Subcommittee Chairman Troy Nehls (R-TX), and Ranking Member Rick Larsen (D-WA).

In the letter, AAPA President and CEO Cary S. Davis wrote, "Understanding that implementation will rely on partnership with SLTT law enforcement, we respectfully request that seaports be explicitly recognized as potential sites for pilot deployment, especially given their DHS-designated status as critical infrastructure."

Ports facilitate over 70 percent of U.S. trade and sustain more than 31 million jobs. Still, they face increasing threats from unauthorized drones flying over hazardous storage areas, sensitive perimeters, and critical operations. Several ports have reported incidents that disrupted activity and posed safety risks. Despite these threats, ports lack the legal authority and technical resources to respond in real-time.

In the letter, AAPA:

• Expressed strong support for bipartisan counter-UAS legislation, including the reintroduction of the Counter-UAS Authority Security, Safety, and Reauthorization Act.
• Called for explicit inclusion of seaports in the pilot program, consistent with their DHS-designated status as critical infrastructure and aligned with Executive Order 14305 on protecting U.S. airspace.
• Encouraged legislative clarity, distinguishing detection technologies from active mitigation, enabling ports to develop lawful layered defense strategies.

AAPA is actively engaged with Congress, in coordination with its Security Committee and Board of Directors, to ensure ports are recognized as critical partners in national airspace security. The letter received positive feedback from professional staff, who noted the importance of industry support and clear operational use cases as the bill text is refined.

AAPA will continue to advocate that ports be included in any expanded pilot program and provide technical assistance to policymakers shaping this legislation.

Read the full letter from AAPA here.

[By: Helm Operations]

Helm Operations today announced that Helm Conference 2025 will be its largest event in company history, breaking records for attendance, sponsorship, and thought leadership participation.

Taking place September 23–25, 2025, at the Marriott Warehouse Arts District in New Orleans, this year’s conference will welcome more than 200 maritime professionals from across North America and beyond. With over a dozen industry-leading sponsors and more than 20 external speakers confirmed, the event will set a new benchmark for collaboration and innovation within the maritime sector.

“We’re thrilled to see Helm Conference grow into one of the premier gatherings in the maritime industry,” said Nolan Barclay, CEO, Helm Operations. “This year’s record numbers are a testament to the energy, commitment, and forward-thinking spirit of our customers, partners, and the broader maritime community. Together, we’re not only solving today’s challenges—we’re shaping the future of maritime operations.”

The 2025 agenda features:

• Expert-Led Sessions: Over 20 external speakers sharing insights on safety, technology adoption, compliance, AI, sustainability, and workforce transformation.
• Hands-On Training & Certification: In-depth Helm CONNECT training, including workshops and labs, with certifications for attendees.
• Peer Networking at Scale: The largest Helm gathering ever, offering unmatched opportunities to connect with peers, partners, and innovators.
• Sponsor Showcase: Twelve sponsoring organizations, representing leaders in maritime technology, services, and operations.

Helm Conference has grown into a key meeting place for harbor docking, barging, offshore support and passenger vessel operators worldwide. The event is designed to foster learning, collaboration, and innovation, bringing together maritime leaders to discuss the future of fleet management and operations.

Helm Conference 2025 takes place September 23–25 in New Orleans, LA.

For more information, including full agenda, speaker list, and registration details, visit: www.helmoperations.com/conference

[By: MSC Cruises]

Playtech today announced the launch of its retail sports betting rollout across the MSC Cruises’ fleet.

The deployment marks Playtech’s entry into the cruise leisure sector and aims to enhance the onboard entertainment experience for MSC Cruises’ guests.

The initial phase of the rollout is now live across seven MSC Cruises’ vessels - MSC Grandiosa, MSC Meraviglia, MSC Seascape, MSC Seashore, MSC World America, MSC World Europa and MSC Virtuosa - with additional deployments scheduled over the coming months.

MSC Cruises’ onboard casinos are designed to deliver a dynamic mix of entertainment, featuring reel, video, and video poker slot machines, alongside timeless table games such as Roulette, Blackjack, Three Card Poker, and Texas Hold’em.

With the addition of sports betting, the cruise line’s guests now have even more ways to engage and enjoy their time at sea.

Guests can place bets on a wide range of sports events through Self-Service Betting Terminals and Playtech’s newly developed mobile tills, all seamlessly integrated with guests’ onboard accounts for a smooth and secure experience.

Mara Friso, Head of Casino, MSC Cruises said, "We are very proud to be able to deliver the excitement and engagement of sports gaming to our guests through our partnership with Playtech. Our fleet of modern cruise ships will provide our customers a wide array of immersive digital content as a complement to our state-of-the-art cruise casinos."

Yori Arami at Playtech added, "We are excited to partner with MSC Cruises and bring our retail sports betting solutions to their impressive fleet. This partnership represents a significant milestone for Playtech as we continue to expand our offerings and provide unique, engaging experiences for players around the world on land and sea."

[By: ClassNK]

ClassNK has issued an approval in principle (AiP) for an ammonia fuelled LPG/NH? carrier, applied for jointly by Kawasaki Heavy Industries, Ltd. and MITSUI E&S Co., Ltd. The certification demonstrates its feasibility from regulatory and safety perspectives.

Ammonia, which does not emit CO? during combustion, is expected to see wider use as a zero-carbon fuel for ships. At present, various studies and development efforts are underway to bring ammonia fuelled ships into practical use.

In 2021, prior to the establishment of specific international standards for the use of ammonia as fuel for ships, ClassNK released the ‘Guidelines for Ships Using Alternative Fuels’ to support pioneering initiatives in this field. The guidelines stipulate requirements for installation, controls, safety devices, etc., aiming to minimize the risks to ships, seafarers, and the environment associated with the use of ammonia fuelled ships. Furthermore, in December 2024, the ‘Interim Guidelines for the Safety of Ships Using Ammonia as Fuel’, which ClassNK had submitted a proposal for safety requirements to the IMO through the Government of Japan, were approved at MSC 109.

ClassNK reviewed the design concept of the vessel based on 'Part C-2: Guidelines for the Safety of Liquefied Gas Carriers Using Ammonia as Fuel (Edition 3.0.2)' and 'Part C-3: Additional Safety Measures for Engine Rooms (Edition 3.0.2)' of the 'Guidelines for Ships Using Alternative Fuels (Edition 3.0)', and examined the risk assessment through HAZID. Upon confirming that the prescribed requirements had been met, ClassNK issued AiP.

ClassNK will continue to contribute to new technology development and social implementation, including safety assessments.

Houthi forces in Yemen have intensified their drone attacks on Israel. On September 7, one of four drones fired at Israel was identified by air defense forces, but not categorized as threat; it hit a terminal building at Ramon International Airport north of Eilat, injuring a civilian. Another three drones in the same wave were shot down over the Egyptian Sinai.

Although Ramon airport was quickly re-opened, this was the first occasion for some time where a Houthi missile or drone has hit a target and caused damage. On September 8, Ramon airport was again targeted, but all three Houthi drones in the wave were detected and destroyed.

Israel always responds to such attacks, and the response on this occasion is likely to be severe, given the scale of the Houthi attack and the propaganda value of its limited success.

Israeli military planners will be aware that the Houthis are now recovering from attacks launched on July 7 against Houthi port facilities in Hodeidah, Salif and Ras Issa. Open source analyst Ben Tzion Macales has examined before-and-after imagery at all three locations. Craters have been filled, and damage has either been repaired or alternative facilities commissioned, such that all three have resumed operations.

Moreover, the complex attack mounted on August 28 by units of both the Israeli Air Force and Navy has not had any noticeable effect as yet either on Houthi policy or operational capability. Prime Minister Ahmed Al Rahawi was killed alongside nine other ministers and two members of the cabinet secretariat. However, these cabinet figures were largely technocrats, and the Houthi political leadership, including the Minister of Defense Mohamed Al Atifi and Chief of the General Staff Muhammad Abd Al Karim Al Ghamari appear to have survived. By dint of their narrow escape, the Houthi leadership is likely to have been emboldened to intensify their campaign against Israel, as has subsequently transpired.

Israel is in the process of mounting its largest-ever military operation in Gaza. At the same time, terrorist attacks in the West Bank have intensified, the situation both in Lebanon and Syria requires constant operational readiness, and Ms Greta Thunberg is about to set off from Tunis with the Global Sumud Flotilla Mission to distract the Israeli Navy off the Gaza coast. Israeli forces are thus over-stretched, but will nevertheless be seeking to launch an operation against the Houthis of a much greater scale – intending that this time, despite the dearth of intelligence, it will succeed in neutralizing the continued missile and drone threat posed by the Houthis. Such an attack is likely to involve both Israeli naval and air forces.

India’s Directorate General of Shipping (DGS) published a draft circular outlining steps it plans to take against a group of 86 vessels, which it says have recurrent reports of seafarer abuse, problems with working conditions, have been detained by port authorities, or are operating without proper paperwork. The move comes as the industry has been pushing for increased action after the International Transport Workers’ Federation warned that abandonments are running at a record high level.

The draft circular, which is dated September 5, highlights that the DGS has received repeated complaints and reports of abandonment, detention, or arrest of Indian seafarers on certain vessels. A majority of the vessels, it also asserts, are operating without minimum mandatory documents, including valid P&I insurance. They also report “poor compliance” from recruiting and placement agencies, saying the vessels are operating without proper documentation for the seafarers.

Further, the Indian authority reports that in many cases it has not received responses when approaching the respective flag state or port states for the vessels. Under the maritime labor conventions, states have obligations when owners/operators abandon vessels within their registries.

The cases being cited include non-payment of wages, lack of repatriation, and inhuman and unsafe working conditions. They also report that the vessels have been detained by port authorities and, in some cases, have been involved in cases of cheating and fraud.

A total of 86 vessels have been identified in 2025 based on “the gravity, recurrence, and enforcement challenges.” The DGS reports “show cause” notices have been issued to several crewing agencies linked to the ships.

The list of ships is varied both in type of vessel and flag. One name that immediately stands out is the product tanker Eagle S, which is at the center of the case in Finland, alleging the tanker intentionally dragged its anchor, damaging undersea cables. Three crewmembers, including one Indian national, are currently on trial in Finland. Other vessels listed include general cargo ships, tankers, and a RoPax.

The draft circular directs the recruiting and placement agencies to immediately stop recruiting or engaging Indian seafarers on the blacklisted vessels. Further, they are directed to arrange the prompt sign-off at the earliest possible port for the Indian crewmembers and their safe repatriation to India with wages, health, and welfare entitlements.

The agencies are also required to provide reports within 14 days detailing the seafarers employed on the vessels. They are to detail their repatriation status and wages, and any outstanding pay. Agencies that fail to complete the steps are threatened with suspension or cancellation of their licenses.

The ITF called for new actions, warning in August that the rate of abandonment was seeing a “disturbing surge” in 2025. It reported having recorded 2,648 cases of seafarer abandonment across 259 vessels compared to 3,133 seafarers abandoned in all of 2024. That was up 87 percent from 2023.
 

[By: MARL International]

MARL International, part of Glamox, a global leader in lighting, announced today that it is partnering with Canadian firm Apex Industries, which will manufacture its marine lighting systems under licence in Canada for three destroyers for the Royal Canadian Navy (RCN).  

Apex Industries was awarded the lighting systems contract by Irving Shipbuilding, which will build the vessels at its shipyard in Halifax, Nova Scotia, while Lockheed Martin Canada will provide the defence equipment. The vessels are part of the River Class Destroyer programme. The lighting contract covers the first three ships, with options for a further three. The RCN plans a total of 15 vessels designated ‘River Class,’ as they are named after Canadian rivers.

The interior and exterior of each warship will be fitted with energy-efficient LED marine lights, including emergency lighting, along with light management systems for their operation. An initial total of around 9,000 lights will be supplied.

MARL International, which was acquired by Glamox in August 2024, is subcontracted to Apex as the lighting design authority. MARL will transfer licensing rights to Apex to manufacture and assemble the marine lighting at Apex’s production facility in Moncton, New Brunswick.

“We are delighted to partner with Glamox’s MARL International and value its commitment to transfer its technology to Canada,” said Keith Parlee, CEO of Apex Industries. “The partnership not only enables the growth of our Moncton workforce but positions Apex to strengthen our offerings to a wider Canadian supply chain.”

The first three River-class vessels are named HMCS Fraser, HMCS Saint-Laurent, and HMCS Mackenzie. They are based on the ‘Global Combat Ship’ design used by the UK Royal Navy’s Type 26 frigates and the Royal Australian Navy’s Hunter-class frigates. The RCN vessels will replace the Navy’s Iroquois-class destroyers and Halifax-class frigates and will be able to perform a range of roles, from high-intensity conflict to humanitarian aid.

“Our collaboration with Apex Industries continues Glamox’s history of lighting vessels for the Royal Canadian Navy over the past 35 years. This latest contract marks another significant achievement for the Glamox Group,” said Astrid Simonsen Joos, Group CEO of Glamox. “Our long-term licensing agreement with Apex ensures that our lighting is produced in Canada, and MARL is a partner within the Apex team, which will support Canada’s industrial and technological needs for years to come.”

The first ship lighting package is scheduled to be delivered by the end of 2026, with lighting for the other vessels delivered thereafter. These warships are expected to enter service with the RCN in the early 2030s.

The Spanish government announced a series of new actions expanding its previous arms embargo on Israel in response to the latest rounds of fighting in Gaza. Israel’s Foreign Minister responded angrily, prompting Spain to further announce it has recalled its ambassador from Tel Aviv.

Spanish Prime Minister Pedro Sanchez announced a total of nine steps in a video statement saying they were being taken in response to the ongoing fighting in Gaza. “The Spanish government believes that protecting your country is one thing, and bombing hospitals and starving innocent children to death is quite another.”

Among the specific steps the government said it would take are prohibiting the transit through Spanish ports for all ships carrying fuel to the Israeli armed forces. It also said that it would deny entry into Spanish airspace to all state aircraft transporting defense materials to Israel and take other steps limiting travel and Israeli officials' travel into Spain. According to the reports, the efforts will have to be approved by the Spanish parliament.

Spain claims to have a “de facto” arms embargo in place on Israel, announced in October 2023 and enforced since May 2024. The Prime Minister said they would formalize this with the approval of a Royal Decree Law that consolidates the arms embargo. Separately, they also announced a further increase in humanitarian aid to Gaza.

Activists had been pressuring Spain, including a series of actions in 2024 targeting cargo ships making port calls in Spain. Maersk Line, Ltd., which operates ships with a contract to the U.S. government, diverted some of its ships to Morocco while denying the activist claims that it was carrying illegal materials to Israel.

Israel’s Foreign Minister Gideon Sa’ar released an angry response to Spain’s actions, linking them to antisemitism. He called the actions “a hostile anti-Israel line, with wild rhetoric dripping with hatred.” He traced Spain’s actions against the Jewish people back to the Inquisition and other “ethnic cleansing” in the 1500s.

Turkey, last month, took a similar action, expanding its trade embargo on Israel. It closed its ports to all ships linked to Israel and barred Turkish ships from sailing to Israel.