[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.”

[By: Fincantieri]

Vard, the Norwegian subsidiary of the Fincantieri Group and one of the major global designers and shipbuilders of specialized vessels, has signed a new contract for the design and construction of one offshore subsea construction vessel with Dong Fang Offshore (DFO), a leading provider of offshore support vessels in the Asia-Pacific region. The value of the contract is 113,5 million euros. The agreement also includes an option for additional vessels.

DFO was established in 2019 to deliver high quality marine construction, operations and maintenance services for the offshore wind, energy and telecoms industries. This is the third vessel VARD is building for DFO, with the first two being Commissioning Service Operations Vessels, contracted in May 2024.

The new vessel, based on VARD’s 3 39 design, will be a highly versatile platform designed and equipped for subsea and offshore wind operations, maintenance activities, as well as cable installation and repair scopes in the offshore wind and telecoms sectors. With an advanced hull form and a powerful propulsion configuration, it will offer excellent seakeeping performance, reduced motions, and high station-keeping capabilities.

The unit will be 121.3 meters long with a beam of 23 meters, capable of reaching a maximum speed of 14 knots. Accommodating up to 130 people in 90 cabins, the unit is designed to ensure high standards of comfort, functionality and environmental sustainability. It will be fitted with a 250 MT active heave compensated offshore crane, a 1,200 m² work deck prepared for a cable repair, ROV hangars on both sides. The unit will also be prepared for the installation of a motion compensated gangway and an under-deck carousel, the installation of a large trencher, as well as arrangement for a helideck installation.

The hull will be built at Vard’s shipyard in Braila, Romania, while outfitting and delivery will take place at Vard Søviknes in Norway. The vessel is scheduled for delivery early in Q2 2027.

[By: Fincantieri]

Fincantieri has started construction on the Italian Navy’s first of two next-generation FREMM frigates, known as the “EVOLUTION” version or FREMM EVO. 

The milestone was marked with a steel-cutting ceremony held at the Riva Trigoso (Genoa) shipyard. 

The construction contract for these two new FREMM EVO units was signed in July 2024 by Orizzonte Sistemi Navali, a joint venture between Fincantieri and Leonardo, and the Organisation Conjointe de Coopération en matière d’Armement (OCCAR).  

This contract is a part of the multi-year FREMM programme, a collaborative effort between France and Italy to construct 21 FREMM frigates for their respective navies. 

Spanning 140 metres (m) in length and 20m in width, these frigates have a displacement of 6,000 tonnes and can accommodate 108 officers and crew members.  

Eight regular FREMM ships have been delivered to the service as part of a contract for ten units going back to November 2005. 

The delivery of the first FREMM EVO unit is scheduled for 2029, with the second to follow in 2030.  

The FREMM EVO units will be equipped with new technology, including anti-drone systems and the capability to operationally manage uncrewed systems in all three dimensions: above the surface, on the sea, and below the surface.  

The frigates will feature reliable equipment supported by maintenance plans, ensuring high operational availability and readiness for action. 

These new vessels incorporate recent defence programmes and the Mid Life Upgrade project for Horizon-class destroyers. 

The upgrades will focus on the ship management system cyber-resilient, the air-conditioning and electrical distribution systems, and eco-friendly solutions for the platform system. 

The combat system will also see enhancements with the modern combat management system SADOC 4 cyber-resilient, dual-band X-C fixed-face radar sensors for TBM threat defence, electronic warfare, artillery and missile systems, the sonar suite, communication system, and tactical data links.  

 

Fueled by strong demand, record bookings and higher pricing, the cruise industry soared to new heights in 2024. This year looks even better.

The momentum has been building since the industry’s restart in 2021. After exceeding 2019’s record 30 million passengers in 2023, industry trade group Cruise Lines International Association (CLIA) forecast nearly 10 percent growth or a total of 34.7 million passengers in 2024.

Analysts now believe the industry exceeded 35 million passengers last year, which led CLIA to increase its forecast to 37.3 million passengers in 2025 on the way to approximately 40 million by 2027.

“The industry has experienced a remarkable uplift,” says Dean Van Es, Founder & CEO of Fast Cover Travel Insurance, an Australian-owned and run travel company. “The cruise industry has been going from strength to strength in recent times as many of the sector’s lines have successfully pivoted from an older target market to a younger and more adventurous demographic.”

Something For Everyone

While most analysts believe there continues to be an element of “revenge travel” with people seeking to make up for lost time, most believe cruising is benefitting from consumers prioritizing experiences. The cruise lines have invested heavily in developing their product to compete with land-based resorts and theme parks in order to attract more first-time cruisers and different segments of the market.

Family cruising and multi-generational cruising have become a key part of the market that targets the broader demographics.

Royal Caribbean International, for example, introduced the world’s largest cruise ship, the 248,663-grosston Icon of the Seas in January 2024 with eight “neighborhoods” focused on different segments. In July, it followed with another mega cruise ship, the 5,700-passenger Utopia of the Seas (236,473 gross tons), entering the three and four-day Caribbean market to provide quick escape vacations from Port Canaveral, Florida.

“While a large portion of potential customers once saw cruises as just an excuse to drink by the pool of a fancy ship, an increasing number of travelers now perceive cruises as a way to engage with immersive cultural experiences,” observes Van Es.

The growth has come in all the major segments from the broad market to niches such as expedition voyages to exotic destinations and river cruising. Many travel advisors report a strong increase in interest in the luxury segment of the market.

“Cruises are no longer just for ‘lanyard-clad crowds’ wandering buffet decks,” says LaDell Carter, Founder of Royal Expressions Travel, a travel consultant that helps travelers craft unique experiences. “Today’s ships are redefining sophistication, catering to affluent, discerning travelers seeking exclusivity and convenience. The cruise industry is sailing into an ultra-luxury renaissance,” noting that the experiences are rivaling and surpassing the finest hotels.

The strength of the market has not gone unnoticed by the leading hotel brands.

Ritz-Carlton’s first cruise ship, the Evrima (25,400 gross tons), entered service in October 2022 while the investment group backing it is building two more ultra-luxury cruise ships for the brand. Another investment group is working with Four Seasons, which will launch the first of two yacht cruise ships in 2025. Meanwhile, France’s Accor Group has ordered the world’s largest sailing ship, Orient Express Silenseas (25,600 gross tons), due to launch in 2026.

Higher Prices & Cabin Scarcity

The cruise lines built strong momentum in 2024 with travelers finding ships fully booked and no longer offering last-minute escapes at steep discounts. The booking window also elongated with many travelers reserving trips earlier, prompting the cruise lines to release itineraries scheduled for 2026. Many of the major lines have already published schedules at least into the early part of 2027.

At mid-year 2024, Matt Boss, research analyst at J.P. Morgan, noted, “Demand remains robust with not a single historical lead indicator in the business, notably the booking curve and onboard spend, signaling any softening.”

“If 2025 looks anything like 2024, that is a good thing,” wrote analyst C. Patrick Scholes of Truist Securities in his mid-January report on the outlook for the industry. Based on conversations with industry executives, he stated, “At a high level, the booking and pricing environment remains strong heading into 2025 with early wave season demand by and large described as ‘steady Eddie’ to 2024.”

Scholes says Truist believes the industry is about 20 percent ahead of where it typically is at the start of the year. Historically, he says, the industry was 60 to 65 percent booked by January for the coming year, but this year he estimates it’s closer to 75 percent booked.

One factor that all the industry analysts note is “cabin scarcity” after the industry retired older ships during the pandemic and delayed replacement orders. Scholes says this has contributed to a sense of urgency and a recognition that the longer travelers wait to book, the higher prices will go.

“Post-pandemic, the cruise industry is now looking at a lower supply growth rate across the industry,” adds Robin Farley, senior industry analyst at UBS, in her January 2025 industry outlook report. “We believe it is likely that growth will come in even further below historic rates.”

Capacity Constraints

The capacity constraints, coupled with strong demand, were good news for shipbuilders.

CLIA says member lines introduced eight large ocean-going cruise ships in 2024, adding approximately 26,000 berths to an industry with approximately 600,000 berths. All the ships were orders placed before 2020 and the COVID-19 pandemic. Carnival Corporation, for example, added the first of two large LNG-fueled cruise ships for Princess Cruises and the first newbuild to the Cunard Line brand in 14 years while noting its final pre-pandemic order would be delivered in 2026. Then the brand expects a pause in growth.

The industry is projected to add just four percent to capacity in 2025 – a total of 16 cruise ships – including the first orders placed after the pandemic.

MSC Cruises and Royal Caribbean International will continue the rollout of their mega-ship classes, and in December Disney will put the first mega-ship in Asia, Disney Adventure (208,000 gross tons), into year-round service from Singapore. Japan’s NYK will also introduce the first newly built cruise ship to the Japanese market in more than 30 years.

Driven by renewed confidence, the industry contracted for 35 new ships in 2024 with orders from Carnival Cruise Line, MSC Cruises, Royal Caribbean International and Viking. Disney placed its largest order which will add four company-owned ships plus a fifth from its Japanese partner that owns and operates Tokyo Disneyland and the Tokyo Disney resort.

Both Carnival Cruise Line and Norwegian Cruise Line will build ships exceeding the 200,000-gross-ton mark and, showing long-term confidence, placed orders due for delivery in the early 2030s.

Technology and Sustainability

“The sector is poised for significant evolution, shaped by technological advancements, a growing emphasis on sustainability and shifting consumer preferences,” highlights Columbia Cruise Services, the cruise management business within the Columbia Shipmanagement Group. Columbia points to the use of technology to create “smart ships” which will offer improved efficiency and personalization through AI, and improved onboard experience with high-speed Internet access via satellite systems.

Seeing an opportunity with the increased focus on sustainability, shipbuilder Concordia Damen is expanding from its traditional base of inland shipping to the river cruise segment.

The builder delivered its first river cruise ship, Arosa Sena, in 2022, and recently announced the first of a new generation of hybrid vessels that are more efficient and produce lower emissions for a Swiss luxury river cruise operator. The vessel features lower deadweight to provide a shallower draft, diesel-electric propulsion with smart, peak-shaving battery technology, and the integration of solar panels in the railing to charge the batteries.

Concordia Damen says its confidence in the market is demonstrated by its decision to build stock hulls to provide river cruise companies the ability to introduce a new vessel in nine months while also customizing it to their specifications. The company also recently expanded its facilities in the Netherlands so that it has the capacity to construct up to four river cruise vessels annually and conduct vessel refits.

In addition to newbuilds, it sees retrofit opportunities for making vessels more sustainable in areas such as propulsion systems, “recyclable interiors,” heat recovery and energy systems. Another part of the group, Damen Shiprepair, plays a similar role, providing overhaul and refit services for ocean-going cruise ships.

Good Vibes

The cruise industry enters 2025 with momentum. Truist’s Scholes reports continuing to feel “good vibes” after a January meeting with management at the Florida-based companies. He looks for the industry to move forward with the development of its private island destinations to drive growth and financial results. He notes the industry also continues its focus on debt reduction to improve its post-pandemic balance sheets.

“All signs point to another strong year for cruise fundamentals,” reports Brandt Montour, research analyst at Barclays. “We think the cruise recovery is in the 6th or 7th inning and expect another year of share outperformance in 2025.” – MarEx

 

Allan Jordan is the magazine’s Associate Editor. The original article appears in The Maritime Executive annual cruise edition. 
 

 

The latest Chinese port operation to come under pressure is Australia’s Port of Darwin which is now a headline issue in the upcoming federal elections. Today, April 4, Australia’s Prime Minister Anthony Albanese declared during a radio interview that Darwin “should be in Australian hands.” Concerns have been brewing over the now decade-old deal that ceded control of the port to a Chinese company. 

Located on Australia’s north central coast the port while small in scope is seen as a strategic asset. It is Australia’s closest port to Asia and is playing an increasingly significant role in Australia’s expanding offshore oil and gas sector. In the port’s last fiscal year ended in 2024, it reported imports of more than 1 million kiloliters of petroleum products, handling over 280,000 head of cattle and being a major RoRo import operator for cars. It is a base to U.S. Marines and also a popular cruise ship destination.

Faced with financial difficulties, the government of Australia’s Northern Territories put out a public tender in 2014 and the following year concluded a deal with a Chinese company Landbridge. The operator gained a 99-year lease for the port and promised to make investments. Reports indicate that the U.S. with then-President Barack Obama voiced concerns over the Chinese deal.

Accusations have been raised about the operations with the Australian opposition party contending that Landbridge has failed to make the promised investments. In 2024 there were questions when Landbridge’s parent company went into default on an A$107 million (US$65 million) bond.  

The company said in November 2024 that the “underlying operations of Darwin Port have improved significantly,” while reporting a nearly 50 percent increase in EBITDA earnings for FY 24. It blamed non-cash charges for an A$34 million (US$21 million) loss before taxes and said “Darwin Port remains a key asset of the group.”

Prime Minister Albanese announced the federal government is in talks with private pension fund investors on a possible deal to take over the operational lease for the port. He said the options were private investment or the federal government taking over the port. When asked in 2023, Albanese had ruled out a similar move to regain control of the port.

Opposition leaders have already spoken publicly about the need for the federal government to take control back from the Chinese. Media reports indicate they were going to make a formal public statement this coming Sunday, April 6, ahead of the May 3 federal elections.

Media reports said in March the federal government had discussions with the new government of the Northern Territory over possible steps. This came after Federal Labor MP Luke Gosling also made a public statement saying the federal government wanted to “return the port to Australian hands.”

Responding to the statements and media speculation, Terry O’Connor, Non-Executive Director for Landbridge in Australia, issued a statement in March calling the minister’s statement “a surprise,” and he asserted “Landbridge and Darwin Port have not been involved in any discussions on the matter.” He said they would engage with the Northern Territory government but the “port is not for sale.” 

A local news outlet, NT News, however early in March reported Landbridge “could be willing to sell the port’s lease, but was asking A$1.3 billion (US$795 million). Reports indicate that is nearly A$800 million (approximately US$490 million) more than it paid in 2015 for the 99-year lease.
 

 

The U.S. Navy air strike campaign against Yemen's Houthi rebels is producing results, according to officials in Iran and the United States. The Iranian military is pulling personnel out of Yemen in order to reduce the risk of casualties or escalation, a senior Iranian official told the Telegraph - a significant victory for the Trump administration's policy. The strikes have also forced the Houthis to slow the pace of their missile attacks on Israel and on U.S. forces in the Red Sea. However, American officials told the New York Times, the Houthis still retain large weapons stockpiles in hardened bunkers, and the U.S. has yet to deploy the capabilities required to reach them. 

On Wednesday, a senior Iranian official told The Telegraph that the Trump administration's military campaign is now the center of discussion in Tehran, and the regime's many proxy groups - Hezbollah, Hamas, the Houthis, and Shia militias in Iraq - have taken a back seat. Hezbollah and Hamas have both been dealt serious blows in combat with Israel, and Tehran sees the Houthis as another losing force, the official claimed.

"The view here is that the Houthis will not be able to survive and are living their final months or even days, so there is no point in keeping them on our list," the Iranian official said. "They were part of a chain that relied on [assassinated Hezbollah leader Hassan] Nasrallah and [former Syrian dictator Bashar] Assad, and keeping only one part of that chain for the future makes no sense."

Three U.S. officials told the New York Times that the U.S. Navy airstrikes on Yemen have been more intense than publicly reported. The Institute for the Study of War, a nonpartisan research group, identified 28 airstrikes on April 2-3 alone. This campaign will likely intensify: a second U.S. Navy aircraft carrier is under way to join USS Harry S. Truman in the Red Sea, doubling the available firepower. The bombardment could go on for months, the officials said - an indication that the resumption of Red Sea merchant traffic may not come until later in the year.

A Pentagon spokesperson strenuously denied that the timeline for the bombing campaign is months long, saying only that it was "on track" for future phases. 

Local U.S. Navy commands now have control over targeting decisions, the Times reports, and as the pace picks up, the task force is consuming a meaningful number of precision munitions. The Houthis still have air defenses, and Navy pilots are using a combination of glide bombs and cruise missiles to achieve mission success without entering the Houthis' weapons envelope. The cost of these weapons so far is comparatively small for a regional war, about $1 billion, but Pentagon planners are more concerned about the low rate of stockpile replenishment. The U.S. supply chain for precision air-launched munitions is limited, and war gaming for a Taiwan Strait conflict suggests that U.S. success against China hinges on an adequate supply of these high-tech weapons.  

Two European river cruise boats were involved in separate collisions over the past week, one on the Rhine near Duisberg and another near Szczecin, Poland. 

Collision on the Rhine damages two vessels

On Saturday, a Dutch river cruise vessel collided with a Dutch inland cargo vessel near Voerde-Spellen, Germany, just downriver from Duisberg on the Rhine. 

Shortly after 0300 hours on Saturday morning, the unnamed cruise vessel and unnamed cargo vessel collided mid-river. The port bow of the cruise ship was torn open, leaving a gaping hole measuring about 200 square feet in area. Remarkably, none of the 140 passengers and crewmembers on board were harmed, and no injuries were reported aboard the cargo vessel. 

All of the hull damage was above the waterline, and both vessels remained able to transit safely. The cruise boat berthed in Wesel and disembarked its passengers for onward travel. 

The Duisberg Water Police suspect that the cargo vessel may have caused the collision, and detained it for an inspection. The master was taken to the central station in Duisburg for blood alcohol level testing. Germany's Waterways and Shipping Authority is conducting a parallel investigation into the cause of the collision.

Collision on the Szczecin Lagoon

On Monday evening, nine people were injured in a collision between a river cruise vessel and a fuel barge in Poland's Szczecin Lagoon. The cause of the casualty is under investigation. 

Near Chelminek Island, the cruise boat Junker Joerg collided with the fuel barge Argonaut, tearing a large hole in the Junker Joerg's port bow. The Argonaut sustained damage above the waterline, but no penetrations. 

Both vessels made it to a safe pier at Szczecin under their own power. Initially, no injuries were reported, but when Junker Joerg reached port the crew called for an ambulance. Eight people had superficial injuries, a provincial medical service spokesperson told Polish agency PAP, and four medical teams responded to the scene. One 84-year-old woman sustained head and hip injuries, and she had to be hospitalized for evaluation. 

An inquiry has been opened to determine the cause of the collision, and any evidence will be passed to Poland's State Commission for the Investigation of Marine Accidents. 

 

The French cooperative Windcoop completed the construction order for its revolutionary open-hatch sail-powered cargo ship, the first of what the group envisions will be a pioneering fleet of ships. The order was placed with Turkey’s RMK Marine, which is also building the sail-powered RoRo Neoliner Origin.

The group reports it has had to overcome major technical and logistic challenges to integrate a wind-powered propulsion system while also ensuring efficient container handling. This was in part solved with asymmetrical sails, the open-hatch design, and the placement of cranes on the opposite from the sails. It helps to provide stability and balance while also giving the vessel total autonomy for loading and unloading.

The vessel will be 91.3 meters (approximately 300 feet) in length with a capacity for 210 TEU and 40 reefer plugs. The three wingsails designed by Computer Wingsails (CWS) are each 350 square meters (approximately 3,800 square feet) or a total sail area of 1,050 square meters (11,300 square feet). The vessel is projected to have an average sailing speed of 9 knots.

 

 

“After four years of development, we are finally taking decisive steps toward realizing what was once considered an audacious dream,” said Matthieu Brunet, Chairman of Windcoop. The effort was started in 2022. Based in Lorient, France, Windcoop was created through the collaboration of Zéphyr & Borée, Enercoop and Arcadie.

The project with RMK calls for orders to the subcontractors including the sails and engines and finalization of the studies and tank tests for the vessel this year. Construction is due to begin in 2026 and trials, delivery, and commissioning in May 2027.

The total construction cost is set at €28.5 million ($31.5 million). Windcoop reports it has secured financing of €28.5 million structured by Crédit Maritime Grand Ouest – Banque Populaire, with a counter-guarantee from Bpifrance. The financing includes €6.8 million ($7.5 million) raised through the cooperative. This involved 1,600 citizens, committed shippers (Arcadie, Valrhona, Prova, Lobodis, Ethicable, Cafés Richard, Demad, Arawak), and institutional investors (La Nef, Crédit Mutuel Arkéa, SIDI, Mer Invest, Inddigo, Bretagne Capital Solidaire). It is the first cargo ship of this size to include cooperative funding.

The first service route was selected to focus on secondary ports that are traditionally neglected because they lack the capacity or equipment to load goods. The group says it aims to “rebalance the logistics network” while also reducing carbon emissions by limiting land transport. The vessel will be registered in France and sail a route between France and Madagascar, connecting Marseille to the ports of Tamatave, Diego Suarez, and Majunga, without transshipment and including transits of the Suez Canal. They project a transit time of 31 days.

From Madagascar, they will carry cargo including aquaculture, cocoa, vanilla, spices, essential oils, and textiles. While they expect to export from France to Madagascar retail goods, glassware, paramedical products, and textiles.

Windcoop has ambitious plans. It aims to secure financing and rapidly build a second vessel to ensure a monthly service on the Madagascar-France route. At the same time, Windcoop plans to expand its fleet by launching new maritime routes designed to meet the needs of the shippers and the territories involved. A regional line in the Indian Ocean, a transatlantic connection as well as a direct link to West Africa are currently in the planning stages.

[By: Seaspan]

Today, Seaspan Shipyards (Seaspan) cut steel on the Canadian Coast Guard’s (CCG) new heavy polar icebreaker, signifying the start of construction on one of the most advanced conventional polar icebreakers ever to be built. This marks the first time a heavy polar icebreaker has been built in Canada in more than 60 years, and it will play a critical role in protecting our sovereignty for decades to come. Measuring 158 metres long and 28 metres wide, Seaspan’s polar icebreaker will be incredibly complex, designed to operate self-sufficiently in the high-Arctic year-round. It will play a critical role in enabling the Canadian Coast Guard to transit and operate on more than 162,000 km of Arctic coastline. The capabilities of this Polar Class 2 icebreaker will help sustain a 12-month presence in Canada’s North in support of Canada’s Arctic sovereignty, high-Arctic science (including climate change research), Indigenous Peoples and other northern communities, and the ability to respond to major maritime emergencies including search and rescue. It will be able to accommodate up to 100 personnel, and, as one of the only Polar Class 2 vessels in the world, will be able to operate farther north, in more difficult ice conditions and for longer periods than any icebreaker in Canada to date.

This built-in-Canada ship will be the seventh vessel designed and built by Seaspan under the National Shipbuilding Strategy (NSS). It will also be the fifth Polar Class vessel to be built for the CCG, and one of up to 21 icebreaking vessels overall that Seaspan is constructing. In January 2024, Seaspan completed construction of a polar Prototype Block to ensure preparedness to build this highly-advanced vessel, which requires steel that is twice as thick in some areas, while also being less malleable, as the steel Seaspan has used for the other ships built under the National Shipbuilding Strategy.

As the only shipyard currently building polar icebreakers in Canada, Seaspan looks forward to supporting the Canadian Coast Guard by building this large, multi-mission vessel, and through the design and construction of any vessels Canada and its ICE Pact partners need now, or in the future.

QUOTES
Today’s milestone caps off an incredibly busy 10-month period for Seaspan, involving two first-of-class ship launches and the start of construction on this new world-class polar icebreaker. The National Shipbuilding Strategy is showing that a made-in-Canada approach is not only possible, it is imperative to Canada’s security and sovereignty. We must continue to design and build ships here at home, to ensure that the experience, skills, and knowledge built through the NSS will be sustained. Seaspan looks forward to delivering this new polar icebreaker to the Canadian Coast Guard, and to building more Polar Class vessels for Canada and its allies. - John McCarthy, CEO, Seaspan Shipyards

QUICK FACTS

• The Polar Icebreaker will be 158 metres long and 28 metres wide, with a design displacement of 26,036t
• Highlights of key design features, include:
  • IACS Polar Class 2 (PC2) Heavy Icebreaker
  • More than 40MW of installed power
  • Ice-classed azimuthing propulsion system
  • Complex, multi-role mission capability
  • Scientific Laboratories
  • Moon Pool (to allow for safe deployment of equipment from within the ship)
  • Helicopter flight deck and Hangar
  • Vehicle Garage and future Remotely Piloted Aircraft System (RPAS) capability
• Seaspan has already gained significant experience designing and building Polar

Class vessels including three Offshore Fisheries Science Vessels which are now in service with the Canadian Coast Guard; an Offshore Oceanographic Science Vessel that will be delivered to the CCG in the coming months; and up to sixteen Multi- Purpose Icebreakers (also Polar Class) that is currently in Construction Engineering.

• Seaspan is one of the most modern shipyards in North America, following its privately funded $200M+ shipyard modernization, development of a skilled workforce and state-of-the-art, purpose-built infrastructure to deliver large, complex vessels.
• Under the NSS, Seaspan has become a major economic and job creation engine. According to an economic analysis conducted by Deloitte, Seaspan has contributed $5.7 billion to Canada’s GDP since 2012, while also creating or sustaining more than 7,000 jobs annually.
• Seaspan’s NSS supply-chain has now grown to ~800 Canadian companies from coast-to-coast, with more than half being SMEs.

[By: Massachusetts Maritime Academy]

Massachusetts Maritime Academy (MMA), a top-ranked public university with undergraduate degree programs focusing on science, engineering, technology, math, and business that blend academics and experiential learning, is thrilled to announce its recognition as a “Best Return on Investment” four-year school nationwide by U.S. News & World Report.

Massachusetts Maritime Academy ranked #10 on the list of 22 institutions acknowledged for exceptional ROI, based on data from the Georgetown University Center on Education and the Workforce. The return on investment was calculated by a metric that compares the cost of attendance to a student’s future earnings. 

The ranking report indicates that the value of a bachelor's degree from the Academy rose from $323,000 to $3,458,000 between 10 and 40 years post-graduation. These statistics demonstrate the exceptional return on investment and the long-term financial benefits of an education at MMA.

According to the U.S. News & World Report, in-state students at MMA were charged $11,420 for tuition and fees in 2024-2025, while out-of-state students paid $23,722. The average total indebtedness of those graduating from the Academy in 2023 was $41,296, underscoring the institution’s commitment to affordability.

“We are proud to be recognized by U.S. News & World Report for outstanding return on investment as it highlights our dedication to providing a high-quality, affordable education that equips graduates with the skills and knowledge needed for successful careers,” said Rear Admiral Francis X. McDonald, USMS, president of the Massachusetts Maritime Academy.

[By: MSC Cruises]

MSC Group’s Cruise Division today officially inaugurated the new MSC Barcelona Terminal on the first call of Explora Journeys’ luxury ship EXPLORA II.

Dignitaries who attended the commemorative ribbon-cutting ceremony included Jose Antonio Santano Clavero, the Spanish government’s State Secretary for Transport and Sustainable Mobility; Central Government Delegate, Carlos Prieto; Fourth Deputy Mayor for the Area of Economy, Tax, Economic Promotion and Tourism, Jordi Valls; Albert Dalmau, Minister of the Presidency of the Government of Catalonia and Jose Alberto Carbonell, President of the Port of Barcelona along with Pierfrancesco Vago, Executive Chairman, Cruise Division, MSC Group, Gianluca Suprani SVP Global Port Development, MSC Cruises and Anna Nash, Global President, Explora Journeys.

Pierfrancesco Vago said, “Barcelona has been a strategic partner for MSC Group for more than four decades and for MSC Cruises for more than 25 years, and our commitment is unwavering. The new terminal is not just an investment in modern port infrastructure but demonstrates that we are aligned with the city’s strategy for a more balanced and sustainable model of tourism, all whilst bringing positive economic benefits to the region. We look forward to this new chapter with the Port of Barcelona as our guests from MSC Cruises and Explora Journeys enjoy the benefits that this modern, innovative and sustainable cruise facility brings.” 

The terminal was designed by renowned Catalonian architecture firm Ricardo Bofill Taller de Arquitectura and includes a retail area, a spacious waiting lounge with generous seating, and an exclusive VIP lounge for premium and luxury guests. The exterior ceramic cladding pays tribute to the rich Gaudi-inspired artistic history of Barcelona with a colour inspired by the sea. 

The terminal has a strong focus on environmental features and energy efficiency and incorporates energy-saving technologies and sustainable materials. This includes solar panels and optimised natural light, to minimise the need for artificial lighting along with a rainwater collection system to supply water for toilets and landscaped areas to reduce water usage.

The terminal has achieved Gold Leadership in Energy and Environmental Design (LEED) certification in recognition of its energy efficiency and environmental responsibility.

Shore to ship power connectivity will be available in 2027 when docked ships can switch off their engines, connect to the local power grid and eliminate emissions in port.   

MSC Cruises in summer 2025 will have five ships offering embarkation in Barcelona - MSC World Europa, MSC Seaview, MSC Seaside, MSC Magnifica and MSC Orchestra - as part of their sailings in the Mediterranean Sea and luxury ship EXPLORA II will also regularly call at the new terminal during the season.

LNG Canada received its critical cooldown shipment of LNG on April 2, as the project which is poised to become the country’s first major LNG export facility, continues on track to achieve its first export cargo by the middle of 2025. It will open a key market for Canada as it launched the LNG industry shipping gas to Asia in competition with the U.S. and Australia which have been the traditional large suppliers.

 The project calls itself the largest private sector investment in Canadian history. Construction began on the project in 2019 with an initial two trains and two docks to handle LNG carriers. The terminal will process up to 2 billion cubic feet per day (bcfd), representing approximately 11 percent of current Canadian gas output, or a total annual capacity of 14 million tonnes annually, and designed to potentially expand with two additional trains.
 
LNG Canada is a joint venture company comprised of Shell, PETRONAS, PetroChina, Mitsubishi Corporation, and KOGAS. It is also the start of an industry that is expected to develop over the second half of this decade. 

 

Cooldown cargo arrived from Australia as testing proceeds at the new facility in British Columbia (LNG Canada)

 

“We’re pleased to announce that today, in a well-coordinated effort with HaiSea Marine personnel and tugboats, British Columbia Coast Pilots and Pacific Pilotage Authority Canada, with support from the Canadian Coast Guard and Canada Border Services Agency, our marine team welcomed for the first time an LNG carrier to the LNG Canada facility in Kitimat,” the company wrote online. Careful planning has gone into the process of moving the vessels along a 159-nautical mile route from an initial point near Prince Rupert to the terminal.

The initial LNG cargo arrived from Gladstone, Australia aboard the Maran Gas Roxana (95,194 dwt). It will be offloaded and used to test the systems during this phase of commissioning. It will cool down the pipes and storage tanks under cryogenic conditions preparing them for operations. LNG Canada reports it will only require this cargo and that this phase of testing and commissioning should last three to four weeks.

After the vessel is offloaded, the pilots will complete their testing process navigating the vessel back to the Pacific. HalSea Marine also completed the commissioning of its tugs which are being used to escort the vessels during the trip to and from the terminal. Canadian authorities are requiring as a precaution escorts for all the LNG carriers.

The project is close to realizing its key milestones as production and shipments begin after years of planning and construction.