On Sunday, Japan’s Defense Ministry launched a new military unit, the Maritime Transport Group. The unit is expected to improve Japan Self-Defense Forces (JSDF) maritime logistics, allowing swift deployment of ground troops and equipment to front-line bases. The inauguration ceremony was held at Kure naval base in Hiroshima Prefecture. 

The plan for a specialized maritime transport unit for the JSDF was initially announced in 2018. The aim was enhancing JSDF ability to transport troops to remote islands - especially the islands west of Okinawa, a response to China’s maritime expansion in the region and the risk of a Chinese invasion of Taiwan.

The new Maritime Transport Group is part of the Japanese government's strategy to strengthen its island defense system, and will be managed by Japan's army (Japan Ground Self Defense Force, or JGSDF). This command structure is similar to the United States' landing craft fleet, which is housed within the U.S. Army Watercraft Systems division. 

The Maritime Transport Group consists of about 100 members, drawn from the three branches of JSDF including the Ground, Maritime and Air Self Defense Forces. For the operations of the unit, the ministry plans to procure 10 vessels by March 2028. The vessels include two LSVs (Logistics Support Vessel), four LCUs (Landing Craft Utility) and four maneuver support vessels. They will be based at Kure base and the Hanshin base in Kobe city. There are also plans to prepare wharfs on the island of Amami-Oshima in Kagoshima Prefecture. Two vessels have already been launched.

The LCU Nihonbare launched in October last year at the Naikai Zosen shipyard in Onomichi City of Hiroshima. The LCU is about 80 meters long, has a draft of 3 meters and displacement of about 2,400 tons. It has a crew capacity of 30 and it can transport a dozen twenty-foot containers. In addition, the LCU has beaching capabilities that allow it to load and unload on sandy areas.

A month later, the LSV Yoko was launched at the same shipyard. The LSV is about 120 meters, has a draft of 4 meters and a displacement of 3,500 tons. It can load and unload vehicles and supplies through a side ramp on the starboard side. However, Yoko does not have beaching capabilities like Nihonbare.

The strengthening of Japan’s military transport capabilities comes at a time China has become more assertive in the East China Sea. The two countries have a long-standing maritime dispute over the Senkaku/Diaoyu Islands, which Japan controls. In the past year, China has sent a record number of heavily armed ships to patrol the islands.

According to data by Japan Coast Guard (JCG), Chinese government vessels entered the contiguous zone of the Islands (12 to 24 nautical miles from the coast) on 355 out of 366 days in 2024. This set a record for the highest number of days since 2008, when Chinese vessels were officially confirmed patrolling the Islands.

 

On Sunday, the crew of the Philippine Coast Guard cutter BRP Cabra narrowly averted a head-on collision with an aggressive China Coast Guard cutter, according to the PCG. 

On Saturday, BRP Cabra intercepted the China Coast Guard cutter CCG-3302 at a position about 85 nautical miles off the coast of Luzon. CCG-3302 is the latest in a string of Chinese government vessels that have been dispatched to patrol the Philippines' coastal waters, asserting Chinese law enforcement jurisdiction in an area about 500 nautical miles from mainland China. Beijing claims almost all of the South China Sea as its own, including large sections of its neighbors' exclusive economic zones. 

"The 44-meter BRP Cabra boldly confronted the larger 99-meter CCG vessel, asserting its rightful presence within the Philippine Exclusive Economic Zone," the PCG said in a statement Saturday. 

 

On Sunday, PCG spokesman Commodore Jay Tarriela said that the CCG-3302 had engaged in "reckless and dangerous maneuvers," and nearly carried out a head-on collision with BRP Cabra. Only the skill of the PCG crew prevented a collision, he said. 

After the encounter, CCG-3302 retreated further from Luzon's shores by about 10 nautical miles, according to Tarriela. It continues its "illegal patrol," he said, and BRP Cabra remains on scene to monitor it. The pushback is intended to prevent the "normalization of unlawful activities" by the Chinese government in the Philippine EEZ. 

Tensions between the Philippines and China are running higher than usual, and not just in the South China Sea. Philippine police forces have arrested 18 Chinese nationals in four separate busts since the start of the year on espionage charges, including five who were detained for allegedly spying on U.S. Navy vessels in Subic Bay. 

The Armed Forces of the Philippines has also advised its forces to be prepared for the possibility of a Chinese invasion of Taiwan. If this occurred, AFP troops would be needed for an evacuation of Philippine overseas workers: an estimated 250,000 Filipinos are employed in the Taiwanese economy, and would have to be brought back to safety across the Strait of Luzon. 

 

In a visit to the U.S. Merchant Marine Academy last week, U.S. Transportation Secretary Sean Duffy pledged to help find the resources needed to restore the institution's infrastructure - an investment that DOT has not prioritized before. 

"You don't deserve to have an academy that's dilapidated," Duffy told midshipmen in an energetic speech. "The problem is, you guys haven't had the focus of a secretary to say, 'we're going to turn this around.'"

Duffy said that he was astonished to hear reports that some USMMA midshipmen have to live with mold in their accommodations and sometimes don't have hot water. (These allegations could not be immediately verified, but his audience applauded.) "I tell you what, if you guys had been at West Point or the U.S. Naval Academy . . . they would have quit a long time ago," he said. 

Duffy called the condition of USMMA a bipartisan issue, and he was accompanied on his visit by a Democratic member of Congress, Rep. Thomas Suozzi (D-NY). Four representatives from Long Island, including Suozzi, have introduced a bill to invest $1 billion in federal funding for infrastructure improvements at the USMMA campus over 10 years. 

The secretary declined to endorse any specific figure, but he pledged to support USMMA's efforts to find funding for improvements. He told Newsday that the academy needs to be rebuilt much more quickly than 10 years. 

Duffy said that part of his rationale for boosting USMMA is the need to counter China on the high seas. He pointed to China's increasing dominance in shipping and shipbuilding as a cause for concern, noting that CSSC built more tonnage in 2024 than the entire production of every American yard since WWII. "That is going to change . . . and you all are part of that change," he told the audience.

 

A new fuel slick has been spotted on the surface near the Kerch Strait, the Russian-controlled waterway between the Black Sea and the Sea of Azov, according to a Russian environmental scientist. The pollution is near the site where two aging tankers broke up and sank in December - but Russian officials deny that any additional pollution from the disaster has been observed. 

On March 31, ecologist Georgy Kavanosyan released a synthetic aperture radar image of the Kerch Strait on social media, showing what appeared to be a long slick at the entrance to the strait. The site corresponds to the location of the bow section of Volgoneft-239, one of the two lost tankers. A second environmental scientist, Igor Shkradyuk, told Russian investigative reporting outlet Agentstva that the leak is likely in the range of hundreds of liters per day - and that it will likely continue through the warm months of the year as the fuel cargo heats up and seeps out. 

"Unfortunately, government agencies are not telling us what is happening with the spilled fuel oil. They are pretending that none of this is happening," Shkradyuk said.

Russia's Ministry of Emergency Situations says that it continues to monitor the wreck sites daily, and it claims that no additional fuel leaks from the tankers have been recorded. "The sunken fragments of the tankers are constantly being examined by divers, the bottom is being monitored in a kilometer-long zone from the coast using remotely controlled vehicles, space monitoring technologies, drones, and patrol groups of rescuers on boats are being used to monitor the situation in the water area," ministry chief Alexander Kurenkov said Friday.

Russia's environment ministry (Rosprirodnadzor) has filed a new claim for compensation for damages against the owners of Volgoneft-239 and Volgoneft-212. The two riverine tankers were operating in the open waters of the Black Sea in wintertime, beyond the limits of their design parameters, and the ministry laid blame on the captains and on their employers. 

The total claim comes to about 85 billion rubles ($1 billion), split between Kama Shipping and Volgatransneft CFC. The two firms have one month to pay for the damages, after which the ministry will initiate a lawsuit, said Svetlana Radionova, head of Rosprirodnadzor.
 

 

A deal appears to be in the last stages of negotiation between Mauritius and the UK over the continued use of Diego Garcia, a key base for U.S. naval and air operations in the Middle East and Africa.  This follows President Trump’s approval of the detailed draft treaty which was announced on April 1. Both the UK and Mauritian government have indicated that they are keen to finalize the treaty as soon as possible.

However, Britain’s Reform Party, which has been ahead of both the governing Labour Party and the Conservative official opposition party in opinion polling over the last three months, promised on April 6 to annul any treaty signed should it be elected to power.  Richard Tice, the Deputy Leader of the party, said in a television interview that he was not surprised the United States supported the deal, because it gave the United States rent-free use of Diego Garcia for the next 99 years. The Reform Party would ‘rip up’ the treaty, on the basis that Mauritius accepted a deal in 1965 under which it accepted payment in return for surrendering all future claims to the Chagos Island archipelago.

CNN is reporting that the 6 B-2 “Spirit” Long-Range Strategic Stealth Bombers with the 509th Bomb Wing, which arrived recently at Naval Support Facility Diego Garcia in the Indian Ocean from Whiteman Air Force Base in Missouri, are being used for strikes against the… pic.twitter.com/eTHDPoYn8A

— OSINTdefender (@sentdefender) April 4, 2025

Open source imagery analysts have in recent days identified B-2 Spirit long-range strategic bombers being loaded with munitions on the Diego Garcia apron, indicating that these aircraft are being used in the ongoing attacks against Houthi targets in Yemen.  There are also reports that the United States is moving the Arleigh Burke Class destroyer USS Wayne E. Meyer (DDG-108) into position in the Chagos archipelago in order to strengthen local air defenses in the face of potential threat from Iran. USS Wayne E. Meyer has headed west out of the Malacca Straits and on April 3 was in the Indian Ocean.

Cmdr. Gerard Mauer, commanding officer of USS Wayne E. Meyer (DDG 108), speaks to the crew on the ship’s announcement system, April 3 (USN)

 

Since the introduction of a global sulfur cap in marine fuel oil by IMO (International Maritime Organization) in 2020, there has been uncertainty on the environmental impacts of scrubbers for vessels using heavy fuel oil (HFO). But a new study released last week claims that the environmental impacts of burning HFO with scrubbers could be equivalent, and in some scenarios, outperform use of low-sulfur fuels for large bulk carriers.

The study includes researchers from MIT and Georgia Tech, with partial support from Oldendorff Carriers. The bulk carrier Hedwig Oldendorff was selected for onboard emission measurements and collection of scrubber wash water samples.

While multiple studies have monitored marine fuel emissions and the effects of scrubbers, the researchers said that the existing lifecycle assessments (LCAs) lack onboard measurements or focus on specific impact categories, such as climate change. For this study, the scientists claimed to have developed a robust assessment of the environmental impacts of using scrubbers with HFO versus low-sulfur fuels. This involved conducting a comprehensive Well-to-Wake (WtW) LCA, accounting for the impacts from fuel sourcing, production, conversion, transport, distribution, and eventual use onboard the vessel.

In considering this entire supply chain, burning heavy fuel oil with scrubbers was found to be the least harmful option in terms of nearly all 10 environmental impact factors that were studied. Some of these factors include greenhouse gas emissions, terrestrial acidification and ozone formation.

“Claims about environmental hazards and policies to mitigate them should be backed by science. You need to see data, be objective, and design studies that take into account the full picture to be able to compare different options,” said lead author Patricia Stathatou, an assistant professor at Georgia Tech.

According to data by Clarksons Research, the use of scrubbers has been on the rise in the past two decades. The number of scrubber-fitted ships increased from 243 in 2020 to more than 7,400 at the start of 2025. The majority of these vessels utilize wet, open-loop marine scrubbers, which consists of a huge vertical tank installed in a ship’s exhaust stack above the engines. Inside, seawater drawn from the ocean is sprayed through a series of nozzles, washing the hot exhaust gases as they exit the engines. But the scrubber wastewater contains compounds that may be toxic for the marine environment. In fact, many countries across the world have restricted scrubber discharge within ports and harbors. 

In exploring this concern in the study, Stathatou and her colleagues agree that scrubber discharge is toxic, but its impact is less than burning low-sulfur fuels, when considered from a holistic point of view. Producing low-sulfur fuel requires extra processing steps in the refinery, causing additional emissions of greenhouse gases and particulate matter.

“If we just look at everything that happens before the fuel is bunkered onboard the vessel, heavy fuel oil is significantly more low-impact, environmentally, than low-sulfur fuels. If you consider that the scrubber has a lifetime of about 20 years, the environmental impacts of producing the scrubber over its lifetime are negligible compared to producing heavy fuel oil,” added Stathatou.

 

The deployment of B-2 Spirit strategic stealth bombers and KC-135 refueling aircraft to Diego Garcia, plus the dispatch of the USS Carl Vinson to make up a second Carrier Strike Group in the region, make up only part of a well-publicized reinforcement of US forces in the Middle East region.  With nations hosting US forces within the region anxious not to advertise an increased US presence, there will certainly be other reinforcements that have also been pushed forward into the region, particularly air defense assets, which have not been unveiled.

This forward deployment forms part of President Trump’s strategy to curb Iran, in which a diplomatic approach is accompanied by the implied threat of military force, should Iran not be willing to negotiate. Tightened sanctions on Iranian dark shipping and oil exports also form part of the strategy to put the Iranian regime under pressure, which is already acute because of decades-long sanctions and shortages of both water and other basic necessities. There are many indicators suggesting that as a consequence, the Iranian leadership is indeed feeling under intense pressure and quarrelling amongst themselves.

A general assumption is that the military pressure being applied on Iran is focused on permanently ending the threat of Iran developing nuclear weapons. Any first strike on Iran, should the diplomatic route fail, would likely be targeted on the Iranian nuclear program and the long-range missiles needed to weaponize this capability. It looks as if it is militarily feasible to destroy the nuclear weapons capability; every critical node and last detail of the program appears to be known to Western intelligence. General Petraeus, formerly Commander CENTCOM, has recently said that such an operation had already been successfully rehearsed.

But nuclear weapons are only half the problem. To achieve a durable peace, the United States is equally interested in putting an end to Iran’s decades-long attempt to expand its regional influence, through use of the Islamic Revolutionary Guard Corps (IRGC) Qods Force across the region and through the often-exercised threat posed by Iranian or Iranian proxy ballistic and cruise missiles. The Iranians contend that these regional influence efforts are non-negotiable.

Moreover, if a first strike was designed to destroy the Iranian nuclear weapons program, it would still leave Iran’s ballistic and cruise missile capability intact - and ready to be used in any counter-attack. Such a ‘devastating ‘counter-attack is often threatened by senior IRGC leaders.

Realistic military planning must deal not only with the Iranian nuclear weapons development program - but also the threat posed by Iran’s ballistic and cruise missiles, which present a formidable target not vulnerable to a decisive, knock-out first strike attack.

Iran has at least 24 identified missile sites in the western half of the country, spread from north to south.  Some of these sites appear to be independent, others are arranged in clusters.  All feature underground storage bunkers, from which both drone and missile mobile launchers can be driven out, ready to go into action within minutes. The site at Kermanshah Konesh Canyon has at least 60 such tunnel bunkers. 

More than 50 underground bunkers visible in the Kermanshah Konesh Canyon missile complex (Google Earth, June 6, 2024)

Each site has multiple tunnel entrances, from which a further multiple of missiles or drones can be launched.  Some sites also feature hardened silos with automated revolver carousels enabling the rapid reloading of ballistic missiles; the site at Haji Abad for example has at least seven silos, aligned for targets along the Bahrain-Riyadh axis. 

The locations given in the site list attached are for site maintenance buildings.  But using open source, freely available satellite imagery, in all locations tunnel entrances can be seen close by.  There will certainly be many more such sites which have not been identified, and each site also has a garrison administrative area in the neighborhood, where there are likely to be more drones and missiles on mobile launchers.

CLUSTER	LOCATION/SITE	LAT	LONG
Bandar Abbas Area Independent Sites	Bandar Abbas Khorgu	27.528789N	56.451021E
	Haji Abad	28.328772N	55.942649E
	Bandar Lengeh	26.658735N	54.893197E
	Lar	27.643131N	54.256253E
	Jam	27.794144N	52.318042E
Garmdareh Cluster	Garmdareh North West	35.788410N	51.059026E
	Garmdareh North East	35.768729N	51.085032E
Isfahan Cluster	Isfahan West	32.695027N	51.430270E
	Isfahan South	32.459346N	51.714619E
Kashan (independent site or other sites nearby not detected)		34.093362N	51.255711E
Kerman (independent site or other sites nearby not detected)		30.239153N	56.851713E
Kermanshah Cluster	Kermansheh Panj Peleh	34.360500N	47.228508E
	Kermanshah Konesh Canyon	34.389521N	47.181043E
	Kermanshah South	34.394788N	47.222654E
	Kermanshah North East	34.525045N	47.361183E
	Kermanshah North West	34.439950N	47.187934E
	Kermanshah Shahid Montazeri Garrison	34.482361N	47.009583E
Khorramabad Cluster	Khorramabad Imam Ali NW	33.581276N	48.181536E
	Khorramabad Imam Ali SE	33.564324N	48.217238E
	Khorramabad Imam Ali Garrison	33.552829N	48.214824E
Qom (independent site or other sites nearby not detected)		34.943853N	50.763649E
Shiraz Cluster	Shiraz North West	29.726310N	52.558080E
	Shiraz North	29.707720N	52.590671E
	Shiraz South	29.473558N	52.490816E
Tabriz Cluster	Khosroshah Garrison	37.941000N	46.025000E
	Tabriz North	38.251449N	46.119187E
	Tabriz South	37.977313N	46.176606E
Yazd (independent site or other sites nearby not detected)		31.803792N	54.298661E

 

Some of these sites were first constructed decades ago, when the short range of missiles then available meant that they could be targeted only against neighboring GCC countries, rather than Israel. As missile ranges have increased, probably all the sites are now capable of threatening Israel, as well as any American presence at Al Udeid (Qatar), Al Dhafra (UAE), Naval Base Bahrain, Dimona (Israel), Muwaffaq Salti (Jordan), Camp Arifjan (Kuwait) and Ain al-Assad (Iraq). 

A recent video showing touring the visit of Major General Mohammad Bagheri and Brigadier Amir Ali Hajizadeh to a ‘missile megacity’ on March 25 showed a variety of missiles and drones parked up, including Ghadr (1,600 km range), Emad (1,800 km range), Haji Kassem (1,400 km range), Kheibar Shakan (1,450 km range) and Sejjil ((2,000 km range) medium range missiles plus long range Khorramshahr-4s (3,000 km range).  Fattah-1 medium range missiles were not seen but featured heavily in Iran’s earlier True Promise attacks on Israel.  Shahed-136B kamikaze drones have even longer ranges, and missiles and drones can also be launched from Iranian naval vessels such as the drone carriers Shahid Mahdavi (C110-3) and Shahid Bagheri (C110-4).

As well as the infrastructure to protect thousands of missiles and drones in hardened shelters, the IRGC also has a tactical playbook to help hide and disperse these systems, so that any attack on this overall capability cannot be entirely pre-planned and must have a tactical element to deal with fast-moving or elusive targets.

Even if a surprise attack on this huge target array was largely effective, hundreds of missiles and drones would likely escape destruction in any first wave.  So attack plans will need to assume that successive attack waves will be needed to fully neutralize the threat.  One might hope that at this juncture Iranian leaders might be willing to come to the negotiating table, or that the internal security apparatus might succumb to a domestic uprising.  But neither response can be counted upon, and a worst-case scenario probably needs to be planned for.

[By: ClassNK]

ClassNK has granted its Innovation Endorsement for Products & Solutions to the maritime cybersecurity solution, ‘CYTUR TM’ and ‘CYTUR SC-P’ (components of Rakuten Maritime*1) developed by Rakuten Symphony and its partner company CYTUR.

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

Product name: ‘CYTUR TM’ a software analyzing and visualizing cyber threats to the vessel through threat modeling techniques during design phase

• Product descriptions:
  1. Identification of CBSs (Computer based system) based on vessel design data
  2. Threat analysis through cyber threat modeling for the vessel
  3. Identification of attack surfaces on CBS to detect known vulnerabilities

Product name: CYTUR SC-P’ a hard/software identifying and classifying equipment by scanning the onboard network system

• Product descriptions:
  1. Automatic setting of the available network bandwidth of the vessel's onboard network system
  2. Automatic booting structure upon power-on optimized for commissioning phase
  3. Automatic identification of maritime equipment on a vessel during commissioning or sea-trial phase by being installed in multiple network zones
  4. Equipment classification based on ship equipment data
  5. Identification of CBS vulnerabilities and attack surfaces with a corresponding risk score through scanning of the ship network

Detailed information on each product and solution is available on the following page: https://rakuten-maritime.com/en

 

[By Georgia Hammersley]

This month, member countries to the International Maritime Organisation (IMO), the United Nations body responsible for regulating international shipping, will negotiate on a long-awaited plan to impose a levy on shipping fuel. The meeting is expected to decide whether the industry will move forward with the levy or not, but likely leaving thorny disputes over its design to later talks.

If adopted, it will be the first global carbon tax on a major polluting sector in support of global climate efforts.

International shipping is a dirty industry, responsible for three per cent of all global greenhouse gas emissions, primarily from its fleets’ combustion of heavy fuel oil, the cheap sludge left over from petroleum refinement. This share is expected to climb to ten per cent by 2050 if left unchecked.

So far, the sector has been slow to clean up its act. Together with aviation, shipping was omitted from the 2015 Paris Agreement due to difficulties assigning emissions to specific nations. Instead, the task fell to the IMO, which committed to cutting emissions in 2018 before setting improved targets in 2023, including to reach net zero emissions by around 2050. But those targets still fall short of the necessary ambition to meet the Paris temperature goal of limiting global heating to 1.5 degrees Celsius.

The industry may be about to chart a new course. First tabled in 2021 by Marshall Islands and Solomon Islands, the proposed levy would charge large merchant vessels a flat fee per tonne of greenhouse gases emitted – making dirty fuels more expensive and narrowing the cost gap with cleaner alternatives. It could be in place as early as 2027.

There are promising signs from recent meetings that consensus is building. More than 60 governments have indicated support for the initiative including the United Kingdom, New Zealand, and Kenya. Notably, historical adversaries including major ship-owning nation Japan and influential “flag” state Panama are also on board.

But to pass, the proposal must secure a two-thirds majority from a select group of members that have ratified the MARPOL Annex XI convention, leaving some supporters without a vote.

The levy also faces strong opposition from major exporting emerging economies such as Brazil, the upcoming host of the COP30 climate summit, together with China, South Africa, and Saudi Arabia, in an effort to protect their domestic interests. They argue the levy would unfairly impact developing nations. The European Union, once a supporter, now appears to be backtracking.* A host of other countries, including Australia, have not yet made their position known.

Even among supporting members, divisions persist over the finer details.

One major sticking point is the price. Proposed rates range from US$18.75 to $150 per tonne of carbon dioxide emitted. A mid-range levy of US$100, the World Bank estimates, could generate US$60 billion per year. But resistance from some member states reflects a familiar fear from the industry: decarbonisation could make seaborne trade less competitive.

Shipping keeps global trade moving, carrying some 90 per cent of traded goods across international waters, and has long fuelled economic growth in the developing world. And without major investment, the transition to zero-emission fuels such as ammonia, which are still expensive and unproven, will inevitably drive up costs. For developing nations, the biggest fear is higher prices on essential goods, worsening food insecurity.

These concerns matter. Yet it speaks volumes that Marshall Islands – a low-lying nation with the world’s third-largest shipping registry – together with other climate-vulnerable countries are leading the charge for an ambitious outcome despite the potential cost. They understand the far greater price of inaction.

How to spend the raised revenue presents a further challenge. Most members agree it should align with the levy’s primary mission to accelerate the sector’s transition to clean energy sources. Possible applications include financial rewards to incentivise the uptake of e-fuels, subsidies for zero-emission technologies, and training for seafarers as part of a “just transition”. The need is clearly warranted; reported estimates indicate that merely halving shipping emissions by 2050 will require at least US$1 trillion into e-fuel production, supply chains, and new or retrofitted ships.

A less popular but still compelling option is to redistribute some of the proceeds to support those unfairly disadvantaged by the initiative. Small Island Developing States, for instance, will likely feel the sting most due to their distance from major markets and reliance on shipping for low-value, bulky commodities. Portioning off some of the funds to help absorb the economic impact would help.

Another option floated by a United Nations Trade and Development report is to use proceeds to support broader climate aims. This includes boosting international climate finance, as vulnerable developing countries disproportionately suffer from climate impacts, which are in part exacerbated by global shipping.

With foreign aid budgets shrinking in the United States and Europe, climate funding is under threat, making the need for new, predictable sources of funding more urgent than ever. Dividing the proceeds seems like a reasonable compromise, but opponents imply that shipping shouldn’t be made to solve the world’s climate finance shortfall.

What do these divisions mean for the final deal? Delegates at the upcoming meeting will need to decide whether to hold out for the perfect solution or to acquiesce to get things moving. With further delays to global climate action already a growing risk, the latter is the pragmatic choice. But if the levy starts low, there must be a firm commitment to raising it over time and to set some aside in solidarity with those that need it most.

Georgia Hammersley is a Research Associate in the Lowy Institute’s Indo-Pacific Development Centre. Her research interests include international climate policy and finance.

This article appears courtesy of The Lowy Interpreter and may be found in its original form here. 

* This article has been updated following publication to incorporate latest developments related to the European position.

[By: MacGregor]

MacGregor is proud to announce the successful delivery of its new type of SWL 250t electric heavy lift cranes to Nordic from Huanghai Shipbuilding Co., Ltd. The cranes mark a significant milestone in sustainable cargo handling solutions.

This next-generation heavy lift crane combines MacGregor and NMF’s extensive experience in the heavy lift industry. The crane is designed to enhance operational efficiency while significantly reducing emissions, energy consumption, and maintenance costs. By leveraging MacGregor’s advanced electric drive technology, the crane eliminates hydraulic oil usage, improving environmental performance and ensuring compliance with stricter industry regulations.

Soeren Hoessermann, Managing Director at Nordic Hamburg Shipmanagement (HK) Ltd., expressed enthusiasm about the delivery: "We are pleased to receive MacGregor’s electric heavy lift crane, which aligns with our commitment to improving efficiency and reducing our environmental impact. This innovative technology will help us optimize cargo handling operations while contributing to our sustainability goals."

The delivery of this electric heavy lift crane reinforces MacGregor’s leadership in sustainable maritime solutions, supporting customers decarbonisation targets without compromising performance.

"At MacGregor, we are committed to delivering sustainable and innovative solutions that create lifetime value in cargo handling. The delivery of our new electric heavy lift crane is a testament to our dedication to reducing the environmental footprint of maritime operations while maintaining the highest standards of performance and reliability," said Magnus Sjöberg, Senior Vice President, Equipment Solutions Division, MacGregor.

The crane will be installed on the vessel Amy, which will play a key role in a project cargo market.

[By: Eastern Shipbuilding Group, Inc]

Eastern Shipbuilding Group, Inc. (ESG) has officially begun construction on the U.S. Army Corps of Engineers' (USACE) new medium class hopper dredge with a ceremonial steel-cutting event. This milestone marks the start of a historic acquisition for the Corps, reinforcing its commitment to maintaining safe and navigable waterways. The event was attended by USACE Headquarters, North Atlantic Division, Marine Design Center, and Philadelphia District leadership as well as Royal IHC and Eastern Shipbuilding Group leadership.

"The steel cutting of this highly advanced hopper dredge marks another milestone in Eastern Shipbuilding Group’s legacy of delivering world-class vessels. We are proud to partner with the U.S. Army Corps of Engineers and Royal IHC to build a state-of-the-art dredge that will enhance our nation's waterway infrastructure. Our team is committed to executing this program with the highest standards of quality, efficiency, and innovation,” said Joey D’Isernia, CEO of Eastern Shipbuilding Group, Inc.

“This new dredge is going to play a critical role in helping us deliver our navigation mission, which enables maritime commerce to flow on our nation’s waterways. This strengthens our economy and supports our national security,” said USACE North Atlantic Division Regional Business Director John Primavera. “USACE hasn’t built a deep draft hopper dredge in about 45 years. We’re proud to recognize this milestone and look forward to continued partnership with the shipbuilding industry and progressing on the construction of this vital ship.”

“We are proud to see our design with the most advanced dredging technology come to life during this exciting milestone,” said Leo van Ingen, Sales Director North America at Royal IHC. “Exceeding the USACE's mission-based operational requirements and featuring one of the most advanced configurations ever developed by Royal IHC, this project marks a significant step in our collaboration with USACE and ESG. This ground-breaking hopper dredge will set new standards in efficiency, automation and sustainability.”

This highly automated, state-of-the-art vessel is undergoing construction at ESG's Allanton and Port St. Joe facilities and is scheduled for delivery in 2027. The new hopper dredge will enter the USACE’s Ready Reserve Fleet and will play a critical role in the Corps’ navigation mission and provide for safe, reliable, effective, and environmentally sustainable waterborne transportation systems for vital national security, commerce, and recreation needs. The vessel will replace the 57-year-old Dredge McFARLAND based in the Corps’ Philadelphia District. The Dredge McFARLAND is one of four oceangoing hopper dredges owned and operated by USACE.

Eastern Shipbuilding Group is collaborating with Royal IHC on the design which features one of the most advanced configurations ever developed by the company:

Maximum Efficiency
The hopper can be fully loaded with medium fine sand in less than 45 minutes, and the latest high efficiency dredge pumps, almost halves the desired discharge time. The pump maximizes the operational efficiency and durability of this hopper and is specifically developed for passage of large obstacles. 

Highly Automated
USACE's new hopper dredge will be able to load up to 15 per cent more efficiently, reducing fuel consumption and environmental impact, thanks to the innovative ECO Control Package, which includes high-end controls for trail speed, dredge pump and draghead vizor.

Dredging Assist Capabilities
Unique to this hopper dredge is the use of a semi-autonomous Dredge Assist program that requires minimal human interaction to complete tasks. 

Reliability and Environmental Sustainability
All main equipment is designed with maximum efficiency to ensure continuous operation, even under extreme conditions.

As part of the Ready Reserve Fleet, MCHD requirements demand limited environmental impact. The patented overflow system limits the vessels’ ecological impact by reducing turbidity as compared to a conventional anti-turbidity valve.

Diesel Electric Propulsion
The hopper dredge is equipped with a diesel-electric propulsion system that meets EPA Tier 4 and IMO Tier 3 standards. The propulsion arrangement, consisting of 3 main generators, allows for maximum flexibility, optimal fuel consumption and operational safety in case of engine failure. 

Vessel Specifications:

Length: 320’
Beam: 72’
Hull Depth: 28’
Draft (hopper empty): 11’3”
Draft (hopper full): 25’6”
Maximum Hopper Capacity: 6000 yd3
Maximum dredge depth with suction tube at 45 degrees: 65’

[By St. Johns Ship Building]

St. Johns Ship Building, a Palatka, Florida-based Jones Act facility, today announced the award of two new contracts totaling approximately $17 million in value. The projects include the construction of a state-of-the-art Crew Transfer Vessel (CTV) and two aluminum cruise vessels. This milestone underscores the shipyard's sustained momentum and reputation for delivering high-quality, purpose-built vessels that support a diverse range of maritime operations.

The new aluminum CTV is designed to meet the rigorous demands of offshore operations, ensuring safe and efficient transportation of personnel and equipment. Incorporating advanced technology and sustainable design elements, the vessel will contribute to the next generation of maritime innovation while supporting the expansion of offshore infrastructure in the United States.

In addition, St. Johns Ship Building has been contracted to construct two aluminum cruise vessels, further diversifying its production portfolio and reinforcing its capabilities in the commercial passenger vessel sector. These vessels will be built with a focus on passenger comfort, safety, and fuel efficiency.

“We are honored to secure these important contracts,” said Joe Rella, President of St. Johns Ship Building. “Our shipyard continues to build momentum, and these awards reflect both our expertise and our ability to deliver reliable, cutting-edge vessels that are critical to the success of a wide range of maritime operations. With our skilled workforce and modernized facilities, St. Johns Ship Building is well-positioned to support diverse shipbuilding needs with innovative solutions.”

Since being acquired in 2022 by Americraft Marine, St. Johns Ship Building has undergone significant investment and modernization. The facility has enhanced its production capacity to build multiple vessels concurrently, streamlining operations to deliver high-quality vessels on schedule and at scale. These improvements have strengthened its position in the U.S. shipbuilding industry, specializing in a wide variety of vessels that support commercial marine and government operations. 
 

 

The U.S. Army Corps of Engineers joined contractors Eastern Shipbuilding Group and Royal IHC on April 4, 2025, in Panama City, FL for a steel cutting ceremony, kicking off construction of a Medium Class Hopper Dredge (MCHD) to replace the Dredge McFARLAND of the Army Corps’ Philadelphia District.

The event was attended by USACE Headquarters, North Atlantic Division, Marine Design Center, and Philadelphia District leadership as well as Royal IHC and Eastern Shipbuilding Group leadership.

“This new dredge is going to play a critical role in helping us deliver our navigation mission, which enables maritime commerce to flow on our nation’s waterways. This strengthens our economy and supports our national security,” said USACE North Atlantic Division Regional Business Director John Primavera. “USACE hasn’t built a deep draft hopper dredge in about 45 years. We’re proud to recognize this milestone and look forward to continued partnership with the shipbuilding industry and progressing on the construction of this vital ship.”

The Dredge McFARLAND is one of four oceangoing hopper dredges owned and operated by the Army Corps of Engineers and is currently conducting urgent dredging in North Carolina near the entrance of the Cape Fear River.

The new MCHD will play a critical role in enabling the Corps to continue to deliver its navigation mission and provide for safe, reliable, effective, and environmentally sustainable waterborne transportation systems for vital national security, commerce, and recreation needs.  The new dredge is estimated to be placed into service in 2027 and replaces the McFARLAND. 

Quotes from Eastern Shipbuilding Group and Royal IHC leaders

"The steel cutting of this highly advanced hopper dredge marks another milestone in Eastern Shipbuilding Group’s legacy of delivering world-class vessels. We are proud to partner with the U.S. Army Corps of Engineers and Royal IHC to build a state-of-the-art dredge that will enhance our nation's waterway infrastructure. Our team is committed to executing this program with the highest standards of quality, efficiency, and innovation,” said Joey D’Isernia, CEO of Eastern Shipbuilding Group, Inc.

“We are proud to see our design with the most advanced dredging technology come to life during this exciting milestone,” said Leo van Ingen, Sales Director North America at Royal IHC. “Exceeding the USACE's mission-based operational requirements and featuring one of the most advanced configurations ever developed by Royal IHC, this project marks a significant step in our collaboration with USACE and ESG. This ground-breaking hopper dredge will set new standards in efficiency, automation and sustainability.”

This highly automated, state-of-the-art vessel is undergoing construction at ESG's Allanton and Port St. Joe facilities and is scheduled for delivery in 2027.

Vessel Specifications:

Length: 320’
Beam: 72’
Hull Depth: 28’
Draft (hopper empty): 11’3”
Draft (hopper full): 25’6”
 

 

In recent years there have been many reports of passengers acting badly and even a few brawls aboard cruise ships. Agents from the Federal Bureau of Investigations (FBI) and lawyers are confirming the CEO of a California-based title insurance company was charged in San Juan, Puerto Rico this week after an altercation that started with a fellow passenger dancing barefoot on a bar aboard Virgin Voyages’ ship Resilient Lady.

The widely reported incident took place last Monday night, March 31, approximately 70 nautical miles west of Martinique in the Caribbean after the cruise ship had departed bound for San Juan. The exact time was not reported, but it was said to happen in a cocktail lounge called “On The Rocks,” a venue Virgin Voyages bills as a martini and cocktail bar on Deck 6. On its website Virgin Voyages writes, “On the Rocks is the perfect place to make bold choices.”

A passenger only identified by initials in the complaint reportedly was on the bar dancing when Nichol DeGiorgio, made a remark to the order of “Look, we are all grown-ups here – can you put your shoes on?”  The irony of course is that the cruise line is associated with Sir Richard Branson, famous for dancing on furniture, and other antics.

The unidentified passenger reportedly responded making crude remarks and an obscene hand gesture to Ms. DeGiorgio. This was later confirmed by the ship’s closed-circuit security cameras with the video handed over to the FBI as evidence.

According to the FBI statement and the complaint filed in the court in Puerto Rico, Kenneth DeGiorgio, age 53, CEO of First American Financial Corporation, confronted the individual who he did not know. He put his hands around the man’s neck and reportedly said he was going to kill the man.

The cruise ship’s captain later confined DeGiorgio to his cabin and handed the matter over to the FBI when the ship reached Puerto Rico. Crimes aboard cruise ships fall under federal jurisdiction.

The reports go on to say that DeGiorgio refused to answer questions from the FBI and requested a lawyer. In a statement, the lawyers are now asserting that he was responding to the actions of an individual who harassed his wife, making her feel threatened and intimidated.

DeGiorgio was charged with a simple misdemeanor. However, if convicted of assault, The New York Times reports he faces up to one year in prison. His lawyers said DeGiorgio “looks forward to being absolved of any wrongdoing.”
 

South Korea’s shipbuilding industry is highlighting a rebound in orders in March after a slow start to the year. It comes as the industry looks for ways to benefit from the proposed U.S. fees on Chinese-built ships.

To combat the growing Chinese domination of shipbuilding, South Korea’s strategy has included a focus on high-value ships and larger, more technologically advanced ships. This includes all forms of gas carriers where South Korea continues to lead the orders despite China’s growth in LNG tankers. In the long term, South Korea looks toward ammonia carriers, ammonia-fueled ships, automation, and other technologies.

Reports are the strategy worked in March 2025 with the South Korean yards garnering 55 percent of the orders based on tonnage according to data from Clarkson Research Service. South Korea recorded orders for 820,000 compensated gross tons (CGT) compared to the Chinese yards booking 520,000 CGT in March. By the number of vessels, however, China continued its lead booking 31 ship orders compared to South Korea’s 17 ships.

This is a strong rebound from February when China booked 70 percent of the orders by tonnage. South Korea’s yards booked just nine percent of the tonnage ordered in February. The reports highlighted that the Korean yards historically have lagged behind the Chinese in the first quarter of the year while also noting that last year South Korea only received 16 percent of the orders for the year versus 70 percent booked in China.

China also continues to hold a strong overall lead in the sector, Clarkson’s data shows Chinese yards have an order backlog of nearly 94 million CGT which is 59 percent of the global total. South Korea’s yards while ranking second have a backlog of just over 36 million CGT or 23 percent of the total. 

The South Korean industry is looking toward the U.S. to help drive future business. In February it was reported that the U.S. Trade Representative was proposing fees for Chinese-built ships calling in U.S. ports. The Trump administration has latched on to the concept as part of its plan to rebuild U.S. shipbuilding.

The Korean news outlet CHOSUNBIZ reports fears of the pending fees might already be impacting future shipbuilding plans. Citing reports from Daishin Securities it writes that ExxonMobil canceled orders for two liquefied natural gas bunkering vessels (LNGBVs) intended for China.

HD Korea Shipbuilding & Offshore Engineering, South Korea’s largest shipbuilder, reported yesterday, April 3, that it had booked an additional order for an LNG carrier valued at approximately $263 million. The group said it has now received orders for a total of 24 ships worth $4.07 billion, achieving 22.6 percent of its annual order target of $18.05 billion. By ship type, the company has received orders in 2025 for an LNG carrier, four LNG bunkering vessels, an LPG/ammonia carrier,  and two ethane carriers, as well as 12 containerships, and four tankers.

The Office of the United States Trade Representative held public hearings on March 24 and March 26, regarding the proposed actions in the Section 301 investigation on China’s targeting of the maritime, logistics, and shipbuilding sectors for dominance. It also accepted written comments and for seven days afterward was also accepting rebuttal comments. No timeline was released for completing the review but it is expected the office will issue its final recommendations which Trump will incorporate into the overall plan for U.S. shipbuilding.  Combined with the new tariffs, many have warned it could have a chilling effect on global trade and the shipping industry.
 

The Royal New Zealand Navy released the final results of its Court of Inquiry into the shocking October 2023 loss of its survey vessel HMNZS Manawanui, the first vessel lost by the Navy since World War II. While the preliminary report released in November 2024 identified human error issues including failing to disengage the autopilot, the final report delves deeper to identify the underlying issues that they believe contributed to the loss of the vessel.

The interim Court of Inquiry focused on the direct issues, and it put the blame squarely on mistakes made by the crew. Failing to turn off the autopilot, the bridge crew attempted to maneuver the vessel. When the vessel did not respond they failed to check if they had manual control with it taking more than 10 minutes to regain control. The vessel however had grounded and the following morning after the 75 people on board were rescued the ship foundered. 

In the final report, the court identified 12 additional issues that it says contributed to the grounding and sinking. Key among them were training issues and the qualifications of the ship’s personnel, as well as planning, instructions and procedures, supervision, haste, leadership, distraction, and interruptions. All these factors they believe made the loss more likely.

The court thanks the officers and crew of the vessel recognizing their braveness as well as their willingness to provide detailed testimony. The result was a 120-page report that was released online for public review.

“The Court found deficiencies in the training and qualifications of key ship’s personnel involved in the incident, risks related to the survey task were not sufficiently identified, discussed, and mitigated, and instructions or procedures were lacking,” said the Court of Inquiry president Commodore Melissa Ross. It also found leadership was inadequate in some areas, supervision was not at expected levels, and time pressure influenced the way the survey task was conducted.

Chief of the Navy Rear Admiral Garin Golding accepted the report acknowledging that it illustrated a gap between work as imagined on shore by command and work as done on the vessel. 

“Fundamentally we need to do things differently. We need to adapt to new technologies, change the way we approach what we do, and find new ways to continue to deliver on what is expected of us,” he said.

The Court issued nine recommendations ranging from risk management to training. It cited the process around orders, instruction, and procedures as well as the experience of the crew. 

Admiral Golding said the Navy has already moved forward in some areas, such as reviews of risk management, oversight, and documentation. He said among the audits was a review of the state of training. However, he recognized that some of the issues would be more complex and time-consuming to resolve.

“Ultimately, there are a range of issues, including the lack of commonality across the fleet, which means our people need to constantly adapt to new procedures each time they change ships,” said the admiral. He called for embarking on a transformation program that seeks to reform the approach to operating the Navy.
 

 

Coming from Switzerland, the International Year of Glacier Preservation and World Water Day’s glacier theme strike a chord with me. I have witnessed the alarming retreat of Swiss glaciers firsthand—a 65% ice loss since 1850, with 10% gone in just 2022-2023.

Maritime has a front-row seat to glacial and polar melting, with rising sea levels, surging storms, and threats to coastal infrastructure. If the climate crisis escalates, supply chains and industries worldwide will face disruption.

The point is, this is a climate red flag. And it’s a call to unite like never before. Maritime’s strength has always been partnership, and in the past five years, together we have deployed efficiency technologies, dual fuel engines, and digitalization to curb emissions.

Yet, even with these efforts, progress is too slow, and two more red flags appeared last year. Global emissions should have peaked before 2025; instead, they hit an all-time high in 2024. It was also the first full year of 1.5°C warming.

One year of 1.5° is not a point of no return, but it raises the stakes ahead of 2030 emissions targets. Missing those could make future goals unattainable. On the other hand, meeting shipping’s 20-30% reduction target would prove that we can pull our weight.

A 2023 IMO study confirms we can, if we accelerate two key developments.

First, we have to go viral with fuel efficiency

The technology for maximum efficiency already exists—from speed optimization to hull cleaning, digital tools, and wind propulsion. Just derating engines with optimized turbochargers can save a conservative 3% in fuel and emissions. We have a customer that combined that with a propeller upgrade to save 25%. But in a global fleet averaging 13.1 years (weighted), only 37% of ships have energy saving technology (EST) retrofits.

We need to finish the efficiency job, and it only makes sense. Investing now will future-proof ships, cut fuel costs, and ensure compliance with new carbon regulations, avoiding wasted money on penalties.

Second, and not as easy, we need to solve the carbon-neutral fuel challenge

To meet the 2030 target, the IMO estimates 5-10% of the global fleet must also switch to carbon-neutral fuels. Consensus is growing around green methanol and ammonia, with new ships already designed for them. Theoretically, we could just scale up infrastructure for green hydrogen production and non-fossil carbon capture as feedstock, boosting green methanol and ammonia production and driving deep decarbonization toward net zero. Unfortunately, theory and reality are far apart, and the way forward is blocked by infrastructure and investment challenges.

Green shipping corridors help, by concentrating carbon-neutral fuel availability, and in 2024, they grew 40% to 62 initiatives worldwide. Still, the actual fuel is in short supply.

As a result, LNG dual fuel technology now leads in new ship orders, Of course, we have to manage methane slips, but mitigation technologies exist. With no perfect path, a 25% emissions drop from conventional fuel is still progress, and onboard carbon capture (OCC) is gradually emerging which could further reduce CO2 emissions from LNG.

But it will not get us to net zero.

Navigating the fuel challenge requires a cross-industry compass

We are not alone in our infrastructure needs. Shipping accounts for 3% of global emissions, but combined with other hard-to-abate sectors—aviation, steel, cement, and chemicals—the total jumps to 25%. Adding power generation (34% of global emissions) and agriculture (12%) brings the total to over 70%, all reliant on green hydrogen and carbon capture. Some sectors, especially shipping, also depend on increased production of green methanol and ammonia.

Right now, infrastructure is critically lagging, and continuing with a fragmented, sector-specific approach will see green hydrogen demand outstrip supply by at least 900% in 2030, with carbon capture facing a similar gap. As major energy players are now scaling back renewable investments, that gap could well grow.

We must join forces to build critical mass

Why not unite to shift the balance in our favor? A cross-industry initiative could consolidate demand and provide market certainty, unlocking the requisite investment: $9 trillion for green hydrogen, $3.5 trillion for carbon capture, five times current methanol production, and a tripling of ammonia production by 2050.

Of course, demand alone will not suffice. With prohibitive costs and long payback periods, making green hydrogen and carbon capture cost-competitive also requires bold national leadership and large-scale incentives—like the ones that drove solar growth in Germany, and made it viable against fossil fuels.

Shipping, a natural starting point for a united fuel front

As stewards of 80-90% of global trade, shipping has a responsibility—and a unique position—to unite sectors, aggregate demand, and amplify our collective voice with policymakers. When it comes to the climate challenge, we are all in the same ship, sailing the same ocean. Acting together now can turn the carbon-neutral fuel challenge into our greatest opportunity for net zero.

Daniel Bischofberger is CEO of Accelleron. With a 100-year heritage of innovation, Accelleron helps the world move further, more efficiently and sustainably through its turbocharging, fuel injection, and digital solutions for heavy-duty applications. The company serves marine and energy customers in more than 100 locations across 50 countries, continuously innovating to drive the energy transition forward and accelerate the decarbonization journey.

 

In an era where safety, efficiency, and commercial viability define the cruise industry's trajectory, Survitec's Seahaven system emerges as a groundbreaking innovation. The world's largest inflatable lifeboat, Seahaven, is setting new benchmarks in passenger safety, vessel optimisation, and operational effectiveness.

The Future of Cruise Ship Safety and Efficiency

Cruise ship design has long been constrained by the bulk and complexity of traditional davit-launched lifeboats. While these lifeboats fulfil regulatory safety requirements, they often limit vessel design flexibility and consume valuable deck space that could be better utilised for passenger accommodations and entertainment. Enter Seahaven—a fully automated evacuation system that ensures unparalleled safety compliance and enables cruise operators to rethink how they use space aboard their vessels.

Survitec’s white paper, "Seahaven Application Study," delves deeply into the impact of integrating this revolutionary lifeboat system into modern cruise ship designs. Conducted by the naval architect firm Foreship, the study evaluates four primary configurations for implementing Seahaven, assessing its ability to enhance vessel layout, optimise weight distribution, and improve operational efficiency.

Transforming Ship Design: More Space, More Revenue

One of Seahaven's most significant advantages is its ability to free up deck space. Unlike traditional lifeboat systems, which require extensive vertical and longitudinal space, Seahaven's compact design minimises bridge overhang and enhances visibility. This feature is particularly beneficial for vessels navigating constrained waterways such as the Panama Canal.

For shipowners, the repurposing of space enabled by Seahaven presents lucrative opportunities. With bulky davit-launched lifeboats removed, operators can introduce additional balcony cabins, extend entertainment areas, or incorporate new leisure facilities—all of which enhance the guest experience and generate additional revenue. For medium-sized cruise ships, the transformation could mean converting interior cabins into sought-after balcony staterooms. At the same time, larger vessels could utilise the space savings to redesign public areas and incorporate innovative onboard attractions.

Safety and Compliance: Meeting the Highest Standards

Beyond the commercial advantages, Seahaven represents a significant leap forward in maritime safety. With the capacity to evacuate up to 1,060 passengers in under 22 minutes, this system eliminates the complexities of traditional davit and release-hook mechanisms. It has undergone extensive heavy-weather sea trials, successfully operating in conditions exceeding Beaufort Scale 6, reinforcing its reliability under real-world emergency scenarios.

In addition, Seahaven aligns seamlessly with SOLAS (Safety of Life at Sea) regulations. The system has been tested for deployment on vessels with up to a 20-degree heel, ensuring compliance with international safety standards. The white paper presents a detailed capacity analysis confirming Seahaven’s suitability for various ship sizes, demonstrating its adaptability and effectiveness across different cruise vessels.

Reducing Operational Costs and Streamlining Crew Training

Seahaven improves ship design and streamlines operational processes. Traditional lifeboat systems require extensive maintenance, regular inspections, and complex crew training for safe operation. By contrast, Seahaven’s automated deployment mechanism significantly reduces maintenance costs and minimises the need for intensive crew training. This translates to lower long-term operational expenses and enhanced safety assurance.

“Beyond delivering safety performance, Seahaven enables shipowners to optimise their fleets with improved design flexibility, greater operational efficiencies, and enhanced commercial potential,” says Claude Sada, Chief Operating Officer at Survitec.

Adapting to the Evolving Needs of the Cruise Industry

The cruise industry is continuously evolving, with an increasing emphasis on safety, sustainability, and guest experience. Since achieving Lloyd’s Register type approval in 2022, Seahaven has gained traction among shipbuilders and operators seeking to future-proof their fleets. As regulations become more stringent and passengers demand more luxurious onboard experiences, Seahaven represents a smart investment in both compliance and competitiveness.

The study also highlights Seahaven's adaptability across multiple deployment configurations, including hybrid solutions that integrate Marine Evacuation Systems (MES) and tender lifeboats. This level of flexibility enables cruise operators to tailor their safety solutions while maintaining operational efficiency.

Conclusion: The Time to Act is Now

Seahaven offers an unprecedented opportunity for shipowners and operators looking to stay ahead in an increasingly competitive and regulated industry. By enhancing safety, unlocking additional revenue potential, and improving operational efficiency, this innovative system is paving the way for the future of cruise ship design.

Download the white paper today to explore the full findings of the Seahaven Application Study and understand how Seahaven can transform your fleet.

Download the White Paper Now.

 

The shipper of a cargo of Russian crude oil loaded aboard a sanctioned shadow tanker has found a creative way around Indian regulations that were barring the ship from offloading. A second tanker, also sanctioned in the west and operating in the shadow fleet moving Russian crude is being used to shuttle the cargo to port.

AIS signals confirm that the tanker Ozanno (12,969 dwt) is now positioned alongside the Andaman Skies (111,000 dwt). The Andaman Skies has been stuck holding off Mumbai reports say for two weeks since it was refused entry into the port. Both Reuters and Bloomberg are citing sources in India saying that the approximately 100,000 metric tons of Russian crude is being transshipped to the second tanker and will be landed at the terminal in the coming days.

India has continued to be one of Russia’s largest oil customers with as much as 35 percent of its crude imports coming from Russia in 2024. Reuters points out that the seller is responsible for the delivery of the crude including the vessel and its insurance. Reports indicate the cargo which is nearly 800,000 barrels was purchased from Lukoil, loaded near Murmansk, Russia, and is going to the Indian Oil Corp. terminal at Vandinar, India.

The Andaman Skies built in 2004 had been making the run from Russia but ran afoul of Indian regulations when it passed the 20-year mark this year. Regulations require older vessels to have seaworthiness and safety certificates from a recognized class society, which the Andaman Skies reportedly does not have available leading port officials to say it could not dock and unload its cargo.

The vessel was sold by Delta Tankers in 2023 and entered the shadow fleet with reports it is being managed from India. The Equasis database and others including Bloomberg report the vessel is registered in Honduras, while others including Reuters say it is registered in Tanzania. The European Union and UK added it to the sanctions list but it has not been cited by the U.S. or the UN.

Coming to its rescue is the equally shadowy Ozanno, but built in 2008 it is under the 20-year mark. It is also listed as being under Indian management and currently reports registry as São Tomé and Príncipe. Equasis however lists that as a false flag. In 2024 the vessel reported registry in Barbados and in 2023 in the Cook Islands. It, too, is sanctioned by the EU and UK.

India asserts it follows international regulations in the purchase and shipping of oil. However, it only recognizes the sanctions from the United States and the United Nations, permitting these tankers to continue in the trade.
 

[By: Bureau Veritas]

Bureau Veritas Marine & Offshore (BV) has successfully delivered the CMA CGM TIGA, the last of ten 5500TEU container ships built for CMA CGM at CSSC Qingdao Beihai Shipbuilding. This marks the completion of a major project for which BV provided classification services and Bureau Veritas Solutions M&O provided advisory services, helping to ensure compliance with international safety, structural integrity and environmental protection requirements as well as maximizing performance.

The CMA CGM TIGA, a new-generation, medium-sized container vessel, was designed by CSSC Qingdao Beihai Shipbuilding in collaboration with the Shanghai Ship Research & Design Institute (SDARI). With a length of 255.5 meters, a width of 40.0 meters, and a deadweight tonnage of 73,025.91 tons, the vessel incorporates advanced technologies such as the world’s first WinGD7X82-2.0 main engine, along with Selective Catalytic Reduction (SCR) and Alternate Maritime Power (AMP) systems, significantly reducing sulfur oxide (SOx) and nitrogen oxide (NOx) emissions. This contributes to the broader industry goal of enhancing sustainability.
 
Providing classification services, BV worked closely with CMA CGM, CSSC Qingdao Beihai Shipbuilding, China Shipbuilding Trading Co., Ltd. (CSTC), and the engine manufacturer to help support the success of the series with design support, including plan approval to BV classification rules, statutory requirements and survey under construction services.
 
BVS advisory services expertise has successfully supported the optimization of each ship’s energy efficiency and performance. The series has achieved an Energy Efficiency Design Index (EEDI) 53.6% below the baseline, surpassing IMO Phase III standards for environmental performance. BVS contributed to the series’ design and operational efficiency, providing advisory services, also including springing vibration analysis in a global finite element model and reducing design cycles, while helping support structural integrity and helping ensure timely steel procurement.
 
In addition, BV also conducted full-process precision monitoring to ensure that the vessels met required standards. This included successfully passing container hold tests and ensuring compliance with hull welding quality standards. Safety features such as the Fuel Oil Rapid Recovery System (FORS) notation and an insulation fault alarm and positioning system for low-voltage refrigerated container circuits were also incorporated, further enhancing the vessels’ operational safety and efficiency. The FORS notation ensures swift fuel recovery from tanks in emergencies. Crucially, elastic deformation of large hull structures was factored into shaft alignment calculations to prevent propeller shaft and bearing wear. 
 
Matthieu de Tugny, President of Bureau Veritas Marine & Offshore, said: “We are proud to have contributed to the successful delivery of the CMA CGM TIGA, the final vessel in this significant series of 5500TEU container ships. I would like to congratulate all involved and thanks the BV teams for their hard work as this project underscores our commitment to delivering innovative solutions that uphold high standards of safety, environmental performance, and operational efficiency. We are grateful for the opportunity to collaborate with CMA CGM, Qingdao Beihai Shipbuilding, CSTC, and all partners involved in advancing sustainable and high-performance shipping.”
 
Captain Jan V. Iversen, Area Manager of CMA Ships, said: “I’d like to reiterate our warm recognition to the Shipyard and to the CSSC group for their cooperation and support during all the stages of the construction of this vessel. I’d also like to thank our trustful partners: CSTC, Bureau Veritas, SDARI, Clarkson and all other involved parties for their support.”
 
Mr. Haijun Yin, General Manager Assistant of CSSC Qingdao Beihai Shipbuilding, said: “I would like to express my sincere gratitude to CMA CGM, Bureau Veritas, and CSTC for their long-term support to our development. We eagerly anticipate expanding our cooperation with CMA CGM, Bureau Veritas and CSTC across broader domains, jointly pioneering innovations that redefine industry standards and contribute to the sustainable future of global shipping.”