A massive magnitude 8.8 earthquake shook the seabed off the Kamchatka Peninsula in the early hours of Wednesday morning, and officials around the Pacific have responded with tsunami warnings for shoreside communities. 

In far northern Japan, at the port of Ishinomaki, a minor tsunami of about 1.5 feet in height was observed Wednesday. More than one wave was noted, as is typical for the ripple effects from a major subsea earthquake. Tsunamis and quakes are taken seriously in Japan, and officials advised evacuation for more than 100 towns up and down the nation's eastern shorelines. 

Small tsunami waves of less than one foot came ashore in the eastern Aleutian Islands and were observed in Adak, according to the AP. No significant impacts were reported. In Hawaii, a tsunami warning and evacuation order were in effect Tuesday evening, and U.S. Coast Guard Oceania ordered all commercial vessels out of all Hawaiian harbors as a precautionary measure.

The #USCG Captain of the Port Honolulu has issued an order for all commercial vessels to evacuate all commercial harbors in the state of #Hawaii. All harbors are closed to incoming vessel traffic. #tsunami pic.twitter.com/pM9swvZYJl

— U.S. Coast Guard Oceania (@USCGOceania) July 30, 2025

Even in New Zealand, far on the other side of the equator, officials have warned of potentially serious effects on currents in coastal waters. The public has been cautioned to stay clear of the waterfront when the waves begin to arrive. 

In Kamchatka, nearest the epicenter, minor damage and power outages occurred in the regional capital of Petropavlovsk-Kamchatsky from the effects of the quake, and several injuries were reported. The quake was among the strongest ever recorded, but it was about 75 miles off the coast and was too remote to cause major direct damage. Tsunami waves of up to about 13 feet were reported in some parts of the peninsula, resulting in localized flooding but no reported fatalities. 

The Kamchatka quake registered in at 8.8 on the Richter scale, powerful enough to tie for sixth place on the all-time list of the most powerful earthquakes on record. Kamchatka is known for seismic activity, and the fifth quake on the list was also in the province - the 1952 Severo-Kurilsk earthquake, a magnitude 9.0 giant that caused a major tsunami event. Multiple waves of up to 60 feet high hit the small fishing port of Severo-Kurilsk in the Kuril Islands, killing more than 2,000 people and obliterating the town. 

The port was hit hard again in Tuesday's quake, based on footage circulating online. Waterfront facilities in Severo-Kurilsk appear to have been inundated by at least one high wave. 

Drone footage shows tsunami flood damage to coastal areas as well as the port in the town of Severo-Kurilsk on the Kamchatka Peninsula in Russia’s Far East. pic.twitter.com/VG74V0Pn8S

— OSINTdefender (@sentdefender) July 30, 2025

 

U.S. Naval Sea Systems Command has released an RFI for another set of new unmanned surface vessels, which might be in line to fulfill the unkept promises of the Littoral Combat Ship.

Nearly 30 years after the conception of the Streetfighter, the Navy has returned to a strikingly similar idea: the service's unmanned-vessel office wants to buy three bare-bones platforms that are small, fast, cost-efficient, lightly-manned, and ready for swappable weapons systems - much like a conceptual LCS. But with low-risk unmanned operation and easy-change containerized payloads, this reboot of the concept just might succeed where the manned LCS did not. 

The newly-announced Modular Attack Surface Craft (MASC) program is the latest in a series of trial-scale USV initiatives and draws upon predecessor designs, but under a different name and with bigger ambitions. The vessel specification favors a high speed crewboat design, with an unobstructed working deck capable of hosting 20- or 40-foot boxes. This is the same general arrangement as the much-discussed Ghost Fleet Overlord USVs, Ranger and Nomad, which are offshore crewboat conversions.

MASC appears to expand upon and subsume another new program name, the "Future USV," a medium-sized hull with capacity for two forty-foot boxes on deck. Requirements for Future USV were announced earlier this year, and include open ocean capability, a 25-plus knot top speed, long endurance, autonomy, and "non-exquisite" design.

The same vessel specification appears in the just-released RFI as the base case MASC design, with a minimum range of 2,500 nautical miles - enough to reach Guam from Midway.

The second MASC vessel concept is a "high capacity" variant with room for four 40-foot containers. The third is a reduced-size version capable of carrying a single 20-foot box. 

For a sense of what might fit into a containerized payload, one 40-foot Mark 70 modular vertical launch system can carry four full-length missiles, including the SM-series and the Tomahawk. This would give each "high capacity" MASC a total of 16 VLS cells, without the expense (or the lives at risk) of a 32-VLS-cell frigate. The on-deck Mark 70 concept has been live-fire tested aboard the Ghost Fleet Overlord USVs before. 

The Navy is also seeking a modular containerized launcher for the Mark 48 heavyweight torpedo, which could give MASC a potent anti-ship capability. 

While its previous USV programs have been trial-sized in nature, the Navy now has more resources and experience to pursue unmanned vessels at scale. The One Big Beautiful Bill Act allocated $1.5 billion for small USVs, $2.1 billion for medium USVs, $188 million for unmanned vessel R&D, and $174 million for an autonomy test center - on top of the Navy's FY2026 defense bill appropriation.

 

Greenpeace India is demanding more action from Mediterranean Shipping Company (MSC) in the wake of the sinking of the MSC Elsa 3, the small boxship that went down off Kochi in late May. The operator is engaged in litigation with the state of Kerala, and has so far declined to pay compensation for pollution or interruption in economic activity along the coastline.

On May 25, the feeder MSC Elsa 3 was under way from Vizhinjam to Kochi with a cargo of 640 containers on board. The ship developed a list, and the crew sent out a distress signal and abandoned ship. The vessel capsized and went down with about 450 tonnes of fuel aboard, along with various chemicals and a substantial cargo of nurdles (plastic pellets). The salvor's plans for fuel removal are expected to begin in August, and cleanup of nurdle contamination is ongoing. In court, MSC's counsel has denied that the sinking has resulted in pollution. 

As a precautionary measure, the Indian government banned fishing within 20 nautical miles of the wreck site, and Greenpeace reports that fears about seawater pollution have reduced public demand for fish in the region. This has led to a loss of income for local fishing communities, Greenpeace says, only partially offset by hardship payments from the Indian government. 

In addition to concerns about fuel oil, the NGO reports that large volumes of nurdles (plastic pellets) have washed ashore on the coast of Kerala, the Gulf of Mannar and even the coast of Sri Lanka, far to the southeast. Nurdles have a negative effect on fish, birds, turtles and other wildlife, as the pellets are often mistaken for food and consumed. Kerala's Directorate General of Shipping reported that as of the beginning of July, an estimated 450 to 500 tonnes of nurdles have been collected from the shoreline.

Greenpeace called for the pursuit of a legal action against MSC to secure damages; three cases are currently under way. A public-interest suit filed at the High Court of Kerala has already resulted in the arrest of two other MSC vessels at Indian ports, held as collateral under admiralty jurisdiction while litigation moves ahead. Separately, the Fort Kochi Police have also registered a first information report - an initial allegation of criminal wrongdoing - against MSC, the vessel's master and the crew. Kerala's state government later filed its own admiralty suit to recover costs of the cleanup and damages, and its claims total more than $1 billion. 

MSC Elsa 3 was a small feeder ship built in 1997. The 28-year-old vessel had a history of port state control deficiencies, including issues with her auxiliary engines, electrical systems, lifeboats and firefighting provisions, among others. The cause of the casualty has not yet been definitively identified, but Indian officials have alleged that the ship's ballast system suffered a malfunction. 

As another demonstration of the booming cruise industry, Royal Caribbean Group reported what appeared to be strong results and a positive outlook. Investors, however, detected a few elements that raised concerns that issues ranging from economic uncertainties, tariffs, global conflicts, and more might be starting to take a toll on travelers, in addition to the already shifting preferences.

The cruise corporation provided a rosy picture, saying its occupancy was at 110 percent in the quarter and at strong pricing. Earnings for the quarter came in ahead of consensus expectations, and it said bookings remain strong going forward. 

Bookings, it noted, have accelerated over the past three months, particularly for close-in sailings, which it said led to the second quarter outperformance. With demand remaining strong, the company also raised its earnings forecast for the full year.

Investors, however, found little joy as they dug into the numbers, and they punished the company. The stock price was off by more than 7 percent in the morning. It clawed back to a 5 percent decline for the day, or a stock price down $17.63 to close at just over $334. It is off by more than 6 percent from its 52-week-high.

All of this came despite the company emphasizing that capacity for the second quarter was up 5.8 percent year over year and that it delivered memorable vacations to 2.3 million guests, a 10 percent increase year over year, at high guest satisfaction scores. It also reported that capacity in the current quarter is expected to increase 2.9 percent compared to the third quarter of 2024, driven by the introduction of the massive new ship Star of the Seas (250,000 gross tons) in mid-August.

Investors heard the comments from the CEO, Jason Liberty, who said that traveler preferences were changing. He said three-quarters of their consumers reported they expected to level off their spending on vacation in the next 12 months. Also, he revealed that more than half of consumers are booking closer to the departure date and that the majority of people intending to travel in the next 12 months have not yet booked. 

Sometimes, the last-minute bookings are positive as travelers must pay higher prices for the limited availability. However, Royal also said it was running promotions to fill space before sailings. Its premium brand, Celebrity Cruises, for example, is running a summer sale. The company also has its luxury brand, Silversea Cruises, and reported a strong performance from its German joint venture with TUI Cruises.

Investors noted that the current quarter’s revenues were slightly below forecast, with the company confirming the strong financial results included better-than-expected costs. One analyst noted that this was the fourth quarter where top-line results were below forecasts. This quarter, passenger ticket revenue per passenger cruise day was slightly below consensus, as well as onboard and other revenue. 

Other financial statistics caught investors' attention, including the closely watched net yield (a measure of revenues net of the most significant variable costs) was forecast significantly below expectations for the third quarter, but Royal said it has a headwind as the new ship enters service. Analysts also noted that the implied fourth quarter earnings were slightly below consensus.

The company counters that "The strong demand we are seeing across our new ships and land-based destinations reinforces that our strategy is working and resonating with today's traveler," said Liberty. "As consumer preferences continue to evolve - toward more frequent vacations, closer-in vacation planning, and a greater focus on meaningful, experience-driven travel - our experiences are designed to meet these evolving expectations.”

Royal Caribbean has two new ships coming this year, Star of the Seas and Celebrity Xcel, and an orderbook for more of the world’s largest Icon class ships, another Oasis class ship, and another large Celebrity cruise ship. At the same time, it is investing in new private destinations ranging from a beach club in the Bahamas to a new private port in Mexico.

Analyst C. Patrick Scholes of Truist Securities summed up today’s reaction, titling his report “Decent but not Amazing as 2Q ahead but 3Q and (implied) 4Q light.”

 

On Thursday, the Russian government summoned Norway's ambassador to Moscow to complain about new limits on sanctioned Russian fishing vessels. 

The Russian commercial fleet is suspected of involvement in subsea surveillance activity in the Barents and Norwegian Seas, a continuation of a long tradition of spy trawlers dating back to Soviet days. Given current tensions over the ongoing war in Ukraine, European and Scandinavian leaders now treat these vessels with suspicion. In May 2025, the European Union sanctioned two Russian fishery companies, Norebo JSC and Murman Seafood, alleging that they play a role in a state-sponsored surveillance and intelligence campaign aimed at Europe's critical underwater infrastructure, including "activities that can facilitate future sabotage operations." 

Two months later, Norway's government has decided to follow the EU's lead, and it listed both companies. "Such activity may facilitate future sabotage operations and threaten important Norwegian security policy interests," said Espen Barth Eide, Norway's foreign minister, in a statement July 7.

The listing effectively denies port access to vessels operated by Norebo and Murman, which together account for most of the Russian fishing fleet in the region. It also prohibits them from holding fishing licenses in the Norwegian EEZ. Norebo - owned by a Russian oligarch who has personal and political ties to Russian President Vladimir Putin - has protested the decision, saying that the EU and Norwegian allegations are false. 

On Tuesday, Russia's foreign ministry summoned the Norwegian ambassador and formally protested the "illegal restrictive measures" imposed by Oslo. The letter of protest noted that Norway have a bilateral fishery treaty, active since 1976, that guarantees joint management of fish stocks in the Barents and Norwegian Seas. It warns that sanctions on Norebo and Murman could scuttle that longstanding deal. 

"In the event that Oslo is unwilling to return to the conditions prescribed by the 1976 Agreement, the Russian side will take the necessary measures to protect the interests of domestic fisheries," said the Russian Foreign Ministry in a statement. 

"From the Norwegian side, we want to continue cooperation [with Russia] on fisheries management in the Barents Sea. At the same time, we stand together with our allies in Europe in the reaction to Russia's war of aggression against Ukraine and behavior towards NATO countries," said Norwegian foreign ministry spokesman Andreas Bjørklund, speaking to Aftenposten. "The rules for Norwegian ports are set by the Norwegian authorities."

The South Korean shipbuilding industry experienced a strong rebound in orders during the first half of 2025, and especially so in the containership segment. The Korea Development Bank’s overseas economic research institute issued the report on July 29 and attributed much of the gains to concerns over the fees the United States plans to impose starting later this year on Chinese-operated or built shipping.

The report highlights a strong overall increase in orders for the Korean builders, which achieved a 25.1 percent market share for the first six months of the year. This was up from 17.2 percent last year and came despite an overall slowing in shipbuilding orders. The report indicates that this was especially significant, as in 2024, South Korea’s shipbuilding orders were at the lowest levels in eight years. For the full year, South Korea only received 15 percent of the global orders placed in 2024.

Globally, newbuild orders were off in 2025 after the past few years and as economic and trade concerns grow. Orders on a compensated gross tonnage basis were off by 54.5 percent to 19.39 million CGT. While most sectors showed a softness, orders for liquified natural gas carriers fell nearly 83 percent to just over 1 million CGT as Qatar completed its orders and others have held back after the sector surged, and as new fears over the USTR, which has said it will require a portion of LNG exports on U.S.-owned vessels.

One sector that has not slowed is containerships. Korea, in recent years, has largely ceded the sector to China, which has a cost advantage. However, as the ships have gotten more complex and sought alternative fuels, it has created an opportunity for the Korean builders who have strong positions with methanol and LNG-fueled vessels.

With the looming U.S. fees, South Korea reports containerships were half its order volume in 2025, or a total of 4.87 million CGT. This was up from just two orders that went to Korean shipyards for containerships in the first half of 2024. HD Korea Shipbuilding & Offshore Engineering, the parent company of HD Hyundai’s shipbuilders, reports it has received so far in 2025 orders for 50 containerships. In total, it said it has achieved nearly two-thirds (62.2 percent) of its order target for 2025, or orders valued at $11.22 billion.

The China Association of the National Shipbuilding Industry (CANSI) issued data that showed a strong performance and maintained leadership in 2025. However, it did admit to a decline in output for 3.5 percent (DWT) versus 2024. They said the orderbook had increased 36 percent so far in 2025, but that new orders on a DWT basis were down 18 percent so far in 2025.

A further positive sign for the Korean shipbuilders has been a rebound in profitability. Hanwha Ocean returned to profitability in the second quarter with a 30 percent increase in revenues. Similarly, Samsung Heavy Industries said sales were up six percent while operating profit was up nearly 57 percent. It notes that this was the first time since 2024 that Samsung Heavy Industries’ quarterly operating profit exceeded 200 billion won ($144 million).

The industry remains optimistic as it looks to opportunities to work with the United States.  It also believes it will benefit both from the USTR's efforts to rein in China’s shipbuilding industry and the U.S. plans to enhance building and repair for the Navy.
 

[By: National Transportation Safety Board]

Longtime mariner and investigator Eric Stolzenberg has been named director of the National Transportation Safety Board’s Office of Marine Safety.

The office investigates major marine accidents within the United States and its territories, as well as accidents involving U.S.-flagged vessels worldwide.

Stolzenberg began his career at the NTSB in 2008 as an engineering investigator. He served as investigator-in-charge on several high-profile marine investigations and technical group chairman of numerous naval architecture and marine engineering accident investigations, including the sinking of the cargo ship El Faro. In 2018, he was selected as chief of marine product development and in 2021 he was promoted to deputy director. Stolzenberg has served as acting director of Marine Safety since March 2024.

“Eric’s leadership and technical expertise have contributed greatly to our agency’s investigations of high-profile marine casualties, from the El Faro to recent vessel strikes to bridges in Baltimore and Manhattan to the Titan submersible tragedy, among others,” said NTSB Chairwoman Jennifer Homendy. “Under Eric’s leadership, the Office of Marine Safety will continue building on its legacy of excellence in support of our lifesaving mission.”

Stolzenberg earned a bachelor of engineering in Naval Architecture from the New York State Maritime College along with an engineering officer license. Following eight years in the Merchant Marine, Stolzenberg worked for more than a decade as a naval architect and marine engineer at vessel design firms, attaining the position of assistant chief naval architect. 

Stolzenberg assumed the duties of director of the Office of Marine Safety July 27.

 

After extensive exploration, the Canadian federal government and the Province of Nova Scotia took the first definitive steps for the development of Canada’s offshore wind energy industry. Calling it a “key step,” the local and federal government jointly presented the first four zones to be made available for development in a call for bids expected by the end of the year.

Nova Scotia’s Premier, Tim Houston, has a bold vision for the industry and creating a new business for Canada’s eastern province. While Nova Scotia currently has peak electrical usage of approximately 2.4 GW of power, Houston wants to make Nova Scotia into an ”energy superpower.” He predicts the industry could grow to a generation capacity of 40 to 50 GW, making it an energy exporter. It might even benefit from Donald Trump’s avowed stance to stop wind power, as there have been reports that Massachusetts might become a power importer from Canada to make up for the loss of its plans for offshore wind power energy.

“With some of the top wind speeds in the world, Nova Scotia has the potential to become a clean energy superpower,” said Premier Tim Houston. “With the right infrastructure, we’ll have the opportunity to send our wind west to power other parts of Canada. By becoming an energy exporter, we can secure long-term prosperity for Nova Scotians.”

A total of four areas were released in today’s plan, three to the east of Nova Scotia and one to the north. Three (Middle Bank, Sable Island Bank, and Sydney Bight) would each be at least 25 kilometers (15 miles) from shore and are at depth for fixed-bottom turbines. The fourth, French Bank, would be closer at 20 kilometers (12.5 miles), and that was done on purpose because the waters are significantly deeper, meaning it could require floating turbines, but the distance is designed to ensure that it remains economical. 

Houston told the audience during a press event that the province has great potential and the industry could become an economic driver for Nova Scotia. He noted that some companies are already using Nova Scotia as a staging area for offshore wind projects. 

The government said the first call for bids would be for a modest 2.5 GW and would be followed by additional rounds. The goal is to license 5 GW by 2030. After designating the location, the government will now direct the Canada-Nova Scotia Offshore Energy Regulator to begin preparing the bidding process.

After the first round of licenses is awarded, four other areas identified in the January 2025 regional assessment of offshore wind development will be revisited. They include Western/Emerald Bank, which was originally included as the fifth area in the announcement in the spring. Government officials said it has been delayed due to the complexities of the site and feedback during the public comment period.
 

 

A towboat pilot's improper compensation for a river cross-current resulted in an allision with a bridge at Fort Madison, Iowa last year, according to the NTSB. 

On May 9, 2024, the towboat Joe B. Wyatt was pushing 15 barges down the Mississippi near Fort Madison, Iowa. As the pilot rounded Dutchman Island and lined up on the main span of the Fort Madison Bridge, an old swing bridge with a 200-foot-wide main channel, he intentionally steered to starboard of the charted sailing line. Based on 24 years of experience and 15 transits of this particular route, he expected to encounter a cross-current from around the other side of the island, which he believed would set the tow to port. The effects of that cross-current did not materialize, leaving the towboat off course and headed at eight knots for a bridge piling protection cell. The pilot had about 1,900 feet of forward travel distance remaining to react.

He increased power and attempted to swing the head of the tow to port, back into the center of the channel. Though he avoided a head-on allision - which could have seriously affected the two deckhands up at the head of the tow - the maneuver was not quite successful, and the third barge on the starboard side hit the protection cell fendering system. The tow broke up and about a dozen barges drifted off downriver, with two deckhands aboard. One barge eventually sank and was later refloated.

No injuries or pollution were reported. Damage to the bridge fenders, the barges and the Joe B. Wyatt was estimated at about $3.3 million. 

"There was no evidence that the pilot was fatigued, impaired, or distracted before or during the casualty," NTSB found. "Given the vessel’s speed at the time, the following current, and the number of barges, there was likely not time for the pilot to prevent the contact with the protection cell by backing the tow."

The agency concluded that the pilot overcompensated for the expected crosscurrents. It advised that a charted sailing line is a safe route when used as a guide, "along with the mariner’s own experience and assessment of the existing circumstances."

 

MSC Mediterranean Shipping Company is expanding its relationship with China on multiple fronts as the company continues its unrelenting drive to expand and pull away from the pack in container shipping. The company celebrated last week the launch of a new ship management operation to be based in Ningbo, China, and is reported to have more than 70 vessels on order from Chinese shipyards, all despite the looming move by the U.S. Trade Representative to impose fees on Chinese-built ships calling in U.S. ports.

In an exclusive interview with the Ningbo Daily, Prabhat Jha, CEO of the newly launched MSC Ship Management (Ningbo) and MSC Crewing Services (China), highlighted the company’s deep relationship with Ningbo, which he also highlights as a center of the Chinese shipping industry. He calls the company “a big user” of the Ningbo port, noting MSC has a 16 percent market share in containers. 

He reiterates that the company is looking to build new locations and needs new sources of crew and locations for crew training to support its growth plans. He says MSC currently employs about 700 Chinese seafarers and by 2026 it looks to grow this to 2,000 seafarers.

Historically, MSC has maintained its ship management operations in Cyprus and its headquarters in Switzerland. It manages chartered ships and a portion of its fleet of nearly 1,000 ships from Cyprus. The unrelenting drive of the past few years has seen the company surpass Maersk and now has a nearly 50 percent larger capacity, or over 6.7 million TEU.

The new Chinese companies will provide full services to support the fleet beyond just its operations in China. In addition to a location for crew recruitment and training, they will provide ship management services. Jha also notes China’s efforts to meet the shipping industry’s needs to achieve decarbonization.

As a private company, MSC rarely announces its shipbuilding plans, but multiple reports from brokers have tied the carrier to yet another round of large ship orders. In recent weeks, MSC has been linked to orders for six 22,000 TEU containerships to be built at two Chinese yards and another order, 3 + 3, for 21,000 TEU vessels. Chinese shipyards are believed to represent approximately half of the company’s total newbuild containership orders.

Alphaliner calculates that MSC has a total of 131 new vessels on order. They report that this represents 2.2 million in TEU capacity.

Jha told the Ningbo Daily that the company’s decision to set up the management and crewing operation in Ningbo was “closely tied to the scale, efficiency, and strategic location of the Ningbo-Zhoushan Port.”

All of this comes as the USTR is moving to finalize its plans for fees on Chinese-built ships. MSC seems unfazed by the U.S. efforts to break China’s dominance in shipbuilding and role in global shipping as it continues its own growth.
 

 

A sailor from carrier USS George Washington is believed to have gone over the side during a deployment in the Western Pacific, and a search is under way. 

The Yokosuka-based supercarrier and her escorts were operating off northern Australia in the Timor Sea as part of Operation Talisman Sabre 2025. This is the largest US-Australian bilateral exercise, now in its 11th iteration. The planned operations include amphibious landings and naval maneuvers, with participants from 19 nations and 43,000 military servicemembers joining in. In addition to USS George Washington, the Royal Navy carrier HMS Prince of Wales is participating as part of her long-range Pacific tour. 

On the 28th, a sailor aboard George Washington was reported missing and possibly overboard. The strike group has interrupted its planned exercises to launch a search for the missing crewmember, aided by the Australian Border Force and Australian Defense Force. Air and surface assets are engaged in the effort. 

George Washington has a difficult history of crewmember fatalities. During a five-year yard period from 2017-22, nine sailors assigned to the ship died by suicide, including three in April 2022 alone. A command investigation found that the crew's quality of life during the yard period was austere and demanding, and that morale aboard was low. During this extended overhaul period, some of George Washington's enlisted crew started and ended their four-year Navy careers in the shipyard, without ever shipping out, and without the pay and benefits of a civilian shipyard job.

Bollinger Shipyards has become the latest to take steps to position for the anticipated USCG Arctic Security Cutter shipbuilding program to fulfill Donald Trump’s mission to increase the U.S. presence in the Arctic. The shipbuilder, which has a long history with the U.S. Coast Guard, reports it is forming a new partnership with leaders for icebreaker construction, Rauma Shipyards of Finland, Seaspan Shipyards of Canada, and Aker Arctic Technology, one of the leading designers of icebreakers and ice going vessels.

According to the companies, the partnership leverages their unique skills and experience and the trilateral ICE Pact framework formed during the Biden presidency, partnering the U.S. with Canada and Finland to build a new generation of icebreakers. The partnership contends they have the best option for the program that would provide fast delivery, lowest risk, cost certainty, and would transition fully to American shipyards.

They are calling the Seaspan-Aker Multi-Purpose Icebreaker (MPI) design an “optimal design” to meet U.S. Coast Guard requirements. They report it exceeds all Arctic Security Cutter (ASC) requirements and supports all eleven statutory missions. 

“With the ability to break four feet of ice, travel 12,000 nautical miles, and operate for over 60 days, the design is purpose-built to support the evolving mission needs of the U.S. Coast Guard in the harshest conditions. Additionally, its shared multi-mission design with the Canadian Coast Guard fleet will create the largest class of icebreaking capability in the world, optimizing interoperability and maintenance support,” they said in announcing the partnership.

The new partnership is positioning itself against other potential competitors for the lucrative contract. In June, Quebec-based Davie reported it is buying shipyard facilities in Texas as part of its commitment to the U.S. The company also acquired the Helsinki Shipyard, another major builder of icebreakers, and recently announced it is buying a smaller yard in Finland, which will be used to manufacture components. Davie also won a contract from the Canadian government to build another of the large icebreakers.

Seaspan and Aker highlight that they worked in partnership to develop the design for Canada. Canada has proceeded with the first orders, and the first ship is being built by Seaspan. In addition, Aker highlights that in the past 20 years, 59 icebreaking ships have been built at various shipyards based on its designs, with more than 20 vessels currently under construction or planning stages.

“We are fully prepared to begin construction immediately, leveraging a mature design and deep experience in building technically complex vessels for operation in severe winter conditions,” says Mika Nieminen, President and CEO of Rauma Shipyards. He notes that the yard has a fully operational production line and world-class facilities, while promising the partnership could deliver the first vessel within 36 months of the awarding of the contract.

“Speculative designs can derail programs, delay delivery, and devastate shipyards,” said Ben Bordelon, President and CEO of Bollinger Shipyards. “The Seaspan-Aker MPI design is the most mature, construction-ready design available.”

Bollinger at its shipyard in Louisiana is currently building the first Polar Security Cutter, the first heavy icebreaker to be built in the United States in 50 years. The project, which is based on a new design, however, has been badly delayed and experienced significant cost overruns in part as the design has been revised several times. Congress and others have been critical of the U.S. Coast Guard over this project and look to learn from it for future construction projects. 

Congress and the Trump administration included a $25 billion investment for the U.S. Coast Guard in the recently passed budget, which has been called the largest single commitment of funding in the history of the USCG. The bill includes $1 billion for the acquisition of additional Fast Response Cutters, a long-term project executed by Bollinger. 

Bollinger announced yesterday, July 28, that it has begun contract negotiations with the USCG for the construction of at least 10 additional Fast Response Cutters to be funded under the new legislation. The company notes it is currently working on the final order, number 67, which is scheduled for delivery in 2027. With construction underway, Bollinger said that its production line should have begun to wind down this year.

Bordelon, however, highlights the authorization for the company to go “at-risk.” He notes the yard spent millions to maintain its production momentum. It has begun procuring long-lead materials in anticipation of the contract for the construction of the 10 additional cutters.

The yard already has a broad orderbook for the U.S. Government. Bollinger highlights that it has also delivered over 180 cutters, including 60 Fast Response Cutters, to the USCG over the past 40 years. It is also contracted to build the Towing, Salvage and Rescue Ship (T-ATS), the Auxiliary Personnel Lighter (APL), the newest oceanographic survey ship (T-AGS 67), and the Mine Countermeasures Unmanned Surface Vessels (MCM USV) for the U.S. Navy. Bollinger is also building three Regional Class Research Vessels (RCRV) for the National Science Foundation through Oregon State University and supports the nuclear-powered ballistic missile submarine program by building various auxiliary vessels for General Dynamics-Electric Boat.

Following the release of a video by the Houthis parading and interviewing crewmembers from the bulker Eternity C in front of cameras, government officials in the Philippines immediately called for support from other countries to gain the release of the individuals. Cosmoship Management, which was managing the vessel when it was attacked, also issued a statement calling on all parties to assist in the repatriation of the crewmembers held in Yemen.

“I do not want to use the term ‘hostage.’ At least we know they are alive,” said Philippine Foreign Undersecretary Eduardo De Vega, according to the Philippine media. However, he said, “We’re not going to talk directly with the Houthis. We’re going to seek help from friendly countries.”

At the same time, the Philippines’ Department of Migrant Workers confirmed that nine of the individuals seen in the video are Filipino seafarers from the Eternity C. They said, according to family members who had received calls, the men are in good health and have received medical treatment. The department said that it was working in coordination with the Department of Foreign Affairs and international partners for the safe release of the crewmembers.

Two weeks ago, eight other Filipino seafarers arrived back in the Philippines. They had been rescued by the salvage teams hired by the shipping company and were flown home with the support of the government and Cosmoship. 

The shipping company also released a statement saying it is “deeply relieved” to see the images of the crew. It, too, said it is calling on “all parties to assist in reuniting” the crew currently in Yemen. Cosmoship Management said it will continue to work through “every available channel to support their continued care and to facilitate their safe and swift return.”

The company said there are a total of 10 crewmembers and one of the vessel’s security guards, a total of 11 people, in Yemen. The Houthis, through their news channels, also confirmed they “rescued” 11 people from the sea in what they described as a two-day search and rescue operation. Their report said two individuals were injured and received medical care. In the video, a Russian electrician is in bed, with news reports that he lost his leg during the attack, and one of the Filipinos is seen in bandages. The Houthis only showed 10 people, although they also say they have 11 from the ship in Yemen. 

The Houthi report said that they boarded the ship before it sank and found a body which was transferred to the hospital morgue. Cosmoship Management confirmed that two seafarers died during the attack. It says two others remain missing and are “now sadly feared dead.”

During the video, the Houthis showed crewmembers saying they had been told the vessel was going to go to Eilat to load fertilizer. The Houthis then made threats against other ships that might go to Israel and used the crewmembers as a warning.

The Philippines worked for a prolonged period in 2024 to free the crewmembers of the Galaxy Leader after it was seized by the Houthis. Government officials expressed their frustration, noting the negotiations were politically charged. The Houthis ended up holding that crew for 14 months before their release was completed.

[By: Jones Walker LLP]

Jones Walker LLP is pleased to welcome Chris Hannan as a partner in the Maritime Practice Group and a member of the maritime litigation, arbitration, and dispute resolution team in the New Orleans office.

“We are pleased to welcome Chris to our maritime practice group,” said the firm’s managing partner Bill Hines. “He has extensive experience across various segments of the maritime and offshore industries, and his work has led to precedent-setting decisions in maritime law. Chris’ practice and client base are very complementary to our strong maritime group and bolster our nationally-ranked maritime practice.” 

A nationally recognized maritime and offshore energy counselor, Chris has deep experience in admiralty law, marine insurance, and offshore energy matters. His practice spans both the blue and brown water industries and offshore infrastructure and operations, and his work has contributed to major maritime law precedents. 

“I am thrilled to join Jones Walker’s nationally recognized and respected maritime practice group,” Chris said. “The firm provides an incredible platform for me to service my existing clients, and the maritime team offers me a fantastic opportunity to simultaneously grow my practice. I have long admired Jones Walker’s extensive history in navigating maritime law and am honored to be a part of such a stellar group of attorneys.”

Chris counsels clients in high-stakes litigation and complex regulatory and contractual matters, both domestically and internationally. He also advises clients on indemnity, insurance, and risk allocation in maritime contracts and represents them in commercial disputes involving shipbuilding, coastwise trade issues, maritime liens, vessel arrests, and anti-indemnity statutes.

Chris has represented clients in multidistrict litigation; arbitrations before various tribunals, proceedings before the US Coast Guard, US Customs and Border Protection, and the US Department of the Interior’s Interior Board of Land Appeals; and appeals before the US Court of Appeals for the Fifth Circuit and the Supreme Court of the Republic of the Marshall Islands. 

He is actively involved in industry organizations, including the Maritime Law Association of the United States, where he serves on its board of directors and holds several leadership roles. Chris is also a member of Comité Maritime International and serves on its working group addressing offshore wind issues and international uniformity.

[By: ClassNK]

ClassNK has granted its Innovation Endorsement for Products & Solutions to the maritime cybersecurity support solution, ‘CYTUR-MCTI’* developed by CYTUR and its partner company Rakuten Symphony. 

In order to promote the spread and development of innovative technologies, ClassNK has offered Innovation Endorsement for Products & Solutions. ClassNK supports the deployment of products and services through third-party certification for equipment and software technology with innovative functions. The detailed information is available on the following page of ClassNK website: https://www.classnk.or.jp/hp/en/activities/techservices/dgd2030/iea/index.html 

Product name: 
‘CYTUR-MCTI’ a solution delivering real-time cybersecurity insights based on advanced Maritime Cyber Threat Intelligence 

Product description: 
The software collects and analyzes data on various cyber threats that may occur in the maritime industry, monitors them in real-time, manages security vulnerabilities, and provides customized information to customers. 

Cyber security descriptions: 
1. Maritime infrastructure and environment identification maps all maritime assets and their connections for security oversight  
2. Vulnerable vessel network identification finds ships with internet-exposed systems that present security risks 
3. Maritime product vulnerability identification tracks security weaknesses in maritime equipment across the supply chain 
4. Darkweb** exposure monitoring tracks leaked maritime credentials and sensitive data on underground forums***
5. Cyber incident visualization displays global maritime cyberattacks on an interactive map with detailed analytics 

 

After Japan and the European Union both convinced the Trump administration to lower their base tariff rates to just 15 percent, South Korea is anxious to do the same - and like its economic competitors, it is thinking about putting cash on the table to get what it needs. Seoul is pinning its hopes on the strength of Korean shipbuilding, and is proposing a multibillion-dollar Korean investment in U.S. shipyards in exchange for lower U.S. tariffs on Korean cars and other goods, according to multiple local media reports. 

The diplomatic effort is motivated in no small part by Korea's automotive sector. Its growth depends upon exporting crossover SUVs and sedans to North America, and it has built a strong market presence in the United States because Korean-made cars are cost-competitive - but with new U.S. tariffs, that edge could change.

After newly-announced trade deals with the White House, European and Japanese carmakers can look forward to doing business in the United States under a 15 percent tariff regime. If Seoul doesn't reach a similar deal with the Trump administration soon, South Korean automakers will be burdened by a 25 percent tariff while their competitors are paying 10 percentage points less. In this context, Korean lawmakers are anxious to secure a deal, and are said to be considering the EU and Japanese approach for a business deal with Washington: offer investment funding. 

To secure its trade deal, Japan pledged to put a total of $550 billion in foreign investment into strategic U.S. industries, including shipbuilding; the EU promised to buy $750 billion worth of U.S. energy commodities before the end of President Donald Trump's current term. For its own deal, Seoul is said to be contemplating an investment focused squarely on shipbuilding, valued in the range of $200-400 billion (local reports vary). This would be a generational change in American shipyards, and not only because of the high dollar value of the pledge. Seoul has pressed the case that South Korea is the best possible business partner in shipbuilding because Korean yards can transfer cutting-edge technology.  

Of course, analysts were quick to note that success requires more. "Even if they invest, securing productivity will be difficult in the United States given the shortage of skilled labor," Yang Jong-seo, a researcher at the Overseas Economic Research Institute, told Korea JoongAng Daily. "This is something the government needs to resolve during negotiations." 

Any bold headline numbers during dealmaking might be subject to future revision, based on the "nonbinding" values put forth in the Japanese and European agreements. Japan has emphasized that its $550 billion pledge is a verbal commitment, and the EU Commission acknowledges that its own $600 billion investment promise is based solely on private-sector European business decisions. The EU's $250 billion annual energy purchase commitment is worth further scrutiny: it exceeds the value of all U.S. oil and LNG exports by more than $100 billion a year, according to commodities research house Gakeval. "It’s a nice number but it’s just not realistic," Warren Patterson, head of commodities strategy at ING Bank, told the Wall Street Journal. "You’d essentially have to divert all energy trade. That’s just not possible."

[By Bureau Veritas]

Bureau Veritas Marine & Offshore (BV) and Bureau Veritas Solutions Marine & Offshore (BVS) are delighted to announce their participation in Wind for Shipping (W4S), a European research and development initiative funded by the Interreg North-West Europe programme. Launched in January 2025 and running through July 2028, the project brings together twelve partners — including shipyards, shipping companies, research institutions, and regional authorities — from across the Netherlands, Germany, Belgium, and France, with the shared goal of accelerating the maritime sector's transition toward low-emission shipping.

Wind for Shipping focuses on the development, scaling, and adoption of wind propulsion technologies —specifically rotorsails and wingsails. These innovative systems harness wind power and have the potential to reduce fuel consumption by an estimated 20% to 40%, significantly cutting greenhouse gas emissions from commercial vessels. The project’s total budget is €5.7 million, of which €3.4 million is co-financed by the European Union.

The initiative plays a key role in supporting European climate ambitions by addressing some of the main barriers to the commercial deployment of wind-assisted propulsion. It seeks to lower production costs, optimize manufacturing processes, and strengthen the entire value chain, from design and production to installation and operation. The project also aims to strengthen regional maritime innovation ecosystems by fostering collaboration among coastal regions. By aligning research, production, and logistics capacities, Wind for Shipping contributes to building Europe’s position as a Maritime Centre of Excellence for Green Shipping.

BV and BVS will bring to the project their extensive technical expertise in performance assessment. Specifically, BVS will provide CFD and weather routing calculations as well as project customized on-board measurement data. BV, through hydrostructure and energy efficiency simulations, will develop modeling methodologies to evaluate the intrinsic performance of wind propulsion technologies and their effect on the performance of the vessel. In addition, BV will support the project’s exploration of composite manufacturing processes to enable large-scale production of wind propulsion systems, a crucial step in making these solutions viable for widespread commercial use.

“By contributing to Wind for Shipping, we reinforce our commitment to the maritime energy transition and to enabling the safe, effective deployment of sustainable technologies across the industry. This collaboration is another example of how Bureau Veritas is actively supporting innovation while upholding the highest standards of safety, reliability, and environmental stewardship,” said Matthieu de Tugny, President of Bureau Veritas Marine & Offshore.

Robbert van Hasselt, Wind for Shipping's project leader, said: “Upscaling rotors and sails in both size and number marks a decisive step toward making wind-assisted ship propulsion economically viable. By combining technical innovation with scalable solutions, we aim to accelerate the green transition in maritime transport and make wind a central force in sustainable shipping.” 

 

For the shipping community, the Red Sea route between the West and East using the Suez Canal remains a dangerous choice. Attempts at the beginning of July to test the viability of the passage ended in the loss of two Greek-owned bulk carriers, Magic Seas (IMO 9736169) and the Eternity C (IMO: 9588249), with multiple fatalities. Shipowners have been forced to revisit their calculations, though many remain willing to take the risks.

The Houthis are the only members of Iran’s original Axis of Resistance whose fighting spirit appears to remain undiminished. Although it was a Houthi initiative to propose the May 6 ceasefire with the United States, the Houthis did so in search of a tactical pause in which to recover from significant losses inflicted by both American and Israeli airstrikes, not as an act of surrender. The Houthis have frequently used ceasefires in the past as an opportunity to regroup. Consistent with this, Houthi missile and drone strikes against Israel have continued, albeit at reduced levels. The aggressive rhetoric has also continued.

Given then that the Houthis are still standing as a fighting force and their determination to fight Israel over Palestine is undiminished, how is the Houthi threat to shipping likely to evolve? Is the Red Sea route likely to reopen to shipping anytime soon?

The Houthis may not have it all their own way of course. While the United States appears to have pulled back from confronting the Houthis, Israel has been urging the United States to re-engage, but faces opposition from within the wing of the Republican Party that seeks to avoid overseas confrontations. Israel itself, not previously having given the Houthis a high priority, are clearly now re-evaluating the threat, particularly having achieved dominance elsewhere. The use of drones to suppress Houthi activity from afar may signal a new surveillance-led approach to tackling the Houthi threat that is likely to get more and more effective as the Israeli intelligence services improve their understanding of Houthi military structures. As used in the context of Iran, Israel has a Mizrahi community which it can leverage to achieve high-level understanding and penetration of the target environment. Certainly, looking at previous attempts to take down Houthi military effectiveness, a new approach and a new level of determination will be necessary if military means are to be successful.

Within Yemen, the Houthis’ political position for the moment remains strong. The Houthis, once confined to the north-west, have successfully formed broader tribal and political alliances, then consolidated these allies into their core structure. With Iranian assistance, they have developed a highly effective security structure able to identify and quickly suppress dissent. The surveillance and counter-intelligence equipment intercepted by National Resistance Forces en route to the Houthis on June 27 are worthy of the most sophisticated internal security organization; that the Houthis managed to procure such equipment from leading edge Israeli and Western sources is highly impressive of itself, and indicative of the caliber of the Houthi internal security apparatus.

Forces theoretically loyal to the recognized government of Yemen pose little threat to the Houthis. Most of the Yemeni anti-Houthi warlords are concerned primarily with securing personal economic benefits from foreign backers, and these sponsors have little interest in burying their differences so as to achieve a reunified Yemen. The viability of the recognized government as an alternative to the Houthis expired several years ago, if it ever existed, and what unity of purpose there was appears to be fraying. This is evident on the ground, where the front line between the Houthis and their adversaries has barely changed in years.

If there is a dynamic and a potential for change in Yemen, putting aside change that an Israeli initiative might engender, it is that the Houthis ideologically are still on the advance, their enthusiasm for taking the war to Israel over the Palestinian cause boosted by popular Arab support. The Houthis are reveling in being now the only active member of what was the Axis of Resistance, and of being the vanguard of populist anti-Israeli views quietly curbed within the Arab monarchies. So it is not inconceivable that the Houthis will attempt more ambitious anti-Israeli actions than hitherto. Western nations generally, and in particular the United States and Britain, are regarded as targets by association.

In the short term, Houthi drone and missile attacks on Israel will continue, as will attacks on targets of opportunity should they present themselves in the Red Sea or further afield. Indeed the Yemeni military spokesman Brigadier Yahya Sare’e on July 27 threatened such an expansion of Houthi anti-shipping activities.  But in the longer term, ambitious new attack options are likely to be pursued. Brigadier Bakil Saleh al Wahbi, commander of a Houthi-allied tribal force in the Al Bayda region, has warned that ‘upcoming military options will be painful for Israel and its allies’, and that the closing the Bab al-Mandeb Strait is on the table if the war on Gaza continues.

Reports continue to suggest that the Houthis are supporting Al Shabab operations on the western side of the Red Sea, threatening the Mogadishu government and the East African littoral. The popular center-right newspaper Israel Hayom has published a report that the Houthis have graduated a third batch of ‘special force’ soldiers for their Tufan al-Aqsa unit, trained to launch raids into Israel. Any such raid would require some innovative thinking - but the Houthis have proved resourceful in coming up with new attack options.

There is a gap between such aspirations and a realistic threat, but suffice to say Houthi ambitions are not yet blunted, and nor is their tactical ingenuity. The Houthis generate considerable support domestically with their pro-Palestinian stance, and as yet nothing has persuaded them to adopt a less aggressive posture. A ceasefire over Gaza is unlikely to satisfy the Houthis or quell their enthusiasm, and they need that aspirational cause to shore up their political base. The maritime community meanwhile has adapted to the risks of plying the Red Sea, and it looks for the foreseeable future as if greater use of routes around the Cape makes a sound commercial and practical alternative.

The first of a series of unique vessels, the commissioning service operation vessel Windcat Rotterdam, recently completed sea trials and is nearing delivery. According to CMB.TECH, its Windcat division, and Damen, which is building the six ships, they represent advances in efficiency, performance, and comfort and will be the first capable of being powered by hydrogen.

CMB.TECH reported the order for two vessels in 2022 and later expanded it to a class of six ships as it looks to continue to drive the deployment of alternative fuels. Windcat, the group’s offshore service company, was the first to deploy a hydrogen-powered crew transfer vessel and is now set to take delivery of Windcat Rotterdam.

At approximately 6,700 gross tons, the vessels are billed as an advancement in the CSOV sector when compared to the earlier designs for offshore wind farm support vessels. Each ship is 87 meters (285 feet) in length, with 90 cabins and accommodations for up to 120 people and a capability to remain onsite for up to 30 days.

The vessel is fitted with a diesel-battery hybrid power generation system, and a secondary dual-fuel (diesel and hydrogen) genset with hydrogen storage located at the rear of the open main deck. An additional 2MW electrical connection is provided for green shore power, green offshore recharging, or additional sources of green power installed on the deck (e.g., battery or H2).

The vessels are being built at Ha Long Shipyard in Vietnam. Windcat Rotterdam was launched on October 12, 2024.

“The hybrid-electric propulsion system coupled with an efficient power distribution system means that there will be no need to run a backup diesel generator and the vessel will never use more power than necessary,” said Joost van der Weiden, Damen Sales Manager Benelux. “We have optimized the thruster configuration, enhancing dynamic positioning during transfer operations. These innovations are expected to substantially reduce fuel consumption and emissions.”

 

The vessel floated in October 2024 (Windcat)

The ships incorporate CMB.TECH’s dual fuel hydrogen technology. They will be capable of using hydrogen as a fuel and CMB.TECH reports the potential to increase hydrogen use as the energy market evolves. Called the Elevation Series, Windcat says they are designed with future-proof technology.

Windcat and Damen report that Windcat Rotterdam underwent more than a week of rigorous testing at sea and validated every element of the advanced ecosystem design. Final outfitting is being completed, and the vessel will be delivered shortly.

 

On Monday, a small sailing vessel from a summer-camp program in Miami was involved in a deadly accident with a barge tow in the port's inner harbor. 

At about 1100 hours, Coast Guard Sector Miami received notice from Miami-Dade Fire Rescue of a vessel collision between a sailboat and barge. The call reported that six people had gone into the water near Hibiscus Island, a residential development in Miami's inner harbor.  

The sailboat was a small sail training launch with one camp counselor (aged 19) and five children on board, all of them female. Early reports indicate that the sailboat and its occupants were hit by a construction barge, and the boat and some of the personnel ended up underneath the barge's hull. 

Miami Beach Fire Rescue crews were first on scene, and were later joined by Miami-Dade Fire Rescue, City of Miami Fire Rescue, Florida Fish and Wildlife, and Coast Guard Station Miami Beach. All six people were recovered from the water; unfortunately, two of the children - aged seven and 13 - were declared dead upon arrival at Jackson Memorial Hospital. Two more remain in critical condition. The counselor and one other child were evaluated at the scene and released. 

"Our hearts are with the families of those lost and all who have been affected by this tragedy," said Capt. Frank Florio, Commander of Coast Guard Sector Miami. "Incidents like this leave a lasting impact on our maritime community and reinforce the importance of learning from every loss. The Coast Guard will conduct a thorough investigation to determine the causal factors." 

As of Monday evening, the sailing vessel remained submerged under the barge. Sector Miami kept a boat crew on scene to maintain a 250-yard safety zone. 

The U.S. Coast Guard and Florida Fish and Wildlife are jointly investigating the accident.