The roots of naval architecture are steeped in tradition with knowledge passed down through generations. Scientific ship design in the 18th century introduced mathematical models used to inform hull design while the Industrial Revolution brought iron and steam, revolutionizing design, materials science and propulsion.

The 21st century ushered in the digital transformation alongside essential new tools in the naval architect's arsenal. Advanced CAD technology, Artificial Intelligence (AI) and data-driven modeling are now used to optimize designs. From concept through a ship's lifecycle, digital twins enable predictive maintenance and monitoring to model fuel consumption across voyage profiles.

These new tools bridge the gap between design and day-to-day operations in a way never before possible. Naval architecture has evolved from a craft to a robust engineering discipline but remains rooted in the principles of the earliest shipwrights. Successful naval architects today are those who can balance cutting-edge innovation with time-tested fundamentals and work alongside data scientists and software engineers, blending classical engineering judgment with innovative insight.

The ability to intuitively understand how a vessel will behave underway and under duress is as critical as proficiency with modern tools and software.

That ethos defines the modern age of naval architecture. AI and Big Data are no longer optional, they're integral. Lifecycle sustainability is not just something to consider, it's a core design driver. "We continue to work with clients, old and new, to apply traditional best practices to a modern fleet," says John Gilbert, President of Gilbert Associates Inc., a stalwart of naval architecture for over 60 years.

FUTURE-PROOFING VESSEL DESIGNS

As design itself may be more efficient by virtue of the available tools, a wide variety of challenges persist even as new ones develop. Naval architects are no longer viewed simply as technical designers but as long-term partners involved from the concept stage and continuing throughout a vessel's functional life.

Often, long-term strategies require designers to develop a "crystal ball" approach, assisting vessel owners in anticipating issues before they even arise. Predicting future regulations, fuel transitions or new technology that have not yet materialized (or whose viability is unknown) is now par for the course.

"Future-proofing ship designs is easy to say, but far more difficult to execute," says Morgan Fanberg, CEO of Glosten.

Most domestic vessels have operational life expectancies of 30 years or more, and Glosten's designers have to weigh the consequences of each vessel detail while allowing for the inevitable changes in everything from materials to regulation. A balanced approach requires considering the most advanced equipment available from OEMs while building in allowances for future upgrades.

While both may help delay obsolescence, they also carry risks. Emerging technologies lack a proven track record while integration challenges and costs can increase rapidly. And, of course, predictions may simply be wrong. "Ultimately, future-proofing requires a careful balance between foresight, flexibility and cost – designing vessels that meet today's requirements while giving them room to evolve," Fanberg says.

REGULATORY CHALLENGES

Perhaps the greatest challenge in vessel design has always been regulation. Regulators are notoriously slow to react to changes and often uninformed, particularly with today's rapid pace of innovation. As a result, predicting and planning for changes in regulations is often a guessing game at best, requiring even greater collaboration.

This isn't exclusive to future regulations but also relevant to existing rules sometimes forcibly applied to modern technology.

Gilbert Associates has spent considerable time refining its approach to hybrid passenger vessels, culminating most recently in the Capt. Almer Dinsmore, New England's first hybrid diesel-electric ferry. The project required intensive coordination with regulators and equipment vendors to integrate lithium-ion batteries, advanced fire suppression and new electrical systems – all under restrictive Subchapter K tonnage rules.

Across the naval architecture sector, the concept of future-proofing carries with it a natural element of revolution, pushing the boundaries of the regulatory process. As designers implement the latest technology, they challenge both the vendor/system integrator and established rules set by maritime authorities.

The naval architects at Norway's Breeze Ship Design frequently challenge established rules. When the world's first LNG-powered offshore support vessels were designed, there were minimal class or flag state rules that could be applied. Instead, Breeze followed IMO's alternative design process to develop a level of safety that challenged even existing vessels.

In close collaboration with stakeholders (including other designers), the company designed solutions and, in the process, new standards. But rather than hide or protect their innovations from competitors, Breeze shared them across partnerships, believing that, according to CEO Ove Wilhelmsen, "sharing our innovations with other stakeholders drives the whole market to a higher level of safety and efficiency, which will benefit us all."

Designers are caught in a difficult position, trying to make bold advances while remaining practical. Elliott Bay Design Group sees the primary challenge as delivering solutions that draw from the technologies their clients truly need.

"We don't just follow trends," notes Robert Ekse, President. "Instead, we translate them into practical solutions that work in the real world – balancing innovation with practicality to ensure long-term success. Ultimately, it's about partnership, purpose and building what's next together."

LIFE EXTENSIONS

Naval architects don't concern themselves solely with new designs, of course. "A large portion of our activity relates to ships in operation," notes Breeze's Wilhelmsen.

Indeed, with more than 4,000 vessels designed over the decades, the company has a team dedicated to vessel conversions and upgrades, including the Viking Energy. Built in 2003 as the world's first LNG-powered offshore support vessel, Equinor, Eidesvik and Breeze teamed up for the Apollo project to convert the vessel from LNG to ammonia.

Designers work closely with clients, regulators and shipyards to develop and execute practical modernization plans. These refits blend already existing strengths with updated systems while lowering operating costs and extending useful life, demonstrating that progress doesn't always require new steel.

Life extensions are critical for reducing environmental impact and increasing the value of aging assets. Projects that modernize older vessels by integrating centralized management systems enable crews to focus on preventive (versus reactionary) maintenance.

According to Glosten's Fanberg, "These kinds of upgrades are essential in a world where skilled mariners are in short supply. The goal isn't automation for its own sake, but for improving the day-to-day experience of operators and crews."

INTEGRATING LEGACY & INNOVATION

Naval architects are no longer just designers. They're systems integrators, digital strategists and environmental stewards.

The coming decades will see tighter integration between designer and operator, leveraging innovation to vet thousands of design variants before a single steel plate is cut. Regulations will evolve in parallel, pushing innovation in zero-emissions vessels and autonomy.

Forward-thinking companies will continue to demonstrate how deep-rooted tradition, when combined with thoughtful innovation and an appetite for disruption, can shape a future that's as environmentally conscious as it is commercially viable. From their perspective, the future is not as challenging as it is rife with opportunities.

Per Elliott Bay's Ekse, "We are pushed to be more proactive in engaging with stakeholders and more precise in integrating technology that is not only innovative but also practical and aligned with operational realities."

Regular contributor CHAD FUHRMANN is a Senior Consultant at Core Group Resources.

 

A 29-year-old man has been sentenced to a suspended prison term for allegedly setting fire to a garbage can aboard the cruise ferry Viking Grace. At the time of the fire, the vessel was at sea with more than 1,000 passengers aboard, and the blaze could have become a serious incident if it had grown. 

According to prosecutors, the suspect lit a garbage can ablaze in a closed onboard bar during a voyage in December 2024. The fire was set in the middle of the night, and was not discovered by the crew immediately; the bar was only used in the summer months and was not a space frequented by other passengers. There was little material in the can, and it burned out and extinguished itself without spreading, a stroke of luck for all on board. A deckhand later noticed a burned smell during rounds, investigated the space, and determined that there had been a fire.

Surveillance cameras captured the incident, and the footage showed the suspect bending down and using a lighter to ignite material in the can. He was arrested later that evening by members of the crew security team and questioned. He was taken ashore in the Aland Islands, and prosecutors charged him with attempted sabotage. 

During the trial, he admitted that he was the person in the surveillance footage, but he denied having any memory of the incident. He said that he was aboard the ship for a Christmas party, had been drinking, and was heavily intoxicated at the time. (A security guard from the vessel confirmed that the suspect had been quite drunk when detained.)

This week, the court found him guilty of attempted sabotage and sentenced him to six months' imprisonment, plus court fees, according to Alands Radio. He reportedly told the court that he has given up alcohol.

Top image: Viking Grace (Smuliman / CC BY SA 4.0)

 

The krill fishery off Antarctica has surged in volume this year, so much so that the Commission for the Conservation of Antarctic Marine Living Resources (CCAMLR) has decided to close the fishing season five months early. 

The volume of the krill catch took off this year after CCAMLR allowed geographic restrictions on fishing to lapse. Last year, CCAMLR member states did not reach agreement on a proposed management plan for krill, which would have created a new marine protected area withdrawn from fishing activity. The meeting also failed to reach consensus on renewing a mechanism that spreads out the fishing fleet by limits how much krill fishing can be done in any one area. With that limit lifted, krill fishing vessels were allowed to concentrate their effort on small, productive locations that are also preferred by whales and seals, increasing commercial efficiency. The take quickly soared to 620,000 tonnes in the first half of the year, up from 500,000 tonnes in all of 2023-24.

"The entire permitted catch was taken in a highly concentrated area, leaving the Southern Ocean's most iconic predators with far less to feed on. If CCAMLR hopes to retain credibility at this year's meeting in October, its members must restore precautionary, ecosystem-based krill management," said Dr. Johnny Briggs, director of the Pew Bartarelli Ocean Legacy. 

Krill is in high demand as an ingredient in fishmeal, a feedstock for fish farms (like Atlantic salmon and tilapia producers) and for pet food. Krill oil is also used as a popular dietary supplement. These uses put consumers in competition with whales for the available calories in Antarctic waters, environmental groups warn.

"Krill is at the base of the food chain in Antarctica and increasing demand from companies seeking to sell fishmeal, pet food and dietary supplements has led to a spiraling increase in catch," said NGO Antarctic and Southern Ocean Coalition (ASOC) in a statement.  "Scientific research has previously shown that krill predators [whales, penguins and seals] are negatively affected by fishing at an even lower level of catch than was seen this year."

 

Bremen-based advanced defence technologies company, EUROATLAS (www.euroatlas.com), backed by Stockholm-based Mimir Group (www.mimirinvest.com), and Germany’s leading international systems supplier for the defence industry, Rheinmetall (www.rheinmetall.com), today announce a strategic partnership to integrate EUROATLAS’s advanced autonomous underwater vehicle, GREYSHARK™, into Rheinmetall Battlesuite™ - the company’s modular, AI-enabled digital platform designed to unify and manage multi-domain defence systems.

This integration will support selected coastal defence use cases, where Battlesuite™ acts as the digital backbone of Rheinmetall’s system-of-systems infrastructure for maritime operations. GREYSHARK™ AUVs (Autonomous Underwater Vehicles) have an integrated sensor suite consisting of 17 sensors, collecting data from each one at all times when the AUV is deployed for comprehensive mission-critical underwater operations, such as monitoring the integrity of undersea cables. The technology enables long range and high-endurance missions, driven by an integrated modular AI software stack developed in partnership with EvoLogics.

The collaboration marks a significant step toward expanding GREYSHARK™’s role in multi-domain operations by embedding it into next-generation European coastal defence architectures across military and private sector applications. These industry leaders have come together to advance coastal security through integrated system delivery, digital sovereignty, and domestically anchored innovation and manufacturing.

Scope of Partnership

? Sales and System Integration: Rheinmetall will support system integration of GREYSHARK™ within its global coastal defence architecture and will be embedded in Rheinmetall-led coastal protection infrastructure projects, spanning sensors, C2 systems, and support networks. Additionally, Rheinmetall will act as liaison to relevant national defence authorities.

? Co-Development and Customisation: The partners will collaborate on the development of specialised GREYSHARK™ variants tailored to specific mission requirements, including future capabilities, to align with Rheinmetall’s coastal protection ecosystem.

? Supply Chain & Sovereign Support: The collaboration supports a European manufacturing, deployment and recovery footprint, ensuring secure and locally sustained operations across prioritised coastal environments.

Within Rheinmetall’s coastal defence system-of-systems infrastructure, GREYSHARK™ becomes a key enabler of autonomy, interoperability, and rapid deployment, strengthening undersea domain awareness while preserving national sovereignty. This partnership lays the groundwork for future innovation around mission-specific variants, supporting the evolving needs of NATO allies and coastal nations. The partnership includes a joint innovation roadmap - collaborative R&D focusing on intelligence, autonomy, sensor fusion, and long-endurance capability.

“Through co-development and joint innovation, we’re bringing GREYSHARK™ to the heart of the global coastal deterrence,” said Eugen Ciemnyjewski, CEO of EUROATLAS. “We’re working alongside Rheinmetall and EvoLogics to accelerate maritime innovation while fortifying regional industrial stakeholder engagement. As a force multiplier for maritime operations, GREYSHARK™ combines autonomy, interoperability, and rapid deployment. And with scalable manufacturing, we stand ready to meet the growing strategic demand for autonomous underwater capabilities across NATO and partner nations to strengthen undersea domain awareness and multi-mission readiness.”

“Rheinmetall is taking responsibility in changing times. We are proud to be a GREYSHARK™ partner,” adds a Rheinmetall spokesperson. “GREYSHARK™ is a disruptive and rapidly evolving system within the Rheinmetall Battlesuite™ for connecting the battlefields of multi-domain operations.” The partnership reflects a shared vision of sovereign European defence solutions. GREYSHARK™, now integrated into Rheinmetall infrastructure, will be tailored to meet each nation’s unique coastal security specifications, ensuring interoperability while avoiding single-supplier lock-in. The collaboration also includes building out European supply and support channels for long term deployment readiness.

[By: RINA]

Nikon SLM Solutions AG and RINA have signed a Letter of Intent (LOI) to establish a new project called “H2AM Open Lab” focused on advancing additive manufacturing (AM) technologies for hydrogen-related technologies & applications. The initiative aims to accelerate material and process innovation targeting critical sectors including green steel production and the oil & gas industry. 

As global industries navigate the energy transition, the demand for components that can withstand aggressive hydrogen environments is growing rapidly. The joint Innovation initiative, which will be hosted near Rome at RINA’s Centro Sviluppo Materiali (CSM) - a leading center for applied research on advanced materials and home to one of the company’s Open Innovation Hubs -, will combine the complementary strengths of RINA and Nikon SLM Solutions. The focus will be on qualification support, advanced materials, and the development of AM process parameters for enhanced performance and corrosion resistance.

“We are proud to partner with RINA to expand the frontiers of AM for the hydrogen economy”, said Sam O’Leary, CEO of Nikon SLM Solutions. “Their proven expertise in metallurgy and material science, combined with our leadership in high-productivity metal AM systems, creates a powerful foundation for developing next-generation solutions in this high-growth field”.

The centre will support R&D efforts around hydrogen embrittlement (HE), high temperature hydrogen attack (HTHA), and innovative materials designed specifically for hydrogen service environments. These efforts will also address industry-specific requirements for qualification, sustainability, and reliability - offering OEMs a collaborative platform to develop and test components under real-world conditions.

“By creating this H2AM Open Lab Nikon SLM Solutions, we are building the capabilities needed to drive transformative change across the hydrogen supply chain”, said Michele Budetta, CEO of RINA Consulting. “This collaboration opens the door to safer, more efficient components that meet the unique demands of hydrogen infrastructure and future energy systems”.

The Open Lab will be open to OEMs across industries to explore design, production, and validation of AM parts using advanced materials including steels, aluminium alloys, nickel-based alloys, and more. No specific machine installation is planned initially, as the hub will focus on shared research, simulations, and material testing. 

[By: London International Shipping Week]

With London International Shipping Week 2025 (LISW25) fast approaching, a broad and influential group of more Bronze Sponsors has been unveiled, highlighting the strength of cross-sector engagement and the far-reaching impact of the global maritime event.

They include major names from the finance and investment sectors: global financial institutions Citi and Bloomberg, joined by maritime-focused investor relations specialist Capital Link.

From the world of professional services and consultancy, LISW25 welcomes the support of Brookes Bell, a leading multi-disciplinary technical and scientific consultancy to the maritime and energy industries; Arup, a leader in maritime engineering and infrastructure; and Blue Communications, a communications agency serving global maritime and renewable sectors.

Representing the maritime recruitment sector are Faststream Recruitment and Red - Specialist Marine Recruitment , while Safetytech Accelerator helps organisations adopt cutting-edge digital solutions to address operational risks and build resilience and industry association ZESTAs promotes the interests of the Zero Emissions Ship Technology industry.

The ship registry and government-linked sectors are strongly represented with the participation of IRI Marshall Islands, the Irish Maritime Development Office, and Isle of Man Maritime, while port operations and infrastructure are represented by the Port of London Authority which returns as a valued supporter, reflecting the central role of the Thames in both UK trade and the LISW event itself.

Finally, the research and technology community is represented by The Alan Turing Institute, the UK’s national hub for data science and artificial intelligence, whose participation underscores the increasing importance of innovation and digital transformation in the maritime industry.

LISW25 takes place across London from 15th–19th September, bringing together the international maritime community for a week of high-level debate, dealmaking and networking.

Sean Moloney, co-founder and joint CEO of LISW, said: “It’s fantastic to see such a diverse group of Bronze Sponsors joining LISW25. Their involvement reflects the interconnected nature of today’s maritime world, where finance, regulation, talent, data and innovation all play a critical role. We’re proud to have them as part of this landmark week.”

The support from so many organisations further solidifies LISW’s position as a must-attend event for the global maritime community.

For the latest on LISW25 please visit www.lisw.com.

[By: Glamox]

Glamox, a world leader in lighting, has won contracts to light the wind turbine foundation transition pieces for the Fengmiao wind farm, to be located offshore near Taichung, Taiwan. The company will provide approximately 920 marine-certified LED luminaires to illuminate the jacket foundation transition pieces for 33 turbines, which will generate a combined 495 MW of clean electricity. Glamox’s contracts are with the two companies building the foundation jackets: SK OceanPlant of South Korea and Taiwan’s Century Wind Power, in collaboration with ProCon Taiwan.

The transition piece is the cylindrical steel structure that connects the wind turbine to its foundation. It serves as the primary access point to the turbine tower of the V236-15.0 MW turbines supplied by Vestas. It includes boat landing systems, platforms, and ladders. It is vital that the area is well-lit for inspection and maintenance teams and that the luminaires function flawlessly in an emergency.

“This is the third Taiwanese wind farm project we have recently secured. It follows the Hai Long Wind Farm 2 and 3 and the Greater Changhua 2b and 4 projects that we announced in March 2024,” said Tommy Stranden, Chief Sales & Commercial Officer of Glamox’s Marine, Offshore & Wind business. “When people’s safety and security are concerned, you choose the best you can. Our offshore customers know they can depend on our marine-grade lighting, which is designed to withstand extreme weather conditions, vibrations, and the corrosive saltwater environment,” added Stranden.

Glamox is providing 35 RLX C floodlights and 884 MIR G2 WOF luminaires. The energy-efficient LED lighting has a designed lifespan of 100,000 hours at 45°C. Both types of light are also equipped with a three-hour battery pack in case of a power outage.

The lighting will be delivered in the summer of 2025. It will be installed by SK OceanPlant at its yard in Goseong County, South Korea, and by ProCon Taiwan at Century Wind Power’s yard in New Taipei City, Taiwan. Fengmiao is scheduled for completion by the end of 2027, providing green energy to large corporate users.

Copenhagen Infrastructure Partners (CIP) oversees the overall development and management of Fengmiao, including securing financing, supervising construction, and ensuring the project meets its operational targets.

 

The US naval Support Facility on Diego Garcia in the British Indian Ocean Territory is recovering its stand-by status after hosting heightened operational activity during US operations against targets in Yemen and Iran in recent months.

The complement of aircraft parked up on the airfield’s South Pan has dropped to what appears to be pre-conflict levels. Three KC-135R that had been stationed on Diego Garcia since May were seen leaving on July 21, but another KC-135R had arrived the previous day, suggesting a rotation was taking place and only a slimmed-down presence was to be retained. On August 5, only two KC-135s were seen in imagery on the pan, suggesting that the surge force of B-52s and F-16s have withdrawn back to their home bases.

The South Ramp on Diego Garcia in busier times on June 22 (Sentinel-2)

Also noted returning home, to port in Japan, were two Arleigh Burleigh guided missile destroyers from the Yokosuka-based Destroyer Squadron 15. Both USS Ralph Johnson (DDG-114) and USS Milius (DDG-19) have made a number of stops in Diego Garcia in recent months, the last respectively noted on July 13 and 21. A Seventh Fleet spokesman implied that both destroyers had fulfilled a role providing cover for Diego Garcia during the period of heightened tension, in the wake of Iranian threats to target Diego Garcia.

The Seventh Fleet spokesman also highlighted the strategic importance of Diego Garcia, reflected in a graphic then published in Newsweek. However, analysts have noted that Diego Garcia was not used to stage attacks on Iran, and this could be because of the stipulation in the pending UK-Mauritius handover treaty that Mauritius should be given forewarning if Diego Garcia is to be used for mounting operations against third countries.

Meanwhile in Washington, both the Heritage Foundation and the House Appropriations Committee have raised reservations about the British Indian Ocean Territory surrender of sovereignty, with commentator Nile Gardiner suggesting that "major red flags are being raised in Washington," and that both the President and the Vice President are having second thoughts about the deal, having previously assented to it.

The deal remains popular however with both China and India, which can befriend Mauritius, undermine the deal and exploit its weaknesses, without having to pay for a lease. The United Kingdom - which is struggling to maintain its single frigate permanently stationed in Bahrain - will be committed under the Treaty to paying Mauritius an annual rent of $220 million for each of the first three years, and then $160 million adjusted annually for inflation thereafter.

 

MSC Mediterranean Shipping Company, as the charterer of the lost containership MSC Elsa 3, along with the vessel’s owners, has filed an admiralty suit in India seeking to limit their liability. The companies are citing the large number of claims already filed and the open-ended possibilities, saying that if the liability is not capped, it has the potential to disrupt insurance and freight operations and drive up the price of goods.

There are already seven lawsuits filed with the Kerala High Court, the largest being a claim for more than $1 billion from the government. Private cases were also filed on behalf of shippers who had cargo aboard the ship, as well as the fishing community and others. MSC in the filing says that it could be open to many claims, noting there were 643 containers aboard the vessel when it went down on May 25.

The lawsuit seeks to limit the amount of potential claims to a value calculated based on the tonnage of the vessel. It would be approximately $14.2 million, subject to current conversion rates, when the compensation fund is established. 

The lawsuit is filed under India’s Maritime Shipping Act of 1958, which allows shipowners to cap liabilities, and the 2015 Merchant Shipping Rules, which reiterated the right to limit liability caused by the sinking of a ship. The suit further highlights that India is a signatory to the International Convention on Limitation of Liability for Maritime Claims. 

The suit includes an eight-slot beyond the current cases, which would be used as a catch-all for any future claims. They are also seeking a permanent injunction from other defendants initiating other cases against the MSC Elsa 3.

The filing comes in response to the massive claim filed by the government, which seeks damages plus the cost of the remediation. India’s Directorate General of Shipping has overseen the recovery of containers that washed ashore, debris from the wreck, and the containment of oil leaking from the ship.

The suits are proceeding even as the recovery effort continues. A salvage team is in the area and prepared to begin saturation diving to the vessel as part of an effort to siphon oil from the tanks. However, they report that the swell and seas have been too high for the effort to begin.

Sri Lanka, which is hundreds of miles away from the wreck site, has also filed suit seeking compensation. It reports that debris from the ship is washing up on its beaches.

The Kerala High Court has scheduled the next hearing for the case on August 21. The court continues to detain the MSC Akiteta II at the Vizhinjam port in effect as collateral against the claims. It had previously also briefly held two other MSC ships in response to individual claims from shippers. MSC responded to the case denying the extent of the damage claimed by the government and rejecting posting a bond, which would have released the MSC Akiteta II.

MSC’s attempt to limit liability follows a similar move by the owners and operators of the Dali, which destroyed the bridge in Baltimore in 2024. They used the international law calling for a limit of approximately $44 million on the potential liability. The U.S. District Court is expected to hear that case in 2026.
 

The U.S. Department of Justice reports that the long-running fraud case involving a tour boat known as the Semisub has finally concluded with the CEO and his then-wife each sentenced to jail. The U.S. filed fraud charges in 2022 against CEO Curtiss E. Jackson and his then-wife, Jamey Denise Jackson, alleging they stole more than $29 million in a decade-long scheme.

According to court documents and evidence presented at trial, the U.S. alleged that the Jacksons falsely told investors for years that the prototype vessel, Semisub One, was “weeks” or “months” away from beginning operations. The defendants also solicited funds based on false statements that Semisub had entered into agreements or developed relationships with government agencies and a private investment firm to build and sell a fleet of Semisubs for tens of millions of dollars — among other misrepresentations. 

It was also reported that despite being barred from selling securities by authorities in the states of Pennsylvania and California, the defendants nonetheless continued to sell securities to investors across the U.S., including in those two states.

The Department of Justice detailed how the defendants used investor funds to pay for luxury residences in Hawaii and California, a Mercedes-Benz automobile, luxury vacations, psychics, and marijuana.

 

2017 construction photo released by Semisub of the nearly finished vessel

 

Semisub described itself as a specialized luxury cruise boat company with a proprietary vessel design. The boat was intended to allow passengers to look out underwater through special viewing windows while enjoying creature comforts inside, including high-end cuisine. The company reported that construction began in Long Beach, California, in 2008 on its first prototype and continued in Hawaii over the next 10 years. However, the U.S. Coast Guard said that the physical prototype boat differed materially from the naval architect's plans in 38 successive inspections, and when it finally won its COI in 2019, it only operated for a few months before engine trouble took it offline again.

As the fraud began to unravel, the U.S. contends that Curtiss Jackson further obstructed the official proceeding by attempting to flee the United States’ territorial waters aboard the Semisub One. At the time, the vessel was subject to criminal forfeiture proceedings, and he attempted to flee on the day before his bond revocation hearing.

Curtiss Jackson also sent a death threat to Jamey Denise during the investigation. The U.S. said he sent her a link to an online video containing graphic clips from The Sopranos television series depicting the deaths of several characters who had cooperated with the FBI. 

In May 2024, Curtiss Jackson was convicted of securities fraud, conspiracy, mail fraud, wire fraud, witness tampering, and obstructing an official proceeding while on pretrial release. Yesterday, August 5, he was sentenced to 13 years in prison.

Jamey Denise Jackson pleaded guilty in January 2023 to conspiracy to commit mail fraud and wire fraud. She was sentenced to two years in prison.
 

DNV is launching a new independent maritime software company with stand-alone management designed to focus on the changes within the space. The new company, to be known as CFARER, builds from the previous DNV Maritime Software offering and will also incorporate Wilhelmsen Port Services’ digital subsidiary Diize.

CFARER will be majority owned by DNV, which will provide continuity, governance, and maritime domain expertise. Wilhelmsen Port Services will become a minority investor and will round out the offering by combining Diize with its port clearance solution, Always-on-Board, being integrated into CFARER’s portfolio. Papillon Global, a maritime technology-focused operator-investor, will also participate in the company.

“The maritime software market is moving fast,” said Kenneth Vareide, CEO, Digital Solutions, at DNV, who becomes Chair of the Board of the new company. “CFARER’s new brand and structure give it the independence to innovate quickly, while customers continue to benefit from the trust and reliability built over decades.”

The company highlights that it starts with a strong installed base and a broad range of expertise. It says that over 5,000 ships and 13,000 ports are employing its solutions.

“By operating independently, CFARER can focus entirely on building better software, responding faster to user needs, and partnering more openly across the industry,” said Erik Staubo, CEO of CFARER. “Our goal is to ensure continuity for existing users while creating more room for innovation and growth.”

Staubo joined DNV Maritime Software at the beginning of 2025 as its CEO. Before that, he was a partner at Papillon Global and has 20 years of experience in the maritime and software sectors.

CFARER’s portfolio includes Ship Manager, which is used for technical fleet management, and Hull Manager, which is focused on inspections and hull integrity. The Port Clearance offering will combine the current offerings with those from Wilhelmsen.

The company says its structure will set it apart from other maritime SaaS (software-as-a-service) companies. During 2025, all its products will be available in both Cloud and classic versions, allowing crews to work with what best fits their digital landscape and capabilities. CFARER also says that it has strong innovations in the pipeline for 2025.

 

Ukraine's intelligence service says that it has gotten hold of an extensive set of secret files about the nuclear ballistic missile submarine Knyaz Pozharsky, Russia's newest Borei-A class sub. If legitimate, the leak is an embarrassment for Russia's internal security apparatus, and could be used in targeting the vessel, its crew or its designers. 

Ukraine's agents claim to have obtained information that would be closely guarded by the Russian Navy. The scoop reportedly includes the names, qualifications and positions of the crewmembers; combat operations instructions for operating the vessel; schematics for the sub's survival-critical systems and combat capabilities; complete procedures for various everyday evolutions, like cargo transfers or towing operations; a schedule book showing the boat's daily routine; and engineering documentation, including a damage report identifying the Borei-class' shoreside engineering staff by name. The claims were backed up with images of the purported documentation. 

A sample of claimed secret documents (GUR)

"The information obtained by the intelligence officers allows us to identify the features and technical limitations of not only the Knyaz Pozharsky, but also other submarines of project 955A, which are critically important for supporting the imperial myth of the aggressor state of Russia," claimed the GUR in a statement. 

Knyaz Pozharsky is a 24,000-tonne nuclear ballistic missile sub armed with 16 Bulava SLBMs, each capable of delivering up to 10 nuclear warheads up to a distance of 9,000 kilometers away. Pozharsky is the eighth and newest hull in the series, and delivered just last month in a ceremony attended by Russian President Vladimir Putin. The Borei-class reportedly has better stealth capabilities than its predecessors, thanks to a pump-jet propulsion system, and Pozharsky was built with incremental upgrades to improve its stealth further. 

The sub is named for a Russian commander who evicted Polish forces from Moscow in 1612, a seminal moment in Russia's history and national identity. 

 

The German agency that oversees the country’s offshore wind energy development confirmed that there were no bids in the most recent auction. It was Germany’s second auction of the year, but unlike the first, which TotalEngeries won the site, this one failed to receive interest from investors.

Germany was offering two North Sea sites, which combined would have a capacity of 2.5 GW. The country currently has 9.2 GW of offshore wind capacity operational in the North Sea and Baltic Sea, according to BNetzA, with ambitious goals to reach 30 GW by 2030, 40 GW by 2035, and 70 GW by 2045. It added just .7 GW in 2024.

“The auction result must be a wake-up call for the German government,” said Viktoriya Kerelska, Director of Advocacy & Messaging at the trade group WindEurope. “It’s time to amend the auction model so Germany can deliver on its offshore wind targets and industrial competitiveness.”

Analysts note that investors’ mood changed as they face rising costs and challenging supply chains. A few years ago, investors were driving down the level of subsidies, and countries such as Germany and the Netherlands celebrated the first subsidy-free agreements. Now, the major developers are citing the increased risks they face and costs, saying they must have protection. Even in some cases, such as the UK’s Hornsea 4 project, developer Ørsted said the economics had changed to the point that it would not proceed in the current form, even with its government contract.

WindEurope highlights that most countries in Europe have introduced two-sided Contracts for Difference (CfDs) as a revenue stabilization mechanism for offshore wind development. Countries that have not moved forward with this model experienced the same challenges. Denmark in December 2024 also received no bids, and even the UK, which offered CfDs, had an unsuccessful round in September 2023, with the companies saying the support was too low. The current UK government has moved to increase the CfD levels and improve the structure, and it has been receiving stronger interest.

Germany’s Federal Minister for Economic Affairs and Energy, Katherina Reiche, admitted during a press conference that the results were sending a message. She said it would be “beneficial” for the regulator to look at adjusting the tender going forward.

The German Offshore Wind Energy Association (BWO) noted that it has repeatedly called for the introduction of the CfD approach. It says that Germany must also provide long-term power purchase agreements. 

“The result sends a clear message,” said BWO’s managing director, Stefan Thimm. “The German offshore wind market is currently not attractive to investors. The federal government is thus missing the opportunity for significant value creation and employment in Germany and Europe.” 

The authorities reported that under the terms of the tender, the two sites will be re-tendered with a new bid deadline of June 1, 2026. 
 

 

President Donald Trump has announced that India's tariff rate will be doubled to 50 percent as a penalty for continuing to import Russian oil (and an added incentive to reach a comprehensive trade deal with U.S. negotiators). The additional tariff follows India's repeated insistence that it will not fold to the White House's demands, and will continue to import Russian oil, which now constitutes about one-third of its crude imports. 

Trump has already decided to implement a 25 percent tariff on Indian goods effective Thursday, citing India's steep trade barriers. In addition, his new order imposes an additional 25 percent tariff on all Indian exports if India does not cease buying Russian oil by August 27. The delay gives additional time and additional leverage for the U.S. to negotiate with Delhi on terms for an overall trade deal, and simultaneously applies pressure to Moscow to agree to Trump's main demand - a ceasefire in Ukraine. Trump directly linked Indian crude consumption to the front lines, noting that its purchases fund Moscow's military operations, resulting in Ukrainian fatalities. 

In a statement, India's foreign ministry responded that its refiners buy Russian oil for national security purposes. It noted that several other countries also buy energy from Russia but face no tariff penalties. 

Trump's order acknowledges this point: the text instructs his agencies to "determine whether any other country is directly or indirectly importing Russian Federation oil." China is well known as the leading buyer of Russian crude, followed by India in second place, then by Turkey, a distant third. The president's order directs agencies to recommend penalties for any buyers they can identify. 

In Delhi, resistance to Trump's ultimatum is expected. Russian oil saves Indian refiners about $1 billion per month because it is discounted below Brent, creating a large opportunity for profit on refined-product export sales, notes GZero. Economic interests aside, the tariff tactics are unpopular with the Indian public, and Modi will not wish to be seen as weak. 

“For India to back down in the face of US tariff threats and essentially downgrade its relationship with Russia will also absolutely not play well among the Indian public,” CFR senior fellow Manjari Chatterjee Miller told GZero. “Modi cannot be seen kowtowing to any US administration.”

While unwelcome in India, the pressure campaign may be setting the desired conditions for talks with Russia. Trump envoy Steve Witkoff met with Russian President Vladimir Putin on Wednesday and reported positive results from the discussion, prompting Trump to announce that he will meet with Putin himself next week. 

 

On Friday, a U.S. Coast Guard helicopter aircrew rescued four crewmembers from a sinking vessel at a remote location in the Gulf of Alaska, far from help. 

At about 1017 hours Friday, Coast Guard Arctic District received a report that the "tug" Sea Ranger was taking on water at a position about 130 miles south of Cordova. The command center in Juneau dispatched an HC-130 aircrew out of Air Station Kodiak to search the area. At about 1308, the aircrew arrived on scene and communicated with the crew, who reported that they were not in a distress situation. Nonetheless, the aircrew dropped a dewatering pump for the Sea Ranger's crew to use. 

At 1557, the Sea Ranger's crew reported that the situation had deteriorated significantly. They were adrift, there was smoke in the engine room, they were taking on water and could not get the dewatering pumps started. The decision was made to evacuate them before the vessel's condition deteriorated further, and watchstanders dispatched an MH-60 Jayhawk helicopter aircrew out of Air Station Kodiak, along with another HC-130 aircrew. 

At about 1942 hours, the helicopter aircrew arrived at the scene. With assistance from the helicopter's rescue swimmer, all four members of Sea Ranger's crew were hoisted aboard and flown to Cordova for a medical evaluation. No concerns were reported. 

“Given its remote location in the Gulf of Alaska, this challenging rescue resulted in the best possible outcome and demonstrated the dedication and professionalism of Coast Guard aircrews,” said Lt. Evan Sutton, search and rescue mission coordinator for the Coast Guard Arctic District. “These mariners were well-equipped and demonstrated the importance of having appropriate lifesaving and communications equipment on hand such as life rafts, survival suits, and long-range distress communication devices.”

The "tug" described in released media could not be immediately identified, but visible elements (top) appear to lack the characteristics of a towing vessel. A canoe stern, an inflatable tender boat on the fantail, a kayak on the top deck level and lack of an aft working deck all suggest a leisure vessel. Coast Guard Arctic District has been contacted to obtain more identifying information. 

Competition continues to build for work under the U.S.’s MRO (Maintenance, Repair, and Overhaul) contracts, with HD Hyundai Heavy Industries reporting it has won its first assignment. The company reportedly said it would be targeting two to three contracts a year from the United States, and it is linking this to Korea’s promised investment made during the trade talks.

HD Hyundai was certified and signed a Ship Maintenance Relations Agreement (MSRA) with the U.S. military authorities in July 2024. Media reports from Korea suggest it had bid on two previous contracts, losing one to its Korean rival Hanwha Ocean and another to a Singapore-based yard. Hyundai was also reported to have space constraints as its yards are busy with commercial work.

The yard has won the MRO contract for USNS Alan Shepard, a 41,000-ton displacement Lewis and Clark class dry cargo and ammunition vessel used to support vertical replenishment for the U.S. Navy while on a deployment. The vessel, which is 210 meters (689 feet), was commissioned in 2007 and is currently assigned to the U.S. 7th Fleet.

Maintenance work is scheduled to begin in September at HD Hyundai Mipo in Ulsan, South Korea. The scope of work includes propeller cleaning, tank inspections and repairs, and equipment checks. The ship is slated for delivery back to the U.S. Navy in November.

It is the second vessel of the class to undergo its overhaul in Korea. Last year, the first MRO contract awarded to a Korean yard went to Hanwha Ocean to overhaul the USNS Wally Schirra, which arrived at Hanwha Ocean’s Geoje Plant in September. Hanwha also started a second job in late 2024 to repair USNS Yukon, a fleet replenishment vessel, and it was recently reported that it had won the repair assignment for USNS Charles Drew, another Lewis and Clark class vessel.

The MRO business is seen as a lucrative opportunity by the Korean industry. The U.S. military is estimated to spend more than $14 billion annually on MRO contracts. The Korean yards are competing against Japan and Singapore, which are also in the MRO market.

“This MRO contract is especially meaningful as it is the first awarded following the government’s proposal of the MASGA project for Korea–U.S. shipbuilding collaboration,” said Joo Won-ho, head of the Special Ship Business Unit at HD HHI. “As a representative of South Korea’s shipbuilding industry, we will make every effort to successfully complete the U.S. Navy’s logistics support ship MRO project.”

The Koreans are linking this project to the government’s planned $150 billion MASGA (Make American Shipbuilding Great Again) initiative proposed to the Trump administration during the trade talks. South Korea committed to a broader $350 billion investment in the United States to win a reduction in its tariff from 25 to 15 percent.

Both Hyundai and Hanwha completed the certification for U.S. repair work in 2024, while recently Korea’s mid-sized builder HJ Heavy Industries was also reported to be developing a consortium of suppliers for entry into the MRO business. The South Koreans hope to use this to expand their shipbuilding to include vessels for the U.S. government. HD Hyundai announced a strategic partnership with Edison Chouest Offshore for commercial shipbuilding, while Hanwha Ocean acquired Philly Shipyard.
 

 

The containership Maersk Gironde and the car carrier SFL Composer collided late on Tuesday, August 5, as the two vessels were making their way through a busy section of the Danish Straits. The Danish Maritime Authority is reporting that both vessels were detained for further inspections and an investigation of the incident.

The collision happened shortly before midnight local time. The two vessels were in the Danish Straits near Funen on the east coast of Denmark. They were in the deep-water channel, which is a busy shipping lane feeding into the Baltic. The Danish authorities are reporting that both ships sustained “material damage” above the waterline. There were no injuries to the crew and no reports of pollution.

Pictures appearing in the Danish media show a large scrape along the side of the car carrier starting about three-quarters of the way back along its 200-meter (656-foot) length with a large dent and a hole at the stern. The Maersk Gironde sustained damage to its bow.

The Maersk Gironde, built in 2002, operates a North Europe shuttle route. The vessel, which is 61,600 dwt with a capacity of 4,800 TEU, was sailing from Wilhelmshaven, Germany, to Gdansk, Poland. The ship is at anchor awaiting approval to proceed, reports Maersk.

The SFL Composer, built in 2006, has a capacity of 6500 units, and according to SFL Corp., it is operating under charter to Volkswagen. The pictures show the vessel being assisted by two Svitzer tugs, with reports that it was being moved to the Port of Odense.

Underwater surveys of the vessels were planned for Wednesday morning. The Danish Maritime Authority did not comment on the circumstances or weather conditions at the time of the incident.
 

 

The Iraqi Navy has launched a crackdown on possible oil smuggling and other illegal activities by tankers in the country’s waters. They have reportedly detained at least one tanker after it failed to produce official documentation.

Media reports indicate that the unidentified tanker was at or near the Basra oil terminal when the Iraqi Navy launched the inspection using eight patrol boats to detain and inspect three tankers. Pictures released to the media show soldiers on the bridge of the vessel reviewing documents, and in another image, the crew has been assembled on deck, and passports are being checked and held by the Iraqis.

The ship is reported to be loaded with 250,000 tons of crude oil. After the vessel was unable to provide sufficient documentation on the source of the oil, the Iraqis ordered the ship detained. Media reports indicate the vessel’s owners were given 48 hours to provide proper documentation or the matter would be referred to the courts.

 

????? ??????? ???????? ????? ????? #???_??????? ????? ????? #??????#???_???? pic.twitter.com/VPY3gpikwO

— ??? ???? - shafaq news (@shafaqnewsarb) August 6, 2025

 

Today’s inspection efforts came after pressure from the United States, which contends that Iran is using Iraqi facilities as part of its effort to disguise its oil exports. At the beginning of July, the U.S. listed an Iraqi terminal in its latest round of sanctions on Iran’s oil trade. The U.S. contends Iran is using the Iraqi facilities to mix oil or to obscure where the vessel was loaded.

A senior oil minister told Al-Arby Al-Jadeed that they are moving to stop the oil smuggling efforts through the Basra terminals. The media quotes Iraqi Oil Minister Hayan Abdul Ghani as saying the U.S. has been pushing Iraq to take action against the trade.

At the end of July, Reuters reported that Iraq had accused tankers of AIS spoofing and other steps to conceal their movements. It named 11 tankers suspected of illegally loading petroleum products. The minister told the media today that several tankers are “blacklisted and barred” from entering Iraqi ports.

The Iraqis have reportedly pledged to launch new efforts to stop the manipulation and illegal fuel exports that have long plagued their operations. Iran is reportedly increasing its use of steps such as these as the Trump administration has increased pressure on the Iranian oil industry with its program of maximum pressure through sanctions.
 

 

Russia is facing multiple threats to its ability to finance its war on Ukraine, with pressures about to become much worse. For the first time since Russia invaded Ukraine for the second time in February 2022, this pressure appears to be coordinated and comprehensive.

Two sets of sanctions are set to be implemented in the coming weeks. President Trump, fed up with President Putin’s negotiating prevarications, has threatened those countries purchasing Russian oil at above the set price cap with secondary sanctions, in effect adopting the Senator Lindsey Graham-led proposals made in Congress but at less punitive penalty tariff levels. India would be a principal target. The EU has pre-emptively reinforced this action in its 18th round of anti-Russian sanctions, adopting a price cap of $47.60, adjustable to be always 15% lower than the average market price for Urals crude. One or both sets of these sanctions will have an immediate impact on the revenues that Russia can earn from its oil exports, measures that also have the attraction of maintaining sufficient oil production but at lower price levels likely to encourage global economic growth.

At the same time, OPEC oil producers, seeking to recapture market share from those previously tempted to purchase heavily discounted Russian oil, have relaxed production curbs.  Indeed, the UAE has been granted an additional market quota, and new production, such as from Guyana, has come on stream.

By previously restricting output and keeping oil prices high, Middle East producers saw their market share drop from 40% in 2015 to 25% this year, losing out to US shale oil producers who were encouraged to invest in output growth by the high prices. Over the same period, US market share has risen from 14% to 20%. Over the past month, the average price of crude has fallen by 3.34% to $65.63, a trend that will accelerate as increased production comes on stream. The production-boosted price fall enhances the effectiveness of the sanctions price cap, because spot market purchasers now have a wider source of low-cost supplies.

Additionally, US and EU sanctions against dark fleet shipping carrying Russian oil are being significantly tightened. In a rush of listings since July, the UK’s National Crime Agency has estimated that 400 dark fleet tankers have now been sanctioned, and have emphasized how insurance and finance companies providing cover for dark fleet shipments are as much under scrutiny as ships and owners directly. The Russian Navy now has to escort dark fleet tankers, for fear of seizure by nations though whose territorial waters they might wish to transit. This is a particular problem for Russia in the Baltic, where sea-lanes to its primary export terminals at Ust-Luga and Primorsk pass through choke points within national 12-mile limits. In seeking to test limits to rights of innocent passage, the Danish Maritime Authority for example is now asserting that it will board ships if it has information “that the safety or working conditions of the seafarers are not in compliance with international regulations including obligatory insurance requirements.” Aside from sanctions, such concerns can be justified sufficiently on environmental grounds alone, given the condition and insurance status of much of the dark fleet.

To these pressures can be added the threat to dark fleet tankers posed by unexplained limpet mine attacks. The latest in the series, the formerly Djibouti-flagged Aframax Pushpa (IMO: 9332810) was attacked while off Malta on July 16, having previously unloaded at Ust-Luga.  The Marshall Island-flagged LNG tanker Eco Wizard (IMO: 9941568) was actually in Ust-Luga when it fell victim to limpet mines on July 6. Such attacks, plus the sanctioning of owners, encourages buccaneer operators and investors to withdraw from the business, leaving the financial burden of maintaining the dark fleet to Russian front companies.

A major impediment to a successful squeeze on Russian finances remains. China has a vested interest in keeping the conflict in Ukraine going, and cannot afford a Russian reverse, which would leave Western powers able to focus solely on the threat posed by China without being sidetracked. Hence Beijing may, for both political and commercial advantage, help the Russians out and increase its purchases of discounted oil. But if it does so, it will have to calculate the impact such action will have on its ongoing trade negotiations with the United States.

 

A pair of partially-open aft hatches likely caused the flooding and sinking of the yacht Lovebug on the Chesapeake Bay last year, according to the NTSB. 

On the afternoon of July 27, 2024, the 122-foot Lovebug was under way on Chesapeake Bay near Shady Side, Maryland, making about 7-10 knots. At about 1235 hours, the yacht took on a heavy list to starboard. The captain was concerned by the worsening list and checked the stabilizers, rudder indicators and steering, without finding any technical issues. After about one minute, the vessel lost auxiliary power and the captain slowed to four knots. He ordered preparations to drop anchor, but before the crew could carry out the order, the list became so worrisome that the master ordered abandon ship. Three crewmembers and one owner went over the side, followed by the master, and Lovebug partially sank in about 12 feet of water. 

One person sustained a minor injury, and minor oil pollution was observed around the vessel. The yacht was salvaged after two weeks, but the water damage to the vessel's interior was estimated at about $8 million. 

Courtesy NTSB

During the salvage process, divers inspected the vessel. They found that the exterior clamshell hatch for the "garage" - the aftmost compartment, used for storage of water toys - was partially open. The watertight door from the garage to the engine room was also open. After salvage and transport to a shipyard, no hull damage or other visible breaches were found, though the interior was so filled with debris that a full inspection was impossible. 

The master told investigators that he had seen the garage's clamshell hatch fully closed before getting under way. No one aboard the vessel saw the flooding happen before abandoning ship.

NTSB concluded that the Lovebug likely took on water through her garage, where the lower edge of the hatch is near the waterline, followed by flooding through the open engine room watertight hatch. As water accumulated in the garage space, her draft would have increased aft, leading to engine room flooding if the water rose above the sill of the open watertight door. The vessel's stability decreased with flooding, and her list reached an equilibrium of about 45-50 degrees to starboard, which stayed constant as she sank into the muddy bottom, NTSB concluded.