Germany’s Ernst Russ is moving forward with its first newbuild orders in years, an innovative pair of feeder containerships specially designed for Iceland’s Eimskip and the challenges of the North Atlantic. The companies report that the design incorporates future technology while also being specifically designed with customer service needs in mind.

The project builds on a partnership between the companies and provides a financial structure to support the newbuild effort. The joint-venture company ElbFeeder, majority owned by Ernst Russ, has signed the contract to build the two vessels with China Merchants Jin Ling Shipyard (Nanjing), while the board of Eimskip approved a 10-year time-charter. 

“This investment will be a milestone for Ernst Russ, marking our first newbuild investment in decades,” said Joseph Schuchmann, Co-CEO and Chief Commercial Officer of Ernst Russ. “We are delighted to be able to implement it together with our long-standing partner Eimskip, who will also function as the initial long-term charterer and thus contributes significantly to the financial viability of the project.”

Due for delivery in the second half of 2028, the vessels will be 185 meters (607 feet) in length with a capacity of 2,280 TEU. They will be the largest vessels in Eimskip’s operation and will be used on the company’s Blue Line sailing between Reykjavik and Rotterdam as well as Teesport in the UK.

“We see great opportunities with the delivery of these new vessels, especially considering the ambitious plans to increase exports of fresh seafood and salmon,” said Vilhelm Mar Thorsteinsson, CEO of Eimskip. He notes that the time-charter in combination with the newbuilding contract enables Eimskip to future-proof its Iceland-Europe trade, while ElbFeer secures long-term revenues.

 

The new ships use advanced designs suited to the North Atlantic (Eimskip)

 

The vessels were designed for the demanding conditions of North Atlantic routes in collaboration with the Shanghai Merchant Ship Design and Research Institute (SDARI). Their optimized hull structure has been engineered to enhance hydrodynamic performance, enabling higher service speeds and maneuverability while maintaining fuel efficiency and operational reliability, ideal for the conditions in the North Atlantic. 

In addition to the design supporting service speed in an efficient way, they report that the focus is also on optimal energy utilization, including hull design, silicone coating, shore power connection, and other equipment selection. The vessels will also feature a dual-fuel propulsion system, methanol- and LNG-ready.

ElbFeeder currently operates a fleet of seven container vessels. The newbuilds will increase the fleet to nine, and options for two additional vessels were negotiated. Eimskip operates a total fleet of 14 vessels, while Ernst Russ manages a fleet of 26 vessels with a focus on smaller containerships, as well as bulkers and multipurpose vessels.

[By: Höegh Autoliners]

Höegh Autoliners today celebrated the naming of its sixth Aurora-Class vessel in commercial operation at Sweden’s leading port and the largest in the Nordic region. The vessel was sponsored by Jenny Westermark, Senior Vice President, GTO Production Logistics at Volvo Group, who performed the traditional bottle-breaking. An array of sustainable Volvo Group cargo provided a spectacular showpiece for the proceedings.

With a capacity of 9,100 car equivalent units (CEU), the Höegh Moonlight joins Höegh Autoliners’ flagship series of 12 next-generation pure car and truck carriers (PCTCs).  The Aurora Class plays a central role in the company's ambition to reach zero emissions by 2040. All are classed by DNV and fly the Norwegian flag. The fifth sister vessel, the Höegh Sunrise, was named at Omaezaki Port in Japan in June this year.

CEO of Höegh Autoliners, Andreas Enger, commented: “The naming of Höegh Moonlight demonstrates our strong commitment to decarbonising deep-sea shipping – not in the future, but right now, today. These vessels are not concepts; they are working, sailing answers to one of the most urgent challenges in our industry. I would like to thank Jenny Westermark for graciously sponsoring the vessel.”

“The partnership between Höegh Autoliners and Volvo Group is not just a business alliance. It’s a shared commitment – a joint force – to drive real, lasting change in our industries,” Westermark added.

SETTING INDUSTRY STANDARD
Built for a low-carbon future, the Aurora Class is the most technically advanced and environmentally friendly series of car carriers ever constructed. All 12 vessels are designed from the keel up to transition to clean fuels, with the first eight powered by LNG via dual-fuel engines. They are also “ammonia-ready” with reinforced decks and an integrated tank developed by TGE Marine at the heart of the design, allowing for straightforward conversion to be able to run on clean ammonia in the future. The final four units in the Aurora newbuilding programme, scheduled for delivery from 2027, are dual-fuel vessels able to operate on ammonia from day one. The eight first dual-fuel LNG powered vessels are estimated to deliver 58% lower emissions per transported car compared to the industry average.

Höegh Autoliners COO Sebjørn Dahl said: “The Höegh Moonlight reflects the transformation we are leading across the maritime sector. From the speed of delivery to the scale of innovation onboard, these vessels demonstrate what can be achieved when ambition meets action. We are grateful to our partners, crew and global team for making this possible – together, we're building more than vessels, we're helping to shape a cleaner, smarter future for global trade.”

Oskar Orstadius, CSO at Höegh Autoliners, added: “The naming of the Höegh Moonlight marks more than the arrival of a vessel; it's a celebration of our close collaboration with key customers and our shared commitment to sustainable, high-quality transport solutions. We are proud to strengthen these partnerships in a port that plays an important role in our global network, and we would also like to express our sincere appreciation to our agent in Sweden, Scandinavian Shipping and Logistics, who has represented Höegh Autoliners with dedication for more than 20 years.”

GREEN PORT STRATEGY
Port of Gothenburg CEO Göran Eriksson notes that Höegh Autoliners' traffic at the port plays a vital role in enabling Swedish industry to access global markets. "With the introduction of these new Höegh vessels, that connection can now be made in an even more efficient and climate-smart way than before. The Port of Gothenburg is committed to becoming a leading bunkering hub for alternative fuels in Northern Europe, and Höegh stands as a strong example of a frontrunner showing that our initiatives as a port are moves in the right direction.”

By 2030, the port aims to reduce carbon emissions by 70%, at sea, in the terminal areas and on land. The transition is being carried out in close collaboration with industry, policymakers and academia, with a strong focus on creating sustainable value chains for a thriving society and strengthening business access to global markets. Key components of this effort include investments in shoreside power, green shipping corridors, electrification and the fuels of the future, all driven by close cooperation with stakeholders across the entire transport chain.

Höegh Moonlight key facts
YEAR BUILT: 2025
DWT: 25,200
GT: 83,687
CARGO CAPACITY: 9,100 CEU
FLAG: NORWEGIAN
MAX DECK HEIGHT: 6.5 M
MAX DOOR WIDTH: 19 M
MAX RAMP: 375 MT
LENGTH OVER ALL: 199.90 M
BREADTH (MLD): 37.8 M

[By: Med Marine]

Turkey’s leading shipbuilder and tug operator, MED MARINE, proudly announces the successful launch of the MED-A2800SD tug on August 23, marking the third vessel in the six-unit RAmparts 2800 series ASD (Azimuth Stern Drive) fleet being built for Tunisia’s renowned port authority, OMMP. The launch, held at MED MARINE’s EREGLI SHIPYARD, underscores the steady progress of this fleet project and further strengthens the partnership established under the prestigious contract signed between OMMP and MED MARINE.

Measuring 28.20 meters in length and delivering a forward bollard pull of 60 tonnes, the MED-A2800SD tug has been engineered by the internationally renowned naval architecture firm Robert Allan Ltd. to meet the rigorous demands of modern port operations. Powered by twin medium-speed diesel engines and fully compliant with Class FIFI-E standards, the tug ensures both operational excellence and safety.

Thanks to its optimized hull design, the MED-A2800SD tug delivers exceptional manoeuvrability, stability, and fuel efficiency, even under the most demanding harbour conditions. Capable of performing a wide range of operations—including towing, mooring, escorting, firefighting, pollution control, and coastal support—this vessel exemplifies MED MARINE’s commitment to providing reliable and versatile assets for international operators.

This milestone represents a key advancement in the six-vessel fleet program, reaffirming MED MARINE’s ability to deliver world-class tugboats on schedule while maintaining the highest standards of quality. The launch of the RAmparts 2800 series tug highlights the ongoing progress of the project and OMMP’s strategic vision to strengthen its towing capabilities with future-ready assets.

Technical specifications of the tugboat:
Length: 28.20 m
Beam: 11.50 m
Depth: 5.49 m
Draft: 5.40 m
Gross Tonnage: 428
Bollard Pull: 60 tons
Speed: 12 knots @ 80% MCR
Crew: 8

[By: Panama Maritime Authority]

President José Raúl Mulino met with more than 40 representatives of shipping companies from Japan’s Kanto region, where he presented Panama’s new ship registry strategy aimed at safeguarding its global leadership through enhanced safety standards and fully digitalized processes.

Mulino emphasized that Panama’s registry is positioning itself as the flag of the future, driven by new policies aligned with international benchmarks for safety, efficiency, and environmental protection.

The stakes are high for Japan: 7 out of 10 Japanese shipowners already fly the Panamanian flag, and 41% of Japan’s total tonnage is registered under Panama. For Panama, consolidating its role as Japan’s preferred registry is vital, as 66% of new shipbuilding comes from the Japanese market.

Reflecting on the registry’s long history dating back to the 1920s, Mulino stressed that unlike other registries, Panama’s flag is not a maritime franchise but a national emblem backed by the full weight of the state. He also revealed that his administration is pushing forward a comprehensive modernization plan for the registry, framed within a broader maritime and logistics strategy that integrates the Canal and Panama’s port system. “This plan will bring together our entire maritime cluster under what we now call the National Maritime Strategy—the future of our country,” Mulino declared, pledging to see this project through during his presidency. He underscored his vision of a more flexible Maritime Authority and registry that provides streamlined, user-friendly services. “You can count on Panama’s registry to continue working in favor of the global maritime community, especially Japan,” Mulino told the gathered shipowners.

Joining him were Panama Maritime Authority (PMA) Administrator Luis Roquebert and Merchant Marine Director Ramón Franco, both of whom reinforced the president’s message.

“Panama has been the world’s natural bridge since ancient times. The creation of our Ship Registry in the early 20th century, alongside the construction of the Canal, positioned the Isthmus as a global benchmark in ship registration—changing the course of maritime history,” Roquebert noted.

He highlighted that the PMA has successfully diversified its services, now offering integrated solutions in over 50 countries. “Thanks to our broad network of partners and our expertise, we provide unmatched technical, legal, and diplomatic support,” Roquebert said.

For his part, Merchant Marine Director Ramon Franco presented “The Panamanian Ship Registry: Renewing Our Strategy for a New Era,” outlining Panama’s new direction and the competitive advantages it offers.

He explained that the Mulino administration’s guiding principle is quality over quantity,
focusing on:

• A safer fleet and significant accident reduction.
• 100% digital, streamlined processes.
• A younger fleet, with active policies to phase out high-risk vessels.
• Rigorous inspections and enhanced pre-checks to ensure only compliant ships fly Panama’s flag.
• Trust from industry leaders—Japanese shipowners choose Panama because its security and reputation protect both investments and cargo.

Franco also underlined Panama’s pioneering role as the first registry to enforce mandatory traceability for ship-to-ship (STS) transfers, part of a strategy to modernize the fleet by gradually phasing out older tonnage and aligning with the IMO’s decarbonization goals for 2050.

As of August 25, 2025, Panama’s ship registry includes 8,812 vessels totaling 241.5 million gross tons (GT), according to IHS Markit—representing 14% of the global fleet, based on Clarksons Research’s World Fleet Monitor.

Franco reported that the new strategy is already delivering results: fewer accidents and a 13% increase in newbuilding registrations compared to the previous year. He closed by reminding Japanese shipowners that Panama’s registry offers more than just a flag—it comes with the full backing of a country that provides political and economic stability, a robust banking system, special economic zones, investment incentives, world-class logistics hubs, and, of course, the Panama Canal.

Nearly two years after the project was unveiled, construction started today in China for what is likely to become the world’s first ammonia-fueled containership. The project, which is being led by CMB.TECH, as part of its efforts to accelerate the transition in the shipping industry, will launch a vessel that they report will transform short-sea shipping and demonstrate the potential of ammonia as a low-emission fuel.

The vessel, which is named Yara Eyde, is being built in China the Qingdao Yangfang Shipbuilding and will be a 1,400 TEU ice-class containership optimized for operations between Norway and Germany. The vessel will be owned by Delphis, the container division of CMB.TECH and operated by NCL Oslofjord, a joint venture between North Sea Container Line and Yara Clean Ammonia. The Norwegian Government, through its Enova Investment Fund, provided approximately $3.6 million in grants to the project.

Today, September 5, marked the first day of steel cutting for the vessel. The companies previously said delivery is scheduled for mid-2026.

“This is more than the start of a ship – it is the start of a new chapter in maritime decarbonization,” said Hans Olav Raen, CEO of Yara Clean Ammonia. “Yara Eyde embodies our ambition to make low-emission ammonia a reality for shipping and to inspire the industry toward solutions that reduce emissions.”

So far, ammonia-fueled shipping has mostly been a few pilot projects as the leading engine manufacturers work to perfect their first offerings and complete certification. The industry is also awaiting the finalization of regulations and is still working to develop the fueling infrastructure and safety protocols for ammonia, which is highly toxic.

The potential for ammonia as one of the fuels to address decarbonization, however, has created strong anticipation in the shipping industry. While there are only three vessels currently in service with ammonia as their primary fuel, an offshore supply vessel and two tugboats, there are now 39 ammonia-fueled vessels on order for delivery over the next four years, according to data from DNV.

Yara Eyde is set to operate on a route between Oslo, Porsgrunn, Bremerhaven, and Rotterdam. NCL will manage the commercial operations. Yara Clean Ammonia will deliver ammonia fuel to the vessel, while Yara International has entered into a contract for shipping containers between Yara’s fertilizer plant in Porsgrunn, Norway, and Hamburg and Bremerhaven in Germany.

In addition to being a demonstration of the potential for ammonia-fueled operations, the goal is to use the ship to drive investment and build industry support for the infrastructure and adoption of ammonia technology.

“Yara, NCL, and CMB.TECH are walking the talk to decarbonise shipping by combining our know-how on clean ammonia, operational excellence in the North Sea, and state-of-the-art low-carbon ships,” said Alexander Saverys, CEO of CMB.TECH in 2023, announcing the project. “We want to prove to the world that we can decarbonise today to navigate tomorrow.”
 

 

Ocean Winds reports it has successfully completed the third and final turbine installation of its Éoliennes Flottantes du Golfe du Lion (EFGL) project located in southeast France along the Mediterranean. Developed as a pilot project in partnership with Banque des Territoires, EFGL is now the first floating offshore wind farm in the Occitanie region to complete its offshore turbine installation phase.

The company highlights that the project marks a major step for floating wind on a global scale. With three 10 MW turbines installed on floating foundations, EFGL demonstrates the viability of floating offshore wind in deeper waters, unlocking high-wind areas previously out of reach. 

The success of EFGL, the company says, demonstrates floating wind’s readiness to scale, both in France and internationally, contributing to the global acceleration of offshore wind energy. 

Assembled at Port-La Nouvelle, the turbines were towed 16 km (10 miles) offshore. The turbines are now ready for the final stage of cable and grid connection works done by RTE, before starting to deliver clean energy to approximately 50,000 inhabitants each year. The water depth ranges between 68 and 70 meters (220 to 230 feet).

“EFGL is not only a first for France but a global benchmark for floating offshore wind,” said Marc Hirt, Country Manager France for Ocean Winds. “It showcases the industrial maturity, precision, and collaboration needed to bring floating wind to commercial scale.”

Ocean Winds, an international offshore wind energy company created by EDP Renewables and ENGIE, is at the forefront of the development of floating wind turbines. The company has five years of operating its 25 MW WindFloat Atlantic project in Portugal. It said the successful installation of EFGL paves the way for larger developments, including the Eoliennes Flottantes d’Occitanie (EFLO), a 250 MW floating offshore wind project awarded to OW and Banque des Territoires in late 2024.  

The Philippines is celebrating the revival of its shipbuilding industry after South Korean giant HD Korea Shipbuilding & Offshore Engineering (HD KSOE) commenced the construction of a large bulk carrier at its newly leased facility in Subic Bay, Philippines. It will be the first large ship to be built in the country since 2019.

In a significant move that the Philippines expects will help the country reclaim its position among the world’s leading shipbuilding nations, HD KSOE held a steel-cutting ceremony at Subic Shipyard to mark the start of the building of a 115,000-tonne petrochemical carrier. The vessel will be the first to be built at the HD Hyundai Heavy Industries Philippines (HHIP) and is the first of a four-vessel order placed by an unnamed Asia-based shipping company in December.

The commencement of the project is of significant importance to the Philippines, a country that had a long tradition of shipbuilding until 2019, when the industry melted down during the financial crisis and slowdown in shipbuilding. At its pinnacle, the country used to produce up to two million gross tonnes of ships annually and was one of the major contributors to economic growth and job creation.

With the South Korean giant investing $180 million this year in the revival of the Subic Shipyard and another $50 million expected to be invested by 2030, the Philippines expects massive economic benefits. Currently employing 1,200 people, the yard is expected to employ 4,300 people by 2030.

“Together with our partners, we are reviving shipbuilding in the country to strengthen industries, promote livelihood, and build a better, stronger future for the Philippines,” said President Ferdinand R. Marcos Jr during the ceremonies. “Today, we will begin reclaiming our rightful place among the world’s great shipbuilding nations.”

HHIP, a wholly owned subsidiary of HD KSOE, signed a 10-year lease for Subic Shipyard last year. The  U.S. private equity fund Cerberus Capital took rights to the broader facility, as part of a plan to create a manufacturing and industrial park in Subic Bay. 

In 2022, Cerberus paid $300 million to acquire the distressed Subic Bay shipyard from the former HJ Heavy Industries, which went bankrupt in 2019. It has invested $40 million to revitalize operations on the 300-hectare facility now known as the Agila Subic Shipyard. Located in Zambales Province on the western coast of Luzon, the facility has become a vital strategic hub for shipbuilding, subsea infrastructure, and logistics operations.

HD KSOE is commencing ship construction in the facility just a week after Cerberus and HD Hyundai announced the formation of a strategic partnership that saw the launch of Cerberus Maritime. Through the partnership, the two companies hope to play an instrumental role in the “Make America Shipbuilding Great Again” (MASGA) projects.

The South Korean company has already announced plans to utilize the Philippines yard as a strategic stronghold for the MASGA project, which is a joint Seoul-Washington shipbuilding cooperation initiative.

“Backed by government support, natural advantages, and a skilled workforce, the Philippines is emerging as a rising shipbuilding nation,” said Kim Sung-joon, HD KSOE CEO. “We will leverage HD Hyundai Subic Shipyard to further enhance our global competitiveness.”

During the site visit in August, reporters were told the goal is to build up to 10 ships a year within the next three to five years. The initial plan is to use the yard to build product carriers measuring 656 to 820 feet (200 to 250 meters) in length. The ships will be built in 16 to 18 months, and they also anticipate using the yard for offshore structures to support the wind energy sector.
 

[By: Lloyd’s Register]  

The new notation benefits designers, shipyards, owners, and operators as they plan next-generation container ships or consider retrofits and fleet upgrades. 

Lloyd’s Register (LR) has launched Fire (C, Risk), a new risk-based notation developed to enhance the assessment of fire safety arrangements on board container ships.  

The notation is accompanied by guidance to support shipowners, designers, and operators in selecting appropriate, best-practice mitigations based on the specific fire risk profile of a vessel.  

The new notation, introduced in the July 2025 update to LR’s Rules and Regulations for the Classification of Ships, is the first of its kind to apply the LR ShipRight Risk Based Certification (RBC) methodology to container ship fire safety. This provides a flexible yet robust framework for identifying and validating tailored safety enhancements, from the design phase through to operational deployment.  

By aligning with the RBC framework, Fire (C, Risk) also supports LR’s broader goals around innovation and assimilation of new technology, digitalisation and data-driven design verification. 

Gabriele Sancin, LR’s Risk Notation Technical Lead, said: “LR understands that there are many options to enhance container ship fire safety, from advanced detection systems to alternative hold arrangements and smart suppression technologies. Our new notation Fire (C, Risk) ensures that tailored, effective fire safety solutions are selected from demonstrated best practice to reduce risk to crew, cargo and operations.” 

The notation and accompanying guidance are now available via the latest edition of LR’s Rules and Regulations.  

Ends 

 

The Israeli Navy is highlighting that it is conducting coastal defense training in conjunction with the Gaza Division’s Northern Brigade. These efforts are in advance of the potential arrival off the coast of a flotilla of activists seeking to open a humanitarian corridor into Gaza.

The Global Sumud Flotilla Mission, with Greta Thunberg on board the MY Sirius, set off from Barcelona on August 31, but had to return to port because of bad weather.  The twenty boats set off again the next day, and hope to rendezvous with other flotillas from Catania and Tunis before reaching the Gaza coast in ten days.  About 350 pro-Palestinian activists are on board with as many as 30 or more small boats expected to participate. 

The protestors’ efforts, however, have been turned back twice by the Israelis, and there is no indication that they will let the larger flotilla proceed. The Israeli Navy employed peaceful tactics to apprehend the last flotilla in June, taking those on board to Ashdod before deporting them. These tactics may have been adopted after 10 activists on board the MV Mavi Marmara were killed when their vessel was intercepted by Israeli commandos in 2010, an incident which provoked a crisis in Turkish-Israeli relations.  

 

The Israeli Navy and Gaza Division held a joint exercise Monday to boost maritime border defense, practicing combat scenarios and emergency procedures to enhance coordination and readiness between naval and ground forces. pic.twitter.com/TZ6GZn2cvx

— Open Source Intel (@Osint613) September 3, 2025

 

 

 

From the nature of the Israeli Navy’s exercises, Israel is at least preparing for a worst-case scenario, with the hard-right Israeli Justice Minister calling for anybody arrested on board the flotilla to be subject to prison sentences in the Ktzi'ot and Damon detention centers. Others are suggesting that the activists be allowed to land in Gaza, and as an act of solidarity and protest to share the plight of Palestinians trapped in Gaza. 

The Israeli response to any closing on the Gaza coastline is, however, likely to be primarily influenced by the need to ensure that such events do not occur again. Whatever tactics the Israeli Navy employs, their biggest challenge is likely to be the number of vessels sailing with the Global Sumud Flotilla, which could overwhelm the number of patrol boats the Israelis have available to interdict them.

The Israeli Navy operates seven Shaldag Class high-speed patrol boats and 18 Super Dvora Class fast patrol boats for coastal patrol duties, and may have to call on helicopters and their 15 larger Sa'ar Class missile boats. Some of Sa'ar Class boats are in the Red Sea, covering the threat from the Houthis. Others are needed for high-priority tasks off the Lebanese and Gaza coasts. Hence the Global Sumud Flotilla is likely to impact ongoing Israeli operations in Gaza if it comes within range.

The latest from the flotilla is that they expect to set off from Tunis on Sunday, September 7. They are expected to reach the Israeli coast and Gaza around mid-month.

Ceremonies in Mumbai on September 4 marked the completion of the Phase 2 expansion of the JN Port-PSA Mumbai Terminal, which doubled its capacity and became the largest container terminal in the country. The Prime Ministers of India and Singapore joined the ceremony virtually to mark what they said is the largest foreign direct investment from Singapore in India to date.

The Mumbai terminal, which is built on 200 hectares, doubled its annual handling capacity to 4.8 million TEUs. It is designed to accommodate multiple mega container vessels alongside its 2,000-meter (6,560-foot) quay.  The project brought together enhanced yard capacity and multimodal infrastructure and adopted the use of electric equipment.

“PSA Mumbai’s Phase 2 expansion brings together capacity, connectivity, and sustainability in a terminal for India — a catalyst for advancing India’s trade ambitions,” said Mr. Ong Kim Pong, Group CEO, PSA International.

 

Prime Ministers of India and Singapore jointed the inauguration ceremony virtually highlighting it as the largest foreign direct investment from Singapore in India (CMO Maharashtra) 

 

The inauguration of the port was timed to the official visit of Singapore’s Prime Minister and Minister for Finance, Lawrence Wong, and used to highlight the growing cooperation between the two countries. Wong joined Indian Prime Minister Narendra Modi in a virtual appearance from New Delhi to mark the port’s completion. The two leaders were meeting to discuss ways to enhance cooperation in forward-looking areas such as sustainability, digitalization, connectivity, skills development, advanced manufacturing and semiconductors, space, and biotechnology.

The Chief Minister of Maharashtra region hailed the port development as a key step in India’s efforts to become a global maritime superpower. He highlighted the project as an element in Prime Minister Modi’s strategic vision of Port-led Development to drive India’s growth. He noted that the port is emerging as the nation’s largest container hub, poised to handle over 10 million containers annually. They expect Mumbai will secure a place among the world’s 10 largest ports.

Singapore-based PSA International highlights that this development is the result of a $1.3 billion commitment by the company under a public-private partnership. In notes that it made its first investment in India in 1998. Today, PSA India operates container terminals in Navi Mumbai and Chennai, container freight stations in Mumbai and Mundra through its subsidiary PSA Ameya, and collaborates with its affiliate supply chain business PSA BDP.
 

South African authorities are reporting a large cocaine seizure that was part of an international operation they named Irene. They said the effort was a demonstration of the cross-border cooperation and that it was a major victory against international drug trafficking.

Working with their counterparts in Brazil, the South African Revenue Services (SARS) reports the intelligence-driven operation had targeted suspect containers bound for Durban. A Customs Marine Patrol boat intercepted the unidentified cargo ship while it was in the outer anchorage approximately four nautical miles east of Durban. They escorted the vessel to its berth in the port.

Once docked, customs enforcement officers boarded the ship and began a search. They located a number of containers that had been flagged during the intelligence phase as posing a risk for smuggling.

The containers were searched, and they discovered a total of 25 large bricks hidden in the refrigeration units of the containers. A field test confirmed the presence of cocaine, and it was handed over to the South African Police Service for further investigation and prosecution.

Edward Kieswetter, SARS Commissioner, commended the officers for their efforts. He commented that “this success points to the success of collaboration with our counterparts from Brazil. It is such collaboration that communicates concrete cooperation within BRICS countries that deals a heavy blow against organized crime syndicates. This achievement also signals that the efforts by all law enforcement agencies in our county are taking on the challenge of protecting our borders.”

The police gave the seizure an estimated value of $3.2 million. They further reported that the cocaine was of a very high quality suitable for further dilution. They expected that it would have been expanded into larger volumes for distribution.

UK naval shipbuilding appears to be on the verge of a major surge in new orders. According to a report in the Financial Times, hot on the heels of Norway’s decision last week to acquire British Type 26 frigates, Denmark and Sweden are in “advanced talks” to acquire British Type 31 frigates. Negotiations with Denmark are in the closing stages, according to the Financial Times, while Sweden is still considering a French option as well.

Contract negotiations, the BBC reports, have been underway for more than a year, and the decisions are expected within the next six months. BBC estimates the value of the Danish contract at more than £1billion.

Whereas the Type 26 is a specialist anti-submarine warfare platform built by BAE, the Type 31 “Arrowhead 140” is built by Babcock at Rosyth in Scotland, and has a multi-functional role. The Royal Navy has ordered five Type 31s. The design has also been sold to Indonesia and Poland for domestic manufacture.

 

HMS Venturer (F12) is expected for Royal Navy service in 2027 (Royal Navy)

 

The first of class, HMS Venturer (F12), was semi-launched in June and has now been fitted with its 24-ton mast. It seems likely to come into full service with the Royal Navy in 2027. HMS Active, the second in class, is still in the assembly shed in Rosyth, and is following about six months behind. The last of what will be known as the Inspiration Class, HMS Campbelltown, is scheduled to come into service in May 2030. Inevitably, there may be delays if production slots are reallocated to new purchasers, to the detriment of the Royal Navy. Nevertheless, the new orders and accelerated production will have the effect of increasing the overall number of vessels available to NATO.

The Inspiration Class will be fitted with a vertical launch system able to launch Standard Missile SM-2, SM-3, and SM-6s, Tomahawk cruise missiles, and SeaSparrow short-range anti-missiles. The frigates will have a hangar for a Merlin or Wildcat helicopter, a launch capability for three 8m Pacific 24 rigid inflatable boats, and a flexi-use space plumbed into the ship’s combat system for six TEU containers, with configuration dependent on mission. 

The Norwegian order, the previous purchase of the Type 31 design by Poland, and these potential Danish and Swedish orders are a reflection of the emphasis that the United Kingdom has placed on working with Northern European countries within the NATO context. In May 2022, the government of Boris Johnson took the lead in offering the security support of a nuclear nation to the governments of Finland and Sweden, while both contemplated joining NATO. The Joint Expeditionary Force was formed in London in 2014 to better integrate high-readiness forces of member nations, and is currently made up of Denmark, Estonia, Finland, Iceland, Latvia, Lithuania, the Netherlands, Norway, Sweden, and the UK.
 

Virgin Voyages is marking a key milestone as its fourth cruise ship, Brilliant Lady, embarks its first revenue passengers on Friday, September 5, for the so-titled “MerMaiden Cruise” aboard the lady ship. The company admits it took time to find its voice and refine its message, complicated by the COVID-19 pandemic, but now it believes it is in a strong position with rapidly growing bookings and a strong base of loyal cruisers anxious for more product.

Planning for a cruise line to build on Sir Richard Branson’s unique style and framed Virgin Group started nearly 15 years ago, with the group pulling the trigger on what turned into a nearly €3 billion investment, ordering three 110,000 gross ton cruise ships from Fincantieri in 2016 and a fourth in 2018. The launch was timed for what turned out to be the first weeks of the global pandemic in 2020 and forced the delayed entry of each of the ships into service. Virgin Voyages took the unusual strategy of holding the ships for up to 18 months in warm layup before starting revenue operations.

The company remained focused on the launch, executing it well, and keeping the standards for the product high. Nirmal Saverimuttu, who led the exploration and development of the cruise plan for Virgin Group and became Chief Executive Officer in September 2023, says they remained focused on key elements of the onboard experience, which, for him, include the food concepts, the crew, and the elevated experiences onboard. 

 

Nirmal Saverimuttu highlights the crew and the experiences on board as what makes the ships unique (Virgin Voyages)

 

The pillars of the brand were “no stuffy formalities” aboard, says Saverimuttu, shown in things such as no dress code, no assigned dining times, and a series of restaurants instead of a central dining room. Virgin Voyages also includes amenities, ranging from WiFi, water and juice, fitness classes, and no “up charges” to create a feeling of value and inclusion at a reasonable price point.

Over the four years, however, the messaging has evolved for the product, and Saverimuttu admits they had a hard time finding their voice for the brand. The line painted a picture of differences, but he admits to overplaying a message of “disruption.” They allowed a narrative that at times had people saying, “Maybe it is not for me.”

A key part of the elevated onboard experience is the message that has become central to the brand which is “no kids onboard.” Saverimuttu notes the growth in the adults-only vacation segment and believes they are ideally positioned in the North American market as the only moderately priced cruise ships offering the adults-only concept. He says the mega ships appealing to everyone with lots of kids and families is good for the market, but people know on Virgin Voyages, it's all adults. He says that permitted them to use spaces on the ships that might have been for children to increase amenities such as fitness and wellness areas, as well as the elevated dining experiences. They promote over 20 included eateries onboard, featuring six sit-down restaurants.

Virgin emphasizes that each of its restaurants has its own galley with no central prep galley. Food is cooked to order. It reduces food waste but also presents an enhanced dining experience for the passengers, which they call “sailors.” 

To Saverimuttu, the one thing that sets the brand apart, and a message you hear repeatedly all around the ship, is the crew. There are 1,160 crewmembers per ship, which each have a passenger capacity of 2,770. He says the number one reason people rebook is the crew and esprit de corps created by treating the crew well, giving them food similar to the passengers, and encouraging them to be natural and individual. Virgin, he says, has a focus on hiring and gives extensive training because it wants its crew to be happy. It is an attitude that comes from Sir Richard Branson, who says Virgin Voyages is among the best companies in the group.

 

Brilliant Lady with the Manhattan skyline (Virgin Voyages)

 

With the introduction of the fourth ship, Virgin Voyages is diversifying its destinations and the length of its cruises, in part in response to the loyal following that wants new things. Brilliant Lady was redesigned, moving the lifeboats inboard among the changes, so it can transit the Panama Canal, and in 2026, will take Virgin to Alaska for the first time. Aboard, changes were made for more seating indoors, more viewpoints, and new elements such as a Spanish restaurant. Unique entertainment was also developed to create variety among the ships.

Part of the concept is to offer travelers the opportunity to trade up from other ships, versus the earlier messages that were focused more on the new-to-cruise segment. Most of the other ships without children aboard are the small, ultra-luxury ships, which, with a higher price point, are unattainable for some people, says Saverimuttu. Virgin’s larger ships offer more amenities than smaller ships, such as dining options, and instead of cruise directors, Virgin has a cast to curate a tailored experience for each passenger. For example, one focuses on the arts, another is the “foodie,” and another is health and wellness focused.

Saverimuttu says some of the evolution was planned, but some of it was listening and reacting to the customer, and others are trying new things. Richard Branson came up with the idea of the 30-day sea pass, which Saverimuttu admits they were skeptical about at first, but it sold out and is being repeated. Saverimuttu calls it a “learning moment with Richard.”

Four years after the brand’s first cruises, they feel like they have moved the narrative to “something for everyone without kids.” The response is strong with bookings up 70 percent for next year and better than 50 percent rebookings.

Brilliant Lady sold out for its first revenue cruise after waiting since delivery from Fincantieri at the beginning of 2024 for its first cruise. It heads to Bermuda and New England, before the Caribbean, and in 2026, through the Panama Canal to Mexico, California, and Alaska. She will continue to do what they are calling the “four corners,” while one of the other lady ships (Scarlet Lady, Valiant Lady, and Resilient Lady) will be year-round for the Caribbean, and two will head seasonally to Europe and the Mediterranean.

The launch of Virgin Voyages and now retired CEO Tom McAlpin were featured in the January/February 2020 issue of The Maritime Executive.
 

The U.S. Department of Defense confirmed in a brief statement that two Venezuelan jets overflew a U.S. warship in international waters in the Caribbean. The U.S. termed it a “highly provocative move,” warning the “cartel running Venezuela” not to interfere with its counter-narcotics and counter-terror operations.

CBS News, The New York Times, CNN, Reuters, and others are all reporting that two Venezuelan F-16 jets flew close to a U.S. destroyer in the Caribbean on Thursday. The warship was not identified in the official statement, but off the record, Pentagon sources told the media it was the Arleigh Burke-class Aegis guided missile destroyer USS Jason Dunham. Commissioned in 2010, the vessel is 9,200 tons (displacement) and normally has a complement of 380 aboard.

Reuters reports that at least seven U.S. warships have been deployed to the Caribbean carrying more than 4,500 sailors and Marines. The deployment has drawn criticism from Venezuela and global attention as the Trump administration has vowed to stop drug smuggling. Earlier this year, the administration declared Venezuela’s Tren de Aragua cartel a terrorist organization. Reuters is reporting that 10 U.S. F-35 jets have also been sent to Puerto Rico as part of the ongoing buildup of forces.

According to the reports, the two Venezuelan jets flew close to the U.S. warship. USS Jason Dunham did not engage the jets.

The Defense statement said, “Today, two Maduro regime military aircraft flew near a U.S. Navy vessel in international waters. This highly provocative move was designed to interfere with our counter narco-terror operations. The cartel running Venezuela is strongly advised not to pursue any further effort to obstruct, deter, or interfere …”

The incident came two days after the U.S. military destroyed a speedboat that it said was being used to smuggle drugs. Donald Trump announced the action, saying 11 individuals had been killed in the strike.

The administration has asserted that it will continue to pursue these types of strikes to stop drug smuggling. U.S. Secretary of State Marco Rubio had told reporters on Wednesday that previous efforts had not stopped the drug smuggling. He said, “What will stop them is when you blow them up.”

Earlier on Thursday, before reporting the incident, U.S. Defense Secretary Peter Hegseth defended the actions. He told reporters that the U.S. would continue its activities to stop the threat of illegal narcotics.

USS Jason Dunham had been deployed at the start of 2025 as part of the USS Harry S. Truman strike group when they were operating in the Red Sea. The vessel was part of the group when it was repeatedly targeted by the Houthis. The Truman left the region and returned to the United States in June after what the U.S. Navy called one of its “most combat-intensive missions” in decades.

 

After years of preparation, the megamerger of Chinese shipbuilding giants CSSC and CSIC has finally been completed. Though the two enterprises have both been under CSSC's control since 2019, they retained their independent stock listings - until Thursday, when an exchange filing completed the integration of CSIC into CSSC. 

At the market close on Thursday, CSIC shareholders received 0.13 shares of CSSC for every share they owned. CSIC's stock will be delisted from the Shanghai Exchange on Friday. After that point, it will be dissolved as a legal entity, and all of its assets and obligations will be assumed by CSSC. The company's hope is that it will be able to better integrate its shipyard assembly operations, improve its purchasing power, achieve as-yet-unrealized synergies from the union of the two companies, and "regulate competition within the same industry."d

As a group, CSSC and CSIC were already the world's largest shipbuilding conglomerate. Now with a unified brand, the merger confirms CSSC as the biggest shipbuilder by assets, revenue and order backlog. In 2024, CSSC-operated yards built more tonnage than the entire production of the U.S. shipbuilding industry since 1945. 

The merger is a reunion, and it brings CSSC back full circle to its former might. The giant state enterprise spun off CSIC as a separate entity in 1999, and gave it control of government yards in northern China. CSIC came back under CSSC's ownership in 2019, but it retained its brand, management structure and support departments. In September 2024, CSSC announced long-expected plans to re-merge the two firms fully into a single entity.

The full integration will have implications for Chinese defense procurement. CSIC handles a large share of the PLA Navy's surface fleet construction contracts, and unification with CSSC is expected to help streamline warship production.  
 

 

A holding company in South Korea's Hanwha Group has sold about $1 billion worth of shares in shipbuilder Hanwha Ocean, and it plans to reinvest the proceeds in its new U.S. projects. 

Hanwha Impact Partners has sold its entire remaining stake in Hanwha Ocean - about 13 million shares, equal to about four percent of the company - to institutional buyers in a block sale. The holding company started out with a nine percent stake in 2023, the year Hanwha bought the shipbuilder, according to Yonhap. Hanwha Group retains 42 percent of Hanwha Ocean, along with management rights. 

The share sale is well-timed: Hanwha Ocean's stock has risen by 250 percent since last year. Hanwha Ocean share prices fell by five percent after the announcement Thursday. 

Hanwha owns Hanwha Philly Shipyard, formerly held by Norwegian conglomerate Aker, and it has pledged to spend $5 billion on enlarging the American yard's capacity, taking it from one ship delivery per year today to 20 ships per year by the 2030s. Philly's yard - valued at $100 million at the time of its sale last year - will be upgraded with improved basic infrastructure, as well as South Korean innovations like robotic welding technology. This is one of the first major commitments under the $150 billion program that South Korea's government calls "Make American Shipbuilding Great Again," or MASGA. 

Hanwha is also buying two LNG carriers that will be built jointly in Korea and the U.S., then flagged into the United States registry. The project will be an opportunity to transfer Korean LNG shipbuilding techniques and technology to Philly, Hanwha says. In addition, it has ordered a series of 10 MR chemical tankers from Philly, which it says is the biggest commercial order by value ever placed at an American yard.

Hanwha Group said that the share sale will help fund these initiatives, and a company official also told Yonhap that "the goal is also to improve the financial structure by repaying debt."

 

China's military has unveiled a previously-unseen laser weapons system at its massive parade in Beijing. The new LY-1 laser is designed for shipboard applications, but for the reveal, it was fielded in a truck-mounted mobile version.

The LY-1 is the latest in a series of laser weapons that China's PLA Navy has been developing since the late 2010s. Laser weapons have advantages, particularly against high-volume threats like drone aircraft and drone boats, but they also pose significant technical challenges: they must be able to track on target long enough to heat up and burn a hole in an incoming drone or missile, and the length of time required goes up if the power delivered goes down. Atmospheric conditions like fog and smoke can interfere with a laser beam, reducing impact on the target. 

The LY-1's power and range were not disclosed, but the announcer for the parade described the device as "strongly capable of precision disruption and persistent strike." In the West, shipboard laser weapons are discussed in the context of point defense against drones and missiles; by contrast, the official description advertised the LY-1 as a device capable of "maritime attack" applications, indicating an offensive capability is contemplated.

Global Times, a state media outlet, said that the LY-1 can also be used for damaging optical sensors - a low-end application for a shipboard laser. "On ships, the LY-1 has sufficient space for power units, meaning that it could have higher power, enabling it to be capable of intercepting not only attacks from unmanned equipment, but also anti-ship missiles, with very low cost for each interception," Global Times wrote. 

Zhao Dashuai, a social media commentator for the People's Armed Police Propaganda Bureau, connected LY-1's development to U.S. Navy weapons systems. "Capable of shooting down missiles, this makes subsonic antiship missiles obsolete," Zhao wrote. "Looking at you LRASM, Harpoon and NSM [Lockheed's Long Range Anti-Ship Missile, Boeing's Harpoon and Kongsberg's Naval Strike Missile]."  

At the parade, the PLA also displayed the Hurricane 3000, a massive microwave array for disabling drones' electronics mid-flight. Not just a jammer, the array is powerful enough to cause internal damage to electronic circuits, like putting a smartphone in a microwave oven. China North Industries Group Corporation claims that it has a range of three kilometers, and it is truck-mounted for road-mobile deployment (or mounting on an open weather deck). 

The U.S. Army has a comparable system with a more compact form factor and somewhat less range, the Leonidas Generation II. The U.S. Navy tested an earlier version of this system against small craft targets, and found it effective in disabling electronically-controlled motors - a useful technology for defeating swarms of unmanned drone boats. 

Austal Limited announces that the United States Coast Guard has exercised options worth US$314 million (A$480 million) with Austal USA for the Offshore Patrol Cutter (OPC) program.

The contract options approve Austal to order long lead time materials (LLTM) for another three OPCs, Austal USA’s 4th, 5th, and 6th cutters. Funds have also been provided for logistic supply items for two OPCs.

The original OPC contract was awarded to Austal USA in June 2022 for detail design and construction of up to 11 OPCs, with a potential value of US$3.3 billion. To date, two of 11 OPCs in the contract have been awarded to Austal USA, as well as LLTM for a third (see ASX announcement 6 August 2025).

“These early awards reflect the strong partnership that has quickly developed between the Coast Guard and Austal USA teams, and provide an important sign of intent for OPCs 3-6,” said Austal CEO Paddy Gregg.

Work on Austal USA’s first OPC, Pickering (WMSMS 919), is well underway with the keel laying planned for December. Construction began on Icarus (WMSMS 920) in early August.

The 110 metre OPCs will support US national security strategy by maintaining the nation’s economic, social, environmental and military security mission areas. The OPC will typically conduct its primary missions beyond 12 nautical miles from shore and will be employed anywhere US national interests require the Coast Guard’s unique blend of authorities and capabilities. OPC will provide the majority of the Coast Guard’s offshore presence conducting a variety of missions including law enforcement, drug and migrant interdiction, and search and rescue.

With a range of 10,200 nautical miles at 14 knots and a 60-day endurance period, each OPC will be capable of deploying independently or as part of task groups, serving as a mobile command and control platform for surge operations such as hurricane response, mass migration incidents and other events. The cutters will also support Arctic objectives by helping regulate and protect emerging commerce and energy exploration in Alaska.
 

Japan’s Kawasaki Kisen Kaisha (“K” LINE) reports its subsidiary Oceanic wing completed the first phase of land-based testing for the Seawing kite system. The company is continuing to pursue the commercialization of the concept as a more productive means of wind-assisted propulsion.

They acknowledged that while there are several wind-assisted propulsion systems (WAPS) that are under development, they said Seawing is differentiated from the other WAPS by its ability to generate a comparatively large amount of thrust, which is achieved using high-altitude wind. Seawing harnesses natural wind power and can be installed on any type of vessel, including existing vessels. The system is automated and deploys the kite on a tether system placed near the bow.

There have been previous tests of kite systems conducted in France. A series of validation tests was undertaken in 2023 using a RoRo sailing for Airbus.

 

 

In the latest tests, completed in June, Oceanicwing verified the tensile strength and performance of the Seawing system using a 300 m2 kite at a land test site.

Confirming that the results of these tests were good, “K” Line says phase two of its development commenced in July. In phase two, Oceanicwing plans to increase the size of the kite and verify the tensile strength, reliability, operability, and safety of the Seawing system at the land test site.

They continue to work toward testing on a large bulk carrier owned and operated by “K” LINE. The goal is to complete the tests within approximately two years and move toward the practical application of Seawing. They expect that Seawing will reduce fuel consumption by more than 10 percent. The actual energy-saving effects they note depend on ship type, speed, route, and season, and in certain combinations of these factors, fuel consumption may be reduced by significantly more.
 

 

Russian officials are again highlighting the growth of shipping and specifically containership along the Northern Sea Route. In just 10 days, they expect the first containership following an international route to European ports will start an NSR transit, while data shows a slight increase in traffic so far this year along the Arctic shipping route.

The Liberian-flagged containership Istanbul Bridge (66,781 dwt / 4,950 TEU) is completing an eastbound transit, and then Rosatom reports says IAA Port News that the vessel will depart September 15 westbound. For the first time, it will follow a route coming from China with intermediary stops at Felixstowe, Rotterdam, and Hamburg, before proceeding to St. Petersburg.

Speaking at the Eastern Economic Forum, IAA reports Rosatom executives highlighted that container vessel traffic is growing on the NSR coming from international ships. They report that last year 14 containerships made the transit, twice as many as in 2023, and they projected more than 20 transits this year. All vessels making the NSR transit have to obtain permits from Rosatom.

The forecast is consistent with a mid-season analysis of vessel transits on the NSR released by the Center for High North Logistics. They analyzed AIS data and reported that transits during the first half of the season showed a slight increase, reaching 52 as of the end of August versus 45 last year, with 17 completed, 10 nearing completion, and 12 within the NSR area. An additional 13 ships have commenced sailings scheduled to transit the NSR.

The data analysis shows a nearly equal split between east and west transits, but tankers are laden traveling east and returning westward most likely in ballast. Tankers continue to make up the largest number of vessels using the NSR (13), plus two LNG tanker voyages, 

Bulk carriers and containerships are so far tied with 10 voyages for each segment.  However, they said only three of the eastbound bulkers were traveling with cargo. They, however, assume that the vast majority of the containerships are carrying cargo. The main cargo flow continues to be from Russia to China.  

The analysis notes that September and October, and into November, will be an active period for the NSR. They also highlighted that ice has remained present on portions of the route, with residual ice still being observed in the eastern part of the East Siberian Sea.

The final data for the NSR is not scheduled to be released till the end of the year. Russia has been highlighting strong growth and progress toward the objective of year-round transits and reaching the goals set by Vladimir Putin, but it is unclear how accurate the data is and how close they are toward achieving ambitious goals for Arctic route shipping.