The Lyriq has been a bright spot for Cadillac, but it had a dismal second quarter as sales tumbled 31.2% to 5,017 units. This followed a disappointing first quarter and year-to-date sales are down 28.8% to 9,317.

That’s a disappointing showing, but nearly 25% of Cadillacs sold in the first half of the year were electric. That figure was the “highest among full-line luxury brands” and Cadillac was the “luxury EV market share leader” in the second quarter.

Review: Is Cadillac’s New Vistiq The Baby Escalade You’ve Been Waiting For?

While the Lyriq got the short end of the stick, the company pointed to “strong initial demand” for the Optiq, Vistiq, and Escalade IQ. The Optiq racked up 3,224 sales, while the Vistiq found 1,744 takers. Cadillac also delivered 1,810 Escalade IQs, which start at $130,090 for 2025.

Despite modest sales, more EVs are coming including the Lyriq-V, Optiq-V, and Escalade IQL. The latter arrives this summer and begins at $132,795. That’s pretty expensive, but the luxury SUV has 460 miles (740 km) of range as well as a 0-60 mph (0-96 km/h) time of 4.7 seconds.

Elsewhere in the lineup, the gas-powered Escalade was the biggest seller as consumers snapped up 11,692 units. That was an increase of 16.1% and the boost was likely aided by a rather significant facelift.

The XT4 was off 22.2%, while the XT5 and XT6 saw slight gains. Unfortunately, all three models are getting old at this point and the three-row crossover has a date with the undertaker – at least in North America.

Last but not least, Cadillac sedans saw mixed news. The CT5 was up 9% to 4,187 units, while the CT4 crashed 19.1% to 1,430 units.

Cadillac US Sales

Mitsubishi’s European return is starting to take shape in unexpected yet practical ways. After announcing its retreat from the region in 2020 due to mounting losses, the brand has quietly shifted gears. Now, five years later, Mitsubishi is expanding its presence across Europe by tapping into its alliance with Renault, opting for strategic efficiency over in-house development.

More: Mitsubishi Eclipse Cross Returns But It’ll Be As Japanese As A Croissant

That partnership began with the Mitsubishi Colt and ASX, which are essentially Renault Clio and Captur models with new badges. The next phase arrives in September with a fully electric successor to the Eclipse Cross, sharing its platform with the Renault Megane E-Tech crossover.

Following that, Mitsubishi plans to launch a more family-focused model called the Grandis, based on the Renault Symbioz, before the end of the year.

Building Identity in a Shared Platform World

There’s understandable skepticism around badge engineering, but Mitsubishi isn’t ignoring the criticism. Frank Krol, CEO of Mitsubishi Motors Europe, addressed this in a conversation with Auto News. He said the upcoming Eclipse Cross EV will be “much more Mitsubishi” than previous rebadged efforts.

He also emphasized the brand’s intention to bring more own-developed models to Europe. At the moment, the Outlander PHEV is the only vehicle that fits that description.

Still, Krol hinted at another stage of Mitsubishi’s collaboration with Renault for the near future. While he didn’t get into details, this could be a new model based on the next generation of the Renault Clio that is expected to debut before the end of 2025.

Mitsubishi’s target is to grow annual European sales to between 75,000 and 80,000 units, up from 60,879 in 2024. That figure already represented a 44 percent increase over 2023, largely driven by the strong performance of the Renault-derived Colt and ASX.

The Problem And A Possible Answer

Despite some encouraging progress, Mitsubishi’s Renault-based models haven’t been able to offset recent losses. Between January and May 2025, the brand saw a 29 percent drop in European sales. Much of that decline stems from the discontinuation of the Space Star (Mirage) and Eclipse Cross, both of which were pulled from the market after falling short of updated safety regulations.

More: Mitsubishi’s American EV Will Be A Nissan In Disguise

The departure of the Space Star is especially significant. In 2024, it made up 39 percent of Mitsubishi’s European sales, occupying the crucial entry-level spot in the lineup. Without a replacement in the city car segment, the brand faces a clear gap in its offering.

Kei Cars in Europe? Not So Simple

One potential fix could lie in a European take on Japan’s kei car segment, an idea floated by Stellantis Chairman John Elkann and former Renault CEO Luca de Meo. For Mitsubishi, this approach would tap into its deep kei car know-how without requiring heavy investment in Europe-only models.

As Krol put it, “That would be a good tool to ramp up this industry in terms of electrification.” Still, he was quick to add that bringing kei cars to Europe “sounds easier than it is,” hinting at the regulatory and market hurdles involved.

Mitsubishi is currently active in 20 European markets, with two more under review. That’s a notable drop from the 32 markets it covered in 2019, a decline largely tied to the withdrawal of the L200 pickup from the region. According to Krol, reintroducing the midsize truck in Europe would require an electrified powertrain, which isn’t a commercially viable option given the segment’s limited sales potential.

Earlier this year, Mitsubishi cancelled plans to develop two in-house electric vehicles, choosing instead to focus on hybrids and plug-in hybrids. During a May earnings call, global CEO Takao Kato acknowledged the need for EVs in Europe, but said the company would meet that demand by leveraging products from partner OEMs rather than going it alone.

The EV race isn’t just heating up, it’s turning existential for legacy automakers. At the Aspen Ideas Festival last Friday, Ford CEO Jim Farley made that reality clear. If American car companies can’t keep up with China’s EV momentum, he warned, Ford’s future may be in jeopardy.

“We’re in a global competition with China, and it’s not just EVs,” he said before dropping the hammer. “If we lose this, we do not have a future Ford,” he said. This man isn’t speaking from hearsay either. He’s speaking from experience.

More: Thousands Of Chinese Cars Sank With This Ship And The Bill Keeps Climbing

His warning comes after a string of trips to China, six or seven in the past year, he says. There, he saw firsthand how fast Chinese automakers are outpacing the West. It’s the most humbling thing I have ever seen,” he explained.” Why be so blown away by a nation that can’t sell cars in the USA? It comes down to production.

Chinese EVs: High Volume, High Quality

According to Farley, not only is China making more EVs than anybody else, but their quality isn’t lacking either. “Seventy percent of all EVs in the world, electric vehicles, are made in China,” Farley said. That statement comes not long after Xiaomi launched the YU7, a $35,000 luxury SUV that allegedly has 200,000 orders already.

“They have far superior in-vehicle technology. Huawei and Xiaomi are in every car. You get in, you don’t have to pair your phone. Automatically, your whole digital life is mirrored in the car. Beyond that, their cost, the quality of their vehicles is far superior to what I see in the West,” Farley says.

So the message is clear. Farley wants to see the U.S. catch up with China as quickly as possible. Despite that, Ford is adapting its strategy to produce fewer EVs, not more. That’s because the markets Ford caters to seem more interested in hybrids right now. Business Insider points out that Ford’s shares are up by more than 9 percent so far this year.

Still, the larger question lingers: will adjusting course be enough to compete long-term in a global EV market increasingly defined by China’s dominance? Farley isn’t waiting for the answer; he’s already sounding the alarm.

Before they even reached customers, a small batch of Polestar 3s had to go back to the shop — again. Nineteen vehicles that were already reworked during production are now being recalled due to an issue introduced during that very process. The problem at hand isn’t a tiny one either.

The panoramic glass roof on these SUVs could detach while driving, which would be an alarming sight for anyone on the road behind them.

Read: Polestar 4 Pricing Is Out And So Is The Rear Window

According to Polestar, the 3s in question needed a paint rework during production. During that process, technicians used masking tape, and the automaker is worried that it wasn’t removed correctly. In cases where some is left behind, the glass and body structure might not adhere properly. Ironic in this case that additional tape might make two things not stick so well.

What to Watch For

That all said, Polestar does provide some insight for owners who might wonder if they own one of the affected cars. Beyond simply searching for their VIN through the NHTSA or their local dealer, owners can look for warning signs. These include water leaking into the cabin, an unsuspected increase in cabin noise, and errors with various electrical systems.

Oh, and there’s one more thing. Polestar points out that it’s possible that the roof could “separate from the vehicle.” Notably, it adds that this is an unlikely possibility and that it would probably include high speeds, a bumpy road, and somewhat dramatic acceleration or deceleration. All and all, it seems like this is a relatively small issue and one that very few owners will have to deal with.

Next Steps for Owners

Those affected can expect Polestar to remove any masking tape around the panoramic roof and replace the roof itself. Polestar 3 owners with a build date after December 3, 2024, don’t have to worry about this, as the manufacturer has mended the issue after that. The automaker will send out owner notification letters no later than August 18.

Tesla’s new Model Y only made its debut a few months ago, but faced with flagging sales and aggressive rivals, the automaker is already making changes to make it and the Model 3 more appealing to buyers – specifically Chinese buyers.

Long Range AWD versions of the facelifted Model Y and Model 3 sold in China now go further on a charge and are faster from stoplights thanks to minor tweaks announced this week. Without changing the size of the battery, Tesla now claims the Y can do 466 miles (750 km) on a single charge, up from 447 miles (719 km) under China’s CLTC testing cycle.

Related: A Model Y Drove 30 Minutes To Deliver Itself To Its New Owner

And the Model 3 enjoys an even bigger boost, gaining 25 miles (40 km) to take total claimed range to 468 miles (753 km), though these numbers are Chinese CLTC figures and not comparable with more honest EPA estimates. Tesla quotes 327 miles (526 km) for a US-spec Y LR AWD and 346 miles (557 km) for a Model 3.

The Model 3 is also much faster following Tesla’s spec adjustment, needing just 3.8 seconds to hit 62 mph (100 km/h), rather than 4.4 seconds. It’s not clear how this was achieved, but Car News China speculates it could be because Tesla has made standard the Sports acceleration feature that was previously a ¥14,100 ($2,000) option.

The Model Y is far less speedy, requiring 4.3 seconds. Neither of those acceleration figures matches up with the numbers Tesla advertises in Europe, where the Model 3 claims a 4.4-second 0-62 mph time, but the Y is said to need 4.8 seconds.

The upgrades come at no extra cost on the Model Y, which stickers at ¥313,500 ($43,800), but they add ¥10,000 ($1,400) to the price of a Model 3 Long Range AWD, which is now ¥285,500 ($39,900). For context, the equivalent Model Y in the US is $2,310 cheaper than in China, though only when factoring in the $7,500 federal tax credit, while the Model 3 is just $90 more expensive.

It remains to be seen whether these upgrades will make their way to other markets. Tesla hasn’t confirmed any plans yet, but buyers in Europe and North America will likely be watching closely to see if the same range and performance improvements roll out beyond China.

Tesla

The days of generous federal tax credits for electric vehicles may be numbered, and the countdown is moving faster than expected. Lawmakers in the Senate are now pushing to end the $7,500 tax credit for new EV purchases even earlier than previously proposed, potentially phasing it out by September 30, 2025.

Read: Republican Senators Are After Your EV Tax Credit

If the bill passes, the cost of buying a new EV could rise significantly once the credit disappears. And it’s not just new vehicles facing changes. The same Senate budget proposal also targets the $4,000 tax credit for used EVs, which may be eliminated as part of the legislation.

A Rapidly Accelerating Timeline

As we reported in mid-June, President Donald Trump’s “One Big Beautiful Bill Act” first proposed cutting the EV tax credit, and more recently, Republican Senators aimed to axe the EV credit within 180 days of legislation being passed. They also proposed ending the used EV credit within 90 days, and wanted to immediately cancel it for leased vehicles not manufactured in the United States. This timeline could be accelerated.

Now, under the latest revisions, both credits could vanish as soon as late September, less than three months from now. Lawmakers are aiming to finalize the legislation by July 4, so a decision may come sooner than expected.

A Double-Edged Bill for Automakers

If the credits do disappear, it’s likely to affect demand, at least in the short term. Fewer incentives usually mean fewer buyers, and many automakers could see EV sales take a hit. Yet in a somewhat contradictory move, the same bill also proposes eliminating penalties for manufacturers that fall short of federal fuel economy targets. That change could ease regulatory pressure on automakers, potentially softening the financial blow from declining EV sales.

Dealers Ask for a Grace Period

Auto retailers are already bracing for disruption. Speaking with Auto News, the National Automobile Dealers Association (NADA) urged lawmakers to allow for a smoother transition.

“Dealers are still carrying a high EV inventory with approximately 140,000 EVs currently on dealer lots,” NADA said. “If EV tax credits are going to be repealed, NADA urges Congress to include a reasonable transition period.”

Even if the final cutoff date shifts slightly, it’s increasingly likely that both new and used EV credits will disappear before the end of 2025. So if you’re thinking about buying or leasing an electric vehicle, you may want to move sooner rather than later.

The new-age Leaf might be the spark that Nissan needs to capture public attention again, but it’s not the only model working in the brand’s favor. Another EV has been quietly gaining traction, and it might be an even more immediate success story.

We are, of course, talking about the N7 that was recently launched in China. Built through the Dongfeng-Nissan joint venture, it received more than 20,000 orders within six weeks of its release. Yes, that’s nothing compared to the 289,000 YU7 orders that Xiaomi claims to have locked in within just one hour, but over 20,000 is a respectable figure for Nissan and shows it’s at least done something right with its new EV.

Read: Nissan’s $17K Maxima-Sized EV Took Off In China And Now It’s Going Global

In a social media post, Nissan confirmed that after N7 deliveries began in China on May 17, it’s now celebrating the handover of its 10,000th unit to a customer after 45 days While that number isn’t especially notable for a new EV in China, it does stack up well against Mazda’s EZ-6.

According to Chinese media, Nissan reportedly delivered 3,034 N7s in May, while Mazda moved just 1,821 units of the EZ-6 during the same period.

Part Japanese, Part Chinese, All Successful

One reason the N7 seems to be gaining traction is its approach, which aligns with that of many successful Chinese EVs. It delivers a well-rounded package, combining modern features and everyday usability at a highly accessible price. Depending on the trim, it starts at 119,900 yuan (around $16,800) and tops out at 149,900 yuan (about $25,100), making it a compelling option for budget-conscious buyers who still want a full-featured electric vehicle.

The N7 features a sleek, contemporary exterior that’s likely to resonate with a wide range of buyers. Inside, the cabin takes a minimalist approach, anchored by a large central infotainment screen, a digital gauge cluster, dual wireless smartphone chargers, and a clean, flowing dashboard. The two-spoke steering wheel, fitted with a pair of toggles, mirrors the design language seen in many other EVs currently on the Chinese market.

Encouraged by the strong response in China, Nissan now plans to bring the N7 to global markets. Although specific countries haven’t been officially confirmed, Japan and Australia are expected to be among the first. There’s also a strong possibility the model will be introduced in Malaysia and select European markets, if not across the region.

Under the Great Plains, there's an aquifer powering the region's agriculture system. But it's running out of water, prompting farmers in middle America to consider more environmentally friendly crops.

The National Climate Assessment is the most influential source of information about climate change in the United States.

(Image credit: Ethan Swope)

Learn more about STN’s Innovator of Year in the new July issue and get excited for STN EXPO West this month. Additionally, Washington D.C. experiments with speed limiters.

Christopher Faust, transportation director for Sangamon Valley CUSD #9 in Illinois and a 2024 STN Rising Star, discusses leading a new district, surviving tornadoes and a windstorm that blew away part of a facility, facilitating technology and teamwork improvements, and anticipation for STN EXPO West.

Read more about operations and see the STN EXPO agenda.

This episode is brought to you by Transfinder.

Message from RIDE.

Message from School-Radio.

Stream, subscribe and download the School Transportation Nation podcast on Apple Podcasts, Deezer, Google Podcasts, iHeartRadio, RadioPublic, Spotify, Stitcher and YouTube.

The post (STN Podcast E264) Tornado Warning: Illinois Rising Star Discusses Leadership, Operations appeared first on School Transportation News.

As diesel school buses reach the end of their lifeline, many school districts are exploring battery-electric options as a cleaner, healthier, and more cost-effective alternative. While there may be initial concerns around workforce readiness, safety, and driver experience, the transition to electric school buses brings a host of benefits – and we’re here to help guide you through it.

Will I need to find new trained and skilled personnel to operate and maintain these new electric buses?

A successful shift to electric school buses does depend on a knowledgeable workforce, but that doesn’t mean starting from scratch. At RIDE, we offer a tiered training program that covers everything from basic maintenance to advanced technical diagnostics, designed to support your team every step of the way.

We understand that each school district has unique needs, which is why we customize our support to fit your specific requirements – whether through the RIDE customer service team or our network of authorized maintenance dealers. Our team is always just a phone call away, ready to guide you through the transition with personalized assistance every step of the way.

How do electric school buses improve rider safety?

Safety, especially battery safety, is our top priority. RIDE school buses are purpose-built and equipped with lithium-iron phosphate battery technology offering a reliable and secure solution for student transportation.

RIDE batteries undergo extensive testing including crushing, heat and puncture resistance, and come with a 12-year warranty. Through innovative technologies, rigorous testing, and comprehensive training programs, RIDE goes above and beyond to ensure battery safety – offering a level of assurance that sets us apart from our competitors in the market.

In addition to battery safety, RIDE electric school buses have successfully passed some of the most rigorous structural tests in the industry, including a side intrusion test and the Colorado Racking and Kentucky Pull Test, ensuring maximum structural integrity and safety.

Furthermore, RIDE buses are equipped with all key industry-standard safety components. Our engineering team works closely with suppliers to continuously enhance product safety from the rider’s perspective.

Will electric school buses affect driver performance?

Electric school buses are designed to enhance, not hinder, driver performance. Many drivers report a smoother and more responsive driving experience compared to diesel buses. With instant torque and regenerative braking, electric buses provide greater control and easier handling, particularly in stop-and-go traffic or on hilly routes.

The quiet operation of electric school buses heightens the driver’s ability to monitor the school bus and its passengers. The overall reduced noise level allows for clearer communication between the driver, students, and any adults on the bus, especially during emergencies or stops. The sustainable design also helps reduce harmful emissions, improving air quality for students – especially those with asthma or respiratory issues.

In addition, the quiet operation of electric buses helps reduce driver fatigue and allows for better focus. Without the constant rumble of a diesel engine, drivers can more easily hear and communicate with students, leading to a calmer and safer ride.

The shift to battery-electric school buses represents more than just a change in technology – it’s a commitment to cleaner air, healthier communities, and a more sustainable future for our students. While the transition may come with questions, solutions are already in place to support every step of the journey. Let’s take the next step forward, together.

Learn more at ride.co. Read Jason Yan’s Q&A from the July issue of School Transportation News and co-CEO Patrick Duan’s Q&A from the June issue.

The views expressed are those of the content sponsor and do not reflect those of School Transportation News.

The post Moving Forward Together Toward a Battery-Electric Future appeared first on School Transportation News.

Iran's naval forces were loading up mines in preparation for a possible closure of the Strait of Hormuz, two U.S. officials told Reuters this week. The closure would have been damaging to Iran's own diplomatic and economic interests, and never occurred, but the mine loadout may suggest that Iranian leadership was actively considering the option. 

Mine warfare would be one of Iran's most potent options for causing havoc for its Western adversaries. The Strait of Hormuz handles about 20 percent of the world's oil and LNG, along with an increasing volume of containerized trade for the GCC states. Even a partial shutdown would disrupt trade and send the price of oil north of $100 per barrel, according to Goldman Sachs. 

Targeted attacks are one possibility for Iran, which has an array of anti-ship ballistic missiles, drones, cruise missiles, and suicide drone boats to bring to bear on maritime targets. But mines offer something more. They are comparatively cheap, easy to deploy, hard to remove and psychologically intimidating. A tethered mine or bottom mine is undetectable to most vessels, so to a crew, the threat could be anywhere. And when one does go off, it is harder to place blame on the offending party, since the vessel that laid the mine has already long since departed.

If Iran had wanted to use its mines in the strait, it would have had a large stockpile to draw on. Iran possesses about 5-6,000 naval mines of various types, including Russian-made MDM-6 bottom mines and powerful Chinese-made EM-52 rocket-propelled mines. It can deploy them covertly with its mini-submarine fleet or less subtly with its surface vessels. Gav Don, a former British naval intelligence officer, told BNE that marine insurers would suspend coverage for the strait if it were mined, forcing tankers to go to anchor and bringing traffic to a halt. 

Iran has used mines on traffic in the strait before. During the Iran-Iraq Tanker War in the late 1980s, Iran deployed sea mines to target U.S. Navy convoys in the Persian Gulf and Strait of Hormuz, prompting a comprehensive U.S. military response. After an Iranian mine nearly sank the frigate USS Samuel B. Roberts, the U.S. Navy retaliated with Operation Praying Mantis - a comprehensive strike that sank one frigate, one gunboat and three speedboats, destroyed two oil platforms and left another frigate badly damaged. More than 50 Iranian servicemembers were killed. 

The BBC World Service has obtained a previously unreported VDR transcript of what may be a series of conversations between the master of the burned-out container feeder XPress Pearl and shoreside managers. The document was filed by Sri Lanka's government in a case before Colombo's Supreme Court; the shipowner disputes the document's accuracy and completeness, and is contesting it in court proceedings. 

The BBC's report appears to confirm initial accounts of a slow-rolling catastrophe that began long before XPress Pearl reached Sri Lanka in May 2021. It provides new details of the crew's attempts to respond to a leaking container of nitric acid, and the Russian master's growing frustration with the lack of a solution. 

"About one liter an hour [leak rate from the container]. Remain the same. We're washing deck continuously by fire pump, seawater, because main deck too much corrosion . . . very strong chemical, very strong chemical," Russian master Vitaly Tyutkalo said. "If you will read my email, I sent to everybody, right, already three days fire pump running. But leakage remain on deck and maybe more and more corrosion."

After the call with the home office, he complained to a crewmember on the bridge that "they don't take any action, don't give me any advice," and claimed that company officials wouldn't take responsibility, the VDR transcript suggests.

Port officials at Hamad, Qatar and Hazira, India refused to provide a port-of-refuge service to unload the leaking boxes from Xpress Pearl, so the container ship sailed onwards to Colombo, Sri Lanka, a voyage of some 1,000 nautical miles southeast from Hazira. After arrival off Colombo, a container on deck caught fire, but local authorities refused to allow XPress Pearl to berth for firefighting operations. It burned and sank, releasing acids, caustic soda, 9,700 tonnes of epoxy resin and 1,680 tonnes of plastic pellets into the water (minus any amounts consumed by the fire). It is believed to be the largest plastic spill in history.

The master faces criminal charges in connection with the disaster and remained in Sri Lanka at least as recently as last year, free to live on the island but unable to leave until court proceedings have finished. 

One crewmember lost his life after a tug went aground at a remote beach in Southeast Sulawesi, according to rescue agency Basarnas. 

On Friday night, the tug Iska 1165 was swept aground in foul weather and high waves just off the coast of Tanjung Goram, on the north end of the island of Buton. The vessel was swamped by heavy wave action, and the crew took action to get help. 

At about 2230 hours, three crewmembers jumped over the side and attempted to swim ashore. One made it safely to dry land, another turned back to the tug because of the rough conditions and climbed aboard, and the third died in the attempt. His body was recovered in the early hours of the next morning. 

The nearest SAR station was about 33 nautical miles away, and authorities received first word of the grounding at about 0200 hours Saturday morning. A team with a RIB got under way and arrived on scene at about 0540 hours.  

Initial attempts to reach the six remaining crewmembers on the tug were not successful because of severe surface conditions, which prevented the RIB crew from approaching. The waves abated at about 0830, and all six crewmembers were safely evacuated. All were taken to a nearby health center for evaluation. The remains of the deceased crewmember - identified as Antonius Parantuan, 44 - were delivered to a hospital morgue.  

[By: Inmarsat Maritime]

Inmarsat Maritime, a Viasat company, has announced that orders for NexusWave have exceeded1,000-vessels. Following months of rigorous development and testing, the service has gained incredible momentum in its first six months on the market with global customers adopting NexusWave for their fleets. This milestone underscores the global shipping industry’s strong appetite for a fully managed, high-speed, bonded connectivity service that combines the power of multiple networks with the convenience of a single provider.

Early adopters such as “K” Line, Anthony Veder, Mitsui O.S.K. Lines, Solvang, Sallaum Lines, Parlevliet & van der Plas Group and others are already reaping the benefits of transforming their vessels into floating offices and homes.

Inmarsat’s NexusWave brings together Global Xpress (GX) Ka-band, low-Earth orbit (LEO), coastal LTE, and resilient L-band services into a seamless, fully managed solution. Inmarsat’s unique ‘network-bonding’ technology is designed to allow connected applications to harness the aggregate speed and capacity of all available networks simultaneously rather than relying on one at a time.

Recent real-world tests have demonstrated NexusWave’s exceptional performance, achieving download speeds of up to 340 megabits per second (Mbps) and upload speeds of up to 80 Mbps. Network availability on vessels has consistently exceeded 99.9%, and video call quality has remained virtually unaffected by the availability or performance of any single network. Inmarsat’s solution dynamically adjusts traffic routing to maintain a seamless user experience, even in connectivity hotspots.

Users also benefit from unlimited data, global coverage, and secure-by-design infrastructure, providing complete ‘connected confidence’. For seafarers onboard it means they can enjoy a wide range of applications, including web browsing, streaming, gaming, video and voice calling, messaging, and social media access, providing a ‘home-like’ connectivity experience while at sea.

Ben Palmer, President, Inmarsat Maritime, said: “We are incredibly proud to have surpassed the 1,000-vessel mark for NexusWave orders. This achievement is testament to the vision and commitment of everyone involved in the development process. It also reveals a strong appetite among forward-thinking operators for connectivity that provides more than just high speeds and reliability.

“NexusWave offers everything shipowners need to transform their vessels into floating offices and homes – and thereby drive their digitalisation strategies and crew welfare initiatives. It is designed to provide full connected confidence underpinned by global coverage, unlimited data, and enterprise-grade cybersecurity. Crucially, it combines all of the above with the convenience of working with a single, trusted maritime connectivity partner.”

Forward-Looking Statements
This press release contains forward-looking statements that are subject to the safe harbors created under the Securities Act of 1933 and the Securities Exchange Act of 1934.  Forward-looking statements include, among others, statements that refer to the features and benefits of the NexusWave solution. Readers are cautioned that actual results could differ materially from those expressed in any forward-looking statements.  Factors that could cause actual results to differ include: our ability to access third-party capacity and services; risks associated with the construction, launch and operation of satellites, including the effect of any anomaly, operational failure or degradation in satellite performance; our ability to realize the anticipated benefits of the ViaSat-3 class satellites and any future satellite we may construct or acquire; unexpected expenses related to our satellite projects; our ability to successfully implement our business plan for our broadband services on our anticipated timeline or at all; capacity constraints in our business in the lead-up to the launch of services on our satellites; our ability to successfully develop, introduce and sell new technologies, products and services; and other factors affecting the maritime sector.  In addition, please refer to the risk factors contained in our SEC filings available at www.sec.gov, including our most recent Annual Report on Form 10-K and Quarterly Reports on Form 10-Q. Readers are cautioned not to place undue reliance on any forward-looking statements, which speak only as of the date on which they are made. We undertake no obligation to update or revise any forward-looking statements for any reason.

[By: DNV]

Ordering of alternative-fuelled vessels is continuing to grow in 2025, despite a slowdown in the overall newbuild market. According to data from DNV’s Alternative Fuels Insight (AFI) platform, new orders for alternative-fuelled vessels reached 19.8 million gross tonnes (GT) in the first six months of 2025, exceeding the 2024 figure by 78%. This marks a significant shift in capital allocation, as shipowners increasingly prioritize future-ready assets in response to regulatory pressure, fuel availability, and long-term decarbonization goals.

A total of 151 alternative-fuelled vessels were ordered in the first half of 2025, slightly behind the 179 orders placed during the first six months of 2024. Even so, the overall GT has increased markedly, showing a 78% year-on-year growth driven mainly by activity in the container segment, but with notable orders also in the bulker, tanker and RoPax segments. This concentration suggests that some of the industry’s most commercially exposed and operationally complex segments are now leading the charge, reinforcing the view that alternative fuels are no longer a fringe strategy, but a mainstream investment decision.

Knut Ørbeck-Nilssen, CEO Maritime at DNV, commented: “We’re seeing a broader shift take hold across the industry. The energy transition is no longer driven solely by first movers, it’s now being shaped by a second wave of shipowners who are integrating alternative fuels and technologies into their core strategies. Even in a slower newbuild market, fuel choices are diversifying, and decarbonization is becoming embedded in everyday decision-making. We expect that fuel choices and energy efficiency investments will accelerate as the regulatory framework becomes clearer over the next 4-10 months."

LNG was the clear fuel of choice, accounting for 87 new vessels ordered, totaling 14.2 million GT so far in 2025. The fuel remains dominant in the container segment, with 13.6 million GT (81 vessels). Methanol has also shown strong momentum, with 4.6 million GT (40 vessels) ordered across the container, RoPax, tanker, offshore, and car carrier segments. 

Ammonia and hydrogen, while still niche, continue to register activity, suggesting early-stage confidence in their long-term potential. Three ammonia-fuelled were added to the orderbook, primarily in the tanker and general cargo segments (37.000 GT total). Hydrogen made a return with four vessels (114.000 GT) currently on order.

Jason Stefanatos, Global Decarbonization Director at DNV, added: “The data reflects a sector that is actively recalibrating. We’re not seeing a slowdown in ambition, but rather a more measured approach to investment—one that balances optionality, compliance readiness, and long-term fuel strategy. As shipowners weigh compliance strategies, the upcoming fuel intensity rules, which form part of the IMO’s Net-Zero Framework, are expected to accelerate this shift. We’re watching closely to see how this will be reflected in future ordering behavior, particularly as fuel availability and infrastructure evolve, and we get further regulatory clarity when IMO’s lifecycle assessment guidelines are decided.”

Supporting infrastructure is also evolving in parallel with vessel investments. In the first half of 2025, 13 LNG bunkering vessels were ordered, compared to 62 in operation globally, with February marking the strongest month for this segment with eight orders. This growth reflects a steady alignment between alternative-fuelled vessel orders and the supporting logistics required to scale their use, particularly for LNG, where bunkering capacity is becoming a critical enabler of continued adoption.

DNV’s AFI platform is free to use. Access it here.

The next offshore service operation vessel (SOV), ECO Liberty, was christened to officially enter the U.S. fleet in support of the offshore wind sector. The vessel, which was completed in May, has been in jeopardy after the Trump administration suspended work on the Empire Wind project, but with work back underway, the vessel was named in New Orleans, Louisiana on June 28 by Louisiana’s First Lady Sharon Landry.

The 262-foot (80-meter) hybrid-powered ECO Liberty will be homeported at New York’s South Brooklyn Marine Terminal, where more than 2,000 workers are constructing the staging facility, O&M base, and control center for Empire Wind. The ECO Liberty will be deployed to support ongoing marine construction in the lease area and eventually serve as the floating home for Empire Wind’s skilled workers when stationed offshore.

The vessel is 5,700 GT. It provides accommodations for up to 60 workers and is designed to remain offshore at the site to support the construction and later maintenance operations.

The vessel was built by Edison Chouset Offshore, which continues to own the vessel through its offshore division. It will be operating on a long-term charter to Empire Wind, which is being developed by Equinor. Empire Wind is located 15 to 30 miles southeast of New York’s Long Island and spans 80,000 acres, with water depths of between approximately 75 and 135 feet. Offshore work started this spring for the project, which will have a capacity for 810 MW when completed.

ECO Liberty is the seventh U.S. registered vessel built for the Empire Wind project (Empire Wind)

The project had been placed in jeopardy when the Trump administration suspended its permits just as offshore work was due to begin. There was more than a month of political jockeying which included New York’s government Kathy Hochul and Norwegian government officials. The permit was restored after an agreement with New York for a new onshore energy pipeline.

Empire Wind highlights that the ECO Liberty is the seventh new US-flagged vessel added to the U.S. Jones Act-compliant fleet, because of the wind project. She has a sister ship, ECO Edison, which was completed a year ago and is operating under a long-term charter to Ørsted to play an integral part in the operation and maintenance of the South Fork Wind, Revolution Wind, and Sunrise Wind projects.

In 2023, President Joe Biden attended the first steel cutting at the Philly Shipyard for a future rock installation vessel to support the offshore wind industry. At the time, the president highlighted that companies had announced 18 offshore wind shipbuilding projects as well as investments of nearly $3.5 billion across 12 manufacturing facilities and 13 ports to strengthen the American offshore wind supply chain. The vessels ranged from the first Jones Act-compliant installation vessels to SOVs and crew transfer vessels. They are being built at shipyards ranging from Florida to Louisiana, New York, Massachusetts, Michigan, Rhode Island, Wisconsin, and Pennsylvania.

In addition to the SOVs at Edison Chouset, Fincantieri Bay in Wisconsin is building an SOV that will support Dominion's offshore wind farm in Virginia. Dominion is also preparing for the delivery of Charybdis, the massive turbine installation vessel being built by Seatrium AmFELS shipyard in Brownsville, Texas. The vessel began sea trials and jack up testing in early 2025. It will be used to install the turbines at the Coastal Virginia Offshore Wind (CVOW) project, which began offshore installation in 2024.
 

[By: deugro]

As part of its ongoing deliveries for INEOS Project One—one of the most energy-efficient and raw-material-efficient olefin complexes in Europe— deugro successfully completed yet another shipment from the UAE and Oman to the Port of Antwerp, Belgium.

The cargo components were collected at the ports of Hamriyah, UAE and Sohar, Oman and were delivered to the Port of Antwerp, Belgium in June. These deliveries are in addition to the 52,600 cubic meters of equipment that deugro delivered from China to Belgium in January, which included a variety of oversized and heavy lift units such as a 430-metric-ton modular building measuring nearly 29 x 14.4 x 6.65 meters, pipe racks with lengths of over 15 meters, and exchanger skids weighing more than 160 metric tons.

With deugro UK acting as the central project control tower—and working in close collaboration with the local teams from deugro Belgium, deugro UAE, deugro Oman and dteq Transport Engineering Solutions, who provided on-site supervision and coordination for all loading and discharge operations—all cargo was successfully delivered safely and on schedule.

“This is just one of many shipments deugro has been awarded in support of the INEOS Project One megaproject in Antwerp, and also one of the most complex due to the nature of the cargo and locations,” said Ben Cunnington, Country Manager UK at deugro. “deugro offices in Belgium, the UK, the UAE and Oman were all involved, with representatives present for all the loading and unloading operations of the cargo. In addition to this, the expert support from dteq and our Chartering team makes this a true joint effort and highlights the nature of deugro’s teamwork.”

[By: BASS]

BASS Software is proud to announce a new contract with Unity Ship Management (‘USM’) for the full suite of BASSnet SaaS solutions, covering 21 vessels and office operations. This major customer signing for 2025 reinforces BASS’s momentum as a leading provider of end-to-end maritime ERP cloud solutions for fleets of all sizes.

USM, which manages the technical and operational needs of a large fleet, had faced limitations with a previous system in meeting operational goals. Seeking a mature, reliable and future-ready partner, they chose BASSnet as a fully integrated cloud platform to unify vessel and shore operations.

The contract includes BASSnet’s Financials, Human Resource Management, Maintenance and Procurement modules, along with the complete HSEQ suite powered by the brand new and advanced BASSnet Web 3.0 browser-based software. USM also purchased BASSnet’s Web Portal app to support mobile functionality.

Proven and advanced SaaS system for large fleets

BASSnet was adopted following a rigorous vetting process. Key factors included its proven track record across small, medium and large fleets; its risk-free and structured implementation approach; and flexibility and scalability of the BASSnet SaaS cloud platform to streamline operations.

“BASSnet stood out as proven and mature software leading the way in maritime technology,” says Stanislav Tritakov, Technical Director at Unity Ship Management. “We needed a reliable end-to-end system to eliminate inefficiencies and deliver real operational value. BASS’s long-standing experience, intuitive and scalable SaaS platform—and dedication to working hand in hand with their user base—made BASSnet the clear choice. Importantly, BASS had the capability to roll out the system efficiently across our large fleet.”

Reliable partnership for ship management excellence

“We’re honoured to welcome Unity Ship Management to the BASSnet community,” says Per Steinar Upsaker, CEO & Managing Director of BASS Software. “Their selection of our complete SaaS suite and advanced BASSnet Web 3.0 solution speaks to the strength of our future-ready technology, and expertise in delivering a smooth, low-risk implementation. With BASSnet, USM will benefit from fleet-wide visibility and control, seamless workflows, and improved efficiency.”

The system will be rolled out in two phases. The first phase covering BASSnet Procurement, Maintenance, and Financials—including PMS data migration for the full fleet—has now gone live. The second phase will follow with HR Management and the latest BASSnet Web 3.0.1 suite.

This partnership marks a powerful step forward in USM’s digital strategy to expand their fleet and grow their business operations. It also underlines BASS’s commitment to deliver reliable and modern cloud ERP solutions that empower ship owners and managers worldwide to streamline maritime operations.

Norway continues to support the advancement of a broad range of new technologies that it points out will both contribute to maritime decarbonization while also creating new industries and jobs for Norway. The Enova program announced its fourth round of grants, providing a total of approximately $76 million for projects advancing hydrogen and ammonia as fuels for ships, as well as the establishment of facilities for storing ammonia.

Enova SF is owned by Norway’s Ministry of Climate and Environment, and is focused on technology and market development, digitalization, supporting communities, and business management. Shipping has been one of its key focuses as an industry that is vital to Norway and provides strong opportunities for the future.

“Norway must be at the forefront of the transition at sea,” said Minister for Climate and Environment Andreas Bjelland Eriksen. “When we support the development of such projects in the maritime sector, we enable them to take the lead in implementing new solutions globally.”

In this award round, Enova reports it selected four hydrogen-powered and two ammonia-powered ships to receive support. A total of approximately NOK 510 million ($50 million) is being allocated to hydrogen projects and NOK 253 million ($25 million) to ammonia projects. 

The projects include LH2 Shipping and Møre Maritime, each of which is working on developing two hydrogen-powered vessels. Amon Maritime announced in June that it was launching a bulk shipping operation, and it is receiving grants for two ammonia ships from Enova.

Møre Maritime is receiving grants for its project for two hydrogen powered short sea bulkers (Enova)

Operations using liquid hydrogen have already been demonstrated over the last two years with Norled’s M/F Hydra pilot project, a ferry operating in Norway. LH2 Shipping reports that its personnel worked as project managers for the Norled project, and its goal is to use this experience to begin to scale up hydrogen operations. Its first project focuses on short sea shipping as it looks to increase the range and move hydrogen into open sea operations. LH2 is receiving $23.5 million from Enova to advance its concepts for liquid-hydrogen ships.

LH2 notes that it is critical to also focus on the infrastructure required to support hydrogen. It says that as hydrogen facilities are developed along the coast, it will enable shipowners to move forward with investment decisions for liquid hydrogen-powered vessels. At the same time, LH2 is also scaling up and expanding into new ship segments where fuel cells and batteries work together in hybrid systems for vessels.

Amon Maritime reports it is seeking construction bids for two large ammonia-fueled bulkers (Amon Maritime)

Amon Maritime is more advanced as it works with ammonia, which is approaching commercial operations. It has developed plans for two bulk carriers, one approximately 180,000 dwt (Capresize) and the other at 85,000 dwt (Kamsarmax). It reports that it has entered a shipyard evaluation and tendering process for these vessels and aims to order the vessels for delivery by 2029. Amon is receiving $25 million from Enova.

Amon Maritime’s CTO Steinar Kostøl highlights that medium sized gas carriers (MGC) are large vessels with a high fuel consumption. As such, they are a strong target for adopting ammonia-fueled propulsion. Because the ship is already designed for transporting ammonia, Amon notes that the relative additional cost of ammonia-fueled propulsion compared to conventional ships will be less than most other segments. It believes its design concept can help to support the development of the category and drive investment in ammonia storage and bunkering.

Enova reports that it supports a wide range of measures and technologies within energy and climate, and works technology-neutrally to contribute where the need is greatest and the support has the most effect, also within shipping. In addition to the focus on hydrogen and ammonia, support is provided for battery electrification, biogas production, and the development of technology for other energy carriers in maritime transport.