The U.S. Maritime Administration has added nearly 850 miles of inland waterways to the Marine Highway Program, expanding federal grant eligibility for shipping development projects to new routes. 

“Coming from the Midwest, I’ve seen firsthand how maritime dominance isn’t just about our oceans. Our nation's many rivers and inland ports are crucial resources to moving great American products to markets across the country and around the world," said U.S. Transportation Secretary Sean P. Duffy. “Expanding the Marine Highway Program will strengthen the Great Lakes economy and other regional communities.”

The expansion centers on a route that runs through the Great Lakes, dubbed M-90. This corridor is more than 2,300 miles long, and stretches all the way from Minnesota to New York. The expansion includes the addition of new authorized project sponsors on the M-90 route: the states of Wisconsin, Illinois, Minnesota, Michigan, and New York, along with Ports of Indiana and the Erie-Western Pennsylvania Port Authority.

The expansion also authorizes four new routes on the Big Sandy River (Kentucky/West Virginia), Cumberland River (Kentucky/Tennessee), Green River (Kentucky) and Ouachita River (Louisiana/Arkansas).  

The Marine Highway designation allows local stakeholders to apply for federal grant funding for waterborne transport projects. Marine Highway Program dollars support services to shift more freight from the road to the waterway, like container-on-barge operations. The program often underwrites terminal improvements like new port cranes, cargo handling equipment or wharf construction. MHP grants usually total in the range of $5 to $40 million per year, depending upon funding availability. 

Secretary Duffy is about to tackle much larger budget lines as the newly-appointed acting administrator of NASA, taking over from interim administrator Janet Petro. On Wednesday, President Donald Trump added NASA to Duffy's portfolio on a temporary basis while the administration looks for a replacement for former NASA chief nominee Jared Isaacman, a close associate of SpaceX owner Elon Musk. Isaacman's name was withdrawn in late May after the falling-out between Trump and Musk, with Trump citing a review of Isaacman's "prior associations." 

MARAD also remains without a confirmed administrator, six months after the resignation of former agency chief Adm. Ann Phillips. Nominee Stephen Carmel awaits confirmation by the Senate, and MARAD is currently run by a longtime congressional aide, Sang Yi. 

 

The One Big Beautiful Bill Act put down serious money towards fixing the U.S. Navy's long-term supply challenges, but it contains even more funding for another pressing maritime challenge: recapitalizing the aging assets of the U.S. Coast Guard, from cutters to aircraft to shore infrastructure. No longer in second place for resources, the agency is set to receive $24.5 billion to spend on things it badly needs - if it can use all the funding before it expires in late 2029. 

First on the list, the bill authorizes billions of dollars for the Coast Guard's icebreaker programs. The Polar Security Cutter - a three-ship replacement program for the aging heavy icebreaker Polar Star - has been plagued by delays and cost overruns, but it will now have the financial resources to power through the challenges. The bill appropriates $4.3 billion to pay for the service's future heavy icebreakers, ensuring the service has the ability to reach Antarctica's McMurdo Station for annual resupply missions (and any other location with 20-foot-plus ice).

The service's proposed medium icebreaker acquisition also received a $3.5 billion injection of cash. Though barely in the planning phase, the service suddenly has enough financing to complete construction of multiple hulls. The cost of building each vessel is not yet known, but earlier this year, the Coast Guard began soliciting information from U.S. and foreign shipyards for an "Arctic Security Cutter" that could deliver within three years of an order signing, in time for the first vessel to enter service during President Donald Trump's current term. 

As a practical matter, the three-year delivery timeline for the Arctic Security Cutter would restrict the potential bidders to a handful of foreign yards that build icebreakers at high speed: Irving Shipbuilding, which has an active production line for Canada's AOPS ice-class patrol vessel, a light icebreaker; Davie-owned Helsinki Shipyard; and Rauma Shipyard, which has been linked in the Finnish press to ongoing negotiations with the U.S. Coast Guard. Helsingen Sanomat reports that Rauma has proposed to build five medium icebreakers for the USCG for a price of about $2.7 billion - though the deal is not final, and the Coast Guard has been talking with other yards. 

In addition to the Arctic Security Cutter program, the bill sets aside another $816 million for light and medium icebreakers "from shipyards that have demonstrated success in the cost-effective application of design standards and in delivering, on schedule and within budget." President Trump has negotiated with the president of Finland for the purchase of one or more commercial icebreakers, and has taken a personal interest in the terms of the sale. 

Other Coast Guard shipbuilding programs also received ample support: $162 million for inland buoy tenders (Waterways Commerce Cutters); $1 billion to buy more of the service's small but successful Fast Response Cutters; and $4.3 billion to acquire more Offshore Patrol Cutters, the long-delayed replacements for the aging Medium Endurance Cutter (WMEC) fleet.   

Beyond shipbuilding, the bill includes a much-needed $4.4 billion for reconstructing shoreside facilities. The Coast Guard has long had to choose between procurement, operations and maintenance, with the repair of its bases often ending up as a "pay-for." With the signing of the bill, USCG facilities across the country can share a combined $2.8 billion appropriation for construction; the Coast Guard Yard is getting a new floating drydock for $500 million; Alaska is getting a new icebreaker homeport for $300 million; and the service's enlisted bootcamp at Cape May is getting a $425 million revamp. 

These extra line items dwarf the normal FY2026 budget request for everyday Coast Guard operations and procurement, which totals about $14.5 billion. In comparison with typical funding levels in previous years, the bill gives the Coast Guard a giant infusion of capital to replace aging assets and carry the service forward.

Top image: Fennica (file image courtesy Marcusroos / CC BY SA 3.0)

The mass market segment of the cruise industry continues to push forward with its efforts to build a new generation of ultra-large cruise ships designed to compete with theme parks and land-based resorts. Royal Caribbean International marked a milestone with the delivery of the second, world’s largest cruise ship, while MSC Cruises completed the previously announced order for two more giant ships.

Meyer Turku in Finland completed the handover of Star of the Seas on July 10 to Royal Caribbean International. At 248,663 gross tons, she is a duplicate of the first vessel, Icon of the Seas, which was introduced in January 2024. Each of the ships is 1,196 feet (364 meters) in length with a massive 219-foot (66-meter) beam. Passenger spaces are spread across 20 decks with 2,805 staterooms. Royal highlights double occupancy capacity of 5,610 passengers, while total capacity is approximately 7,600 people.

Keeping with the theme of floating theme parks, the ship offers eight spaces for passengers that the company calls “neighborhoods.” They range from the largest waterpark at sea, complete with six waterslides, to areas for relaxation, young families, children, and adult-only spaces. There are 26 spaces for dining or fast-service food as well as 18 bars and lounges. The massive ship is topped off by a signature dome that houses an aqua theater with performances by high divers, aerialists, robots, and more.

 

Star of the Seas is designed to compete with land-based resorts and theme parks (Meyer Turku)

 

"The delivery of Star of the Seas marks another bold step forward in Royal Caribbean Group's journey to reimagine the future of vacations," said Jason Liberty, president and CEO, Royal Caribbean Group “Star and the Icon Class are a symbol of what's possible when innovation, imagination and our relentless focus on delivering exceptional experiences come together, ultimately creating unforgettable memories for millions of families and vacationers.”

Delivery of the ship also marks a key milestone for Meyer Turku, which has been assembling the vessel for over two years. Portions of the vessel are built at the company’s Neptune Werft yard in Germany and barged to the Finnish yard. After challenges with Icon of the Seas, the yard is highlighting that Star of the Seas is being delivered ahead of the originally announced schedule. Royal Caribbean added some preview cruises ahead of the official maiden voyage from Port Canaveral, Florida, on August 31,

“We were able to make use of the lessons we gained during the prototype vessel construction process, and the Star was finished in record time," said Casimir Lindholm, who recently took the role of CEO of Meyer Turku.

Meyer Turku reports the cruise ship is due to depart the yard by mid-July and will proceed to Cadiz, Spain, for additional outfitting before proceeding to Port Canaveral. Royal Caribbean noted that more than 1,250 crewmembers took part in the handover ceremony as the ship staffs up to a full crew of 2,350 people. 

The cruise industry, however, is far from finished with the build out of giant ships. In the assembly dock behind Star of the Seas is Legend of the Seas, the third ship of the class. Last week, Meyer Turku highlighted the lifting of the dome onto the ship as one of the last pieces of the structure, and they reported that the ship will be moved from the dry dock by the end of the summer. Steel work is already underway on the fourth ship of the class, and Royal Caribbean has options for two more ships.

 

Legend of the Seas was "topped out" with the addition of the entertainment dome over the bridge (Meter Turku)

 

MSC Cruises reported today, July 10, that it also executed the contract for the fifth and sixth ships of its World Class. Due for delivery in 2029 and 2030, the class started in 2022 with MSC World Europa. MSC World America launched this spring, and MSC World Asia and MSC World Atlantic are under construction at Chantiers de l’Atlantique in France. Each of the ships is 215,800 gross tons and 1,092 feet (333 meters) in length, with accommodations for over 6,700 passengers.

Both Carnival Cruise Line and Norwegian Cruise Line have also ordered ultra-large cruise ships to be built by Fincantieri. Carnival’s Project Ace ships will be 230,000 gross tons with a maximum capacity of approximately 8,000 passengers. Norwegian Cruise Line reports its class will be approximately 227,000 GT with accommodations for 5,000 or more passengers.

MSC Cruises has been rumored for more than a year to be working on what would become the world’s largest cruise ships. Details have not been confirmed, but reports indicate they are looking at a design that would be 260,000 to 270,000 gross tons. The ships, which would be nearly 1,200 feet (365 meters) in length, would be built by Meyer Turku.
 

 

Turkey's shipbuilding sector has been a dominant force in the specialty-vessel market for years, but it appears to be losing ground, based on a string of disappointing sales numbers.

Last month, sales of Turkish ships and yachts fell by more than 60 percent year on year, the latest data from the Turkish Exporters' Assembly (TIM) shows. Just $84 million in orders came in for the month, making shipbuilding the sector that lost the most export business in the Turkish economy. Eexport numbers are expected to shrink by 15 percent for the full year, and payrolls are already on the decline. 

The problem, according to Ship, Yacht and Services Exporters' Association (GYHIB) chairman Cem Seven, is the high inflation rate that has afflicted Turkey's economy for years, alongside a weak exchange rate, limited access to finance and high interest rates on loans. These factors make it hard to keep costs down, and Turkish builders now have a hard time competing on price with premium yards in Norway. 

He told Turkish outlet Ekonomim that some big names in Turkey are now looking to invest in shipbuilding abroad, given the obstacles at home. Specialist shipbuilder Tersan has already done so with the acquisition of Havyard Leirvik Shipyard.

Turkey's central bank is taking strong action to rein in runaway inflation through tight monetary policy, pushing its benchmark rate to an astonishing 49 percent in recent months (making bank lending expensive in the process). Though Turkey's domestic economy is strengthening, exporters like shipyards face headwinds for the next few years, according to the World Bank. 

"Export growth is likely to be limited by the real appreciation of the [Turkish] lira, subdued euro area demand, and uncertainty surrounding trade policies in major economies," the World Bank said in its 2025 forecast. 

 

VARD, which is already known for unique specialized vessels, reports it has received the contract for what is being billed as one of the most advanced research vessels ever built. The custom-built research vessel, designated Project RV6000, is specifically designed for scientific exploration and will support seabed mapping, submersible support, and ROV operations for an equally innovative research platform known as Inkfish.

"The agreement with InkFish confirms the role of VARD and the Fincantieri Group as leading technological partners in the design and construction of highly specialized and advanced naval vessels,"  said Pierroberto Folgiero, CEO of Fincantieri. "The project reflects our commitment to driving technological progress in the naval sector and to addressing the challenges of an ever-evolving global market with vision and expertise, transforming them into opportunities for growth and innovation."

The vessel will be 100 meters long and 20.7 meters wide, with a maximum speed of 15 knots and an operational autonomy of up to 30 days. VARD reports that among the RV6000’s capabilities will be an ROV capable of operating at depths of up to 6,000 meters. It will be capable of supporting two manned submersibles and will feature an A-Frame system aft and a large hangar for maintenance and storage. An offshore crane equipped with an AHC system will also be installed for operations at depths of up to 2,500 meters. Further, the vessel will be equipped with a hydroacoustic survey system capable of high-resolution seabed mapping, with a resolution of 0.5 x 1 degree, and analyzing the water column at all depths. 

The technical configuration will include hybrid power generation and propulsion. The hull VARD says is designed to ensure advanced performance in seabed mapping and excellent seakeeping qualities through the use of cutting-edge anti-roll technologies that reduce movement and acceleration, ensuring excellent stationary performance. 

The vessel will also be equipped with state-of-the-art laboratories, offices, and workshops, as well as high-quality accommodations and recreational areas designed for maximum comfort. These spaces will support up to 70 crew members.

The unique vessel is being built for Inkfish, which is owned by Gabe Logan Newell, an American video game developer and businessman who is recognized as one of the wealthiest people in the United States. He established Inkfish, which says it integrates marine science, engineering, medical innovation, and operational expertise to develop new technologies and support marine research initiatives. Inkfish currently operates two other research vessels, RV Hydra and RV Dagon, to support global marine research, and highlights that all the data collected will contribute to open-source repositories.

Inkfish's Hydra recently completed the platform's expedition of the Solomon Islands. After a major refit, the vessel was used to study the coral reef system and also visited World War II wreck sites. Dagon in 2023 undertook a research project exploring transits in the south-eastern Pacific Ocean in collaboration with the British Geological Survey.

VARD will manage the vessel construction process, from hull design and construction to outfitting, integration, and commissioning, including supply by the Group's subsidiaries: Seaonics, Vard Electro, and Vard Interiors. The project is valued at over €200 million ($234 million). The hull will be built at one of VARD's shipyards in Romania, while final outfitting, commissioning, and delivery will take place at one of the Group's shipyards in Norway. Delivery is scheduled for the second quarter of 2028.
 

 

After cracking down on the "shadow fleet" of gray-market tankers that serve Iran's oil exporters, the U.S. Treasury is now taking aim at the financiers that help Iranian oil traders move money. It has designated 22 different entities for violating U.S. sanctions on the Iranian energy trade, including companies in Hong Kong, the UAE and Turkey. 

These firms stand accused of arranging oil sales for the Islamic Revolutionary Guard Corps-Qods Force (IRGC-QF), the paramilitary and covert-operations arm of Iran's most powerful military division. The IRGC has vast reach within Iran's economy, and it finances much of its activity through the direct sale of Iranian oil to foreign buyers. The Qods Force, designated by the U.S. as a foreign terrorist organization, is heavily involved in marketing the IRGC's share of government oil. 

To arrange sales and move money, the IRGC uses front companies. Refiners (primarily in China) make payments for Iranian oil to the front companies, which shuffle money between each other or spend it on IRGC activities, to include buying weapons and supporting terrorist proxy forces - like Yemen's Houthi rebels, who have long benefited from IRGC oil sales. 

In a statement, Treasury laid out the details of a web of interconnected front companies that regularly did business with each other and with sanctioned groups, including representatives of Tehran-backed Hezbollah. The first group transacted with Turkish trader Pulcular Enerji, which bought multiple shipments of IRGC-supplied petroleum worth hundreds of millions of dollars. To make the buy, Pulcular worked with Hezbollah's oil trader Concepto Screen SAL Off-Shore. The money was handled by Hong Kong front companies Amito Trading Ltd. and Peakway Global Ltd., Treasury said. The department also named Hong Kong-based JTU Energy, Shelf Trading and Cetto International for allegedly handling bank transfers for Pulcular Enerji and the IRGC-QF. 

Treasury also identified multiple Hong Kong trading houses as Qods Force fronts, including Ventus Trade, Marmerth, Future Resource Trading, Moon Imp & Exp. Co, Radix Trade, Macera Int'l, Queens Ring, Star OilGlobal, GAH Petrochemical Trading, Metallex, Mist Trading, Enka Trading, and Finesse Global Trading Ltd. 

In the UAE, Treasury identified two suspect firms with IRGC ties, Bright Spot Goods Wholesalers LLC and Lavida Corporation Ltd.

The biggest player of all, according to the Treasury's release, is Turkish trading house Golden Globe Demir Celik Petrol Sanayi ve Ticaret Anonim Sirketi - a cover company for the oil headquarters of the IRGC. Golden Globe handles hundreds of millions of dollars in oil sales for the IRGC, Treasury alleges. 

“The Iranian regime relies heavily on its shadow banking system to fund its destabilizing nuclear and ballistic missile weapons programs, rather than for the benedsfit of the Iranian people,” said Secretary of the Treasury Scott Bessent.  “Treasury remains focused on disrupting this shadowy infrastructure that allows Iran to threaten the United States and our allies in the region.”

 

Reports in the Dutch media and by Bloomberg indicate that the Netherlands government has decided to provide support to help Damen Naval as it works to address challenges in its building program for a new generation of German frigates. The shipbuilder has reportedly told the German Defense Ministry that it expects delays as it works to resolve issues with the IT interfaces in the design and manufacturing system for the new F126 frigate.

In June 2020, Damen and the German government signed a contract for the design and construction of the new multi-role combat ships for the German Navy. Known as the Class 126 Frigate, the vessels will each be 10,000 tons displacement and 166 meters (545 feet) in length, making them the largest and most sophisticated vessels in the German Navy. Damen is responsible for the design of the vessels, which it says will be versatile multi-mission platforms that can operate all over the world and in all conditions, from the tropics to the polar regions. They will be capable of engaging surface, aerial, and underwater targets and are expected to play a key part in expanding NATO’s defense capabilities.

Damen is implementing the contract as general contractor together with its partners Blohm+Voss and Thales, and numerous German suppliers. While the ship design is being provided by Damen in the Netherlands, Thales is responsible for the command and weapon system, and the ships will be built by Blohm+Voss in Hamburg, Wolgast, and Kiel. The first ship is scheduled to be delivered to the German Navy in 2028, and the sixth in 2034. Steel cutting began in December 2023.

 

Damen Naval is general contractor and responsible for the design of Germany's new frigates (Damen Naval)

 

According to the media reports, due to the delays in the project, which is valued at nearly €9 billion ($10.5 billion), Germany, while looking to support Damen Naval, is also planning to withhold payments until key milestones are met. As such, the Netherlands government, Dutch broadcaster NOS reports, is planning €270 million (approximately $315 million) in support for Damen Naval while the issues are resolved. NOS reports that the houses of Parliament are convening to discuss the package, but it has not been announced if it will be a loan or in the form of guarantees.

Damen Naval is seen as a critical element of the country’s defense, and NOS says the government is anxious to ensure the stability of the business. In addition to its contract with Germany, Damen Naval is building ships for the Netherlands and other NATO countries. Damen Naval is closely involved with the replacement of the current Dutch naval fleet, including orders for frigates for both the Netherlands and Belgium. In March 2025, Damen Naval handed over a new combat support ship to the Royal Netherlands Navy.

The shipyard traces its origins to 1875 and the establishment of Royal Schelde Shipyard (Koninklijke Maatschappij De Schelde) in Vlissingen. One of the leading shipbuilders in the Netherlands, the company was acquired in 2000, becoming part of the family-owned Damen Group. Damen has 35 shipyards in 20 countries and is a leading builder both for navies and commercial shipping.
 

[By: ClassNK]

ClassNK has granted its Innovation Endorsement for Products & Solutions to ‘CMAXS LC-A’ an engine monitoring system and service, developed by MITSUI E&S Co., Ltd. and Mitsui E&S DU Co., Ltd.
 
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: CMAXS LC-A

Scope of certification:
1. CMAXS system, which is condition analysis and technical support system for machinery devices
2. Enhanced prediction function for predictive and preventive maintenance
3. Early detection of root causes through automatic troubleshoot function

Detailed information on each product and solution is available on the following page: https://www.mes.co.jp/du/products/

[By: Crowley]

Crowley’s newest, LNG-powered containership Tiscapa began its inaugural service today, adding faster, bigger options for timely ocean cargo transport around the U.S., Caribbean and Central America.

Like its sister ships in the Avance Class, Tiscapa features container capacity for 1,400 TEUs (20-foot equivalent units), including 300 refrigerated units. This ship was specifically designed to quickly and frequently deliver cargo while using lower emission liquefied natural gas (LNG) for fuel.

“The addition of Tiscapa to our fleet marks another milestone in Crowley’s commitment to delivering efficient and reliable logistics solutions across the region,” said Andrew Davis, vice president of operations for Crowley Logistics. “With its LNG-powered design and expanded capacity for dry and refrigerated goods, Tiscapa enhances our ability to provide faster, dependable service for customers moving essential goods throughout the U.S. and Caribbean Basin.”

Tiscapa departed from the Port of Jacksonville, Florida, for its first commercial voyage serving the Caribbean Basin. Following a transition period of service for the region, Tiscapa will begin providing regular service between the U.S., Dominican Republic and Central America, offering direct market connections for goods such as medical devices, household goods, food and perishables.

This follows sister ships Quetzal and Copán, which are also strategically built to serve El Salvador, Guatemala, Honduras and Nicaragua, and the growing trade between the U.S. and Central America.

Avance Class ships, operated under charter from Eastern Pacific Shipping, are named to honor the cultural aspects of Central America, where Crowley has operated shipping and logistics services for more than 60 years. Located in the capital city of Managua in Nicaragua, Tiscapa is a lagoon of volcanic origin that formed over 10,000 years ago. The area surrounding it contains pre-Columbian remains and a massive Augusto Sandino statue, an iconic symbol of the city.

The fourth and final Avance Class ship, Torogoz, which is named for the national bird of El Salvador, is due to enter service this August.

 

A young South African national who worked as a stewardess aboard a $10 million superyacht died in an apparent attack last Friday, and one of her crewmates stands accused of killing her. 

Paige Bell, 20, was working aboard the yacht Far From It on a voyage in and around the Bahamas. Last week, the vessel was anchored off the glamorous community of Harbour Island, an exclusive getaway that has long been popular with celebrities and ultrawealthy vacationers. 

Authorities were alerted midday Friday when the crew of the Far From It reported Bell missing. On arrival at the scene, local police found her in the engine room, seriously injured with apparent defensive wounds, partially undressed, and unresponsive. A doctor arrived shortly after and pronounced her dead on scene. 

The yacht's chief engineer, identified as Brigido Munoz, 39, was next to her when the police arrived. He had serious injuries to his arms, which police told the Daily Mail they believe to be the result of an unsuccessful suicide attempt. Munoz has been charged with murder and held without bail; his next court appearance is scheduled for November.

A GoFundMe for support for Bell's parents has already raised $47,000, about three times the goal of $16,000. 

The captain and crew of Bell's previous yacht, Sweet Emocean, wrote a heartfelt remembrance in her honor. "Paige was more than a teammate, she was family. Her radiant spirit, infectious laughter, and boundless compassion made an unforgettable impact on everyone lucky enough to know her. Whether it was long days at sea or quiet moments under the stars, she brought light and warmth wherever she went," wrote Capt. Frank Prest, joined by the crew of the Sweet Emocean. 
 

Iberdrola, one of the world’s largest energy companies, and Masdar, Abu Dhabi's state-owned renewable energy company, marked key milestones in their partnership, which was launched in 2023 to invest in renewable energy. The companies reported they completed the largest offshore wind transaction in a decade for the financing of the UK’s East Anglia Three Project, while they also reached full energization of their first joint project.

The alliance was launched for a planned investment of up to €15 billion in projects across the UK, Germany, and the U.S.. The company called it one of the largest bilateral alliances in the global clean energy sector.

Advancing their goals, they reported signing the project financing for the UK project. A consortium of 24 international banks will provide approximately €4.1 billion ($4.8 billion) for the East Anglia Three project, which is projected to have a total cost of €5.2 billion ($6 billion). The project financing round was 40 percent oversubscribed by the banks, making it one of the largest transactions of its kind.

Located off the Suffolk coast in the UK, East Anglia Three will become one of the world’s two largest offshore wind farms when it comes into initial operation in Q4 2026. The plan calls for 1.4 GW of power, with Iberdrola and Masdar each owning 50 percent of the joint venture. It will provide the power equivalent of 1.3 million homes. East Anglia Three is a critical component of the UK’s plan to reach 50 GW of offshore wind capacity by 2030, up from its current approximate 15 GW capacity.

The project is supported by a 15-year CPI-linked Contract for Difference awarded by the UK government in rounds four and six. Further, the partners entered into a power purchase agreement in 2024 with Amazon.

“Masdar and Iberdrola are continuing to forge one of the largest and most powerful strategic clean energy partnerships to accelerate capacity growth in Europe and worldwide,” said HE Dr. Sultan Al Jaber, UAE Minister of Industry and Advanced Technology and Chairman of Masdar. “With demand surging due to exponential AI growth and the rise of emerging markets, projects such as these have never been more critical."

The partnership also reported that on July 9, its inaugural project, Baltic Eagle in Germany, reached full energization with a capacity of 476 MW. While it is the first for the JV, it is the second for Iberdrola in Germany. The company is developing three projects, with the others being with Wikinger (350MW, in operation) and Windanker (315MW, in planning). Collectively, these offshore wind farms form Iberdrola's Baltic Hub.

The companies report they continue to explore other opportunities aligned with the growing global demand for power.
 

 

Norwegian Cruise Lines Holdings’ premium brand, Oceania Cruises, took delivery of the second new cruise ship recently built for the brand by Fincantieri. During the handover ceremony at the Sestri Ponente shipyard in Genoa, Italy, on July 10, the corporation also confirmed that it will build four larger cruise ships over the next decade for the brand as part of its massive $9 billion order placed with Fincantieri in 2024 and 2025.

The newest cruise ship, named Allura, is the second of a two-ship class that started with the delivery of Vista in May 2023. They are the first new cruise ships built for the brand in over a decade and are part of a planned expansion for the line that focuses on culinary experiences and destinations. Oceania is also updating its fleet chartering its oldest ship Insignia (30,77 GT built in 1998) to Crescent Seas starting in 2027.

Allura is 68,000 gross tons with a capacity for approximately 1,200 passengers. At 246 meters (807 feet) in length, she and her sister are slightly larger than the Marina and Riviera (66,000 gross tons) that Fincantieri built for the brand in 2011 and 2012. Oceania highlights the new ships add to the onboard culinary experiences with new dining venues including the line’s first Creperie as well as French, pan-Asian, Italian, and a steakhouse specialty restaurants, and a Grand Dining Room. The line also boasts that the new ships offer the most spacious standard staterooms, which measure more than 290 square feet, and nearly all the cabins feature a private balcony.

"Oceania Allura is our most innovative and luxurious ship to date. She represents our bold vision for an entirely new generation of luxury travel experiences," said Jason Montague, Chief Luxury Officer of Oceania Cruises.

The new cruise ship will start her maiden voyage on July 18, from Piraeus, Greece, and will spend the summer sailing in the Mediterranean. She will reposition for cruises to Canada/New England and the Caribbean.

 

The next class is named Sonata with NCLH confirming plans for four ships (Oceania)

 

Even before taking delivery of the Allura, work began at Fincantieri on the next generation cruise ship for Oceania, the 86,000 gross ton Sonata, due for delivery in 2027. The ship will be the first in a new class, each with a capacity of 1,390 passengers. She is to be followed by a sister ship, Arietta, in 2029.

Last year, the cruise line’s parent company, Norwegian Cruise Line Holdings, entered into a long-term construction plan with Fincantieri valued at $9 billion. As part of it, the company has contracts for two additional cruise ships of the Sonata class, and today NCLH confirmed it has not exercised an option to cancel that portion of the contract, but the ships’ delivery dates are being reset. Originally scheduled for 2030 and 2031, NCLH said to improve profitability and better space out the newbuilds, along with shipyard availability, the ships have been rescheduled to 2032 and 2035.

NCLH has a total of 13 additional cruise ships under construction or on order with Fincantieri. In addition to the four ships for Oceania, work is underway on a luxury cruise ship for Regent Seven Seas Cruises as the first of two for the brand. Norwegian Cruise Line will add four ships from its current Prima class, and after that, will add four of the world’s largest cruise ships. That class is estimated at 227,000 GT with accommodations for 5,000 or more passengers. Fincantieri will be delivering cruise ships to NCLH’s brands until at least 2036.
 

 

Icelandic shipping company Eimskip confirmed that one of its newest and largest containerships, Dettifoss (25,690 dwt), is currently disabled and drifting in the Atlantic. The Iceland Coast Guard vessel Freyja has been dispatched and is expected to reach the ship overnight on July 11 to begin the tow back to Reykjavik.

Eimskip reports the vessel experienced a main engine failure on July 9 while it was approximately 390 miles southwest of Iceland bound for Nuuk, Greenland. The company said the crew and the vessel are in no immediate danger as the weather is calm in the area.

Dettifoss was built in China and delivered in 2020. It is considered to be one of the company’s most advanced ships, designed Eimskip said with good maneuverability and well equipped to sail in the North Atlantic. The ship, which is 180 meters (590 feet) in length with a capacity of 2,150 TEU, is ice class and designed in accordance with the Polar Code, which is mandatory for sailing in the ocean around Greenland. When the ship was delivered, the company said it had a 17,000 kW (23,000 hp) main engine, which is Tier III compliant. It was especially built to lower NOx (Nitrogen Oxide) emissions and has a scrubber system to reduce SOx (Sulfur Oxide) emissions.

The ship is deployed in a joint service with Greenland’s shipping company Royal Arctic Line, sailing between Aarhus and Helsingborg in Denmark, Bremerhaven, Germany, the Faroe Islands, Iceland, and Greenland. It is registered in the Faroe Islands. 

Freyja is no stranger to ocean rescues of commercial ships. Last year, it went to the aid of another containership that had blacked out and was drifting toward shore, while in 2023 it assisted a small cargo ship, Wilson Skaw (6,460 dwt), which had grounded northwest of Iceland in rough weather. In 2022, it responded to reports of an explosion and fire aboard the EF Ava (8,168 dwt), which was operating under charter to Eimskip. The Lagarfoss (11,800 dwt), also operated by Eimskip, reported in 2020 that its main engine had malfunctioned, requiring the Freyja to tow the ship back to port in heavy winter weather.

Dettifoss will be towed to Reykjavik for repairs. Eimskip reports the ship is expected to resume its scheduled service next week.
 

 

The IMO Council has decided to award its Exceptional Bravery at Sea award to Korean officer Lee Tae-Young, who helped save his crewmates aboard a sinking fishing vessel in November last year. Lee was selected out of 60 submissions from around the world. 

In the early hours of November 8, 2024, the Korean fishing vessel Geumseong 135 capsized suddenly and unexpectedly while hauling in its catch, forcing the crew to abandon ship into the water. Some of the survivors managed to hang on to the propeller, which remained abovewater, while others drifted off in the currents. 

Lee, an officer aboard Geumseong, threw two liferings to survivors and took action to save the 12 crewmembers who were still hanging on to the propeller, at risk to his own life. He helped the survivors climb up aboard a rescue boat, and he was the last up the ladder. Ultimately 13 crewmembers survived the ordeal. 

"Honoring his sacrifice and dedication will go beyond the mere act of awarding a prize and it serves as a profound inspiration to all seafarers," said the ITF, which nominated Lee. 

Commendation awards went to:

- The Canadian Airforce aircrew that rescued the crew of the MSC Baltic III in extreme winter weather

- The captain and crew of the tug Aigaion Pelagos for exceptional bravery and skill during the salvage of the burning tanker M/T Sounion in the Red Sea

- Members of a rescue team from the Japan Coast Guard who dived into the interior of a capsized tug to rescue a survivor

- USCG rescue swimmer Micheal Diglio, who saved two people from a disabled sailing vessel in the middle of Tropical Storm Debby, despite 50-knot winds, high waves and strong currents.

IMO also agreed to award its International Maritime Prize to Australian lawyer Dr. Rosalie Balkin, Secretary-General of the Comité Maritime International (CMI). Dr. Balkin formerly served as IMO's director of legal affairs, then later as assistant secretary general. 

During her tenure at IMO, Dr. Balkin contributed to the passage of multiple major conventions on safety and environmental protection, including the Hazardous and Noxious Substances Convention and the Nairobi Convention on shipwreck removal. 

"Dr. Balkin’s distinguished career embodies the dedication, mastery and leadership needed to uphold a robust global maritime legal framework that ensures safety, security and sustainability for this vital industry. Her pioneering contributions have paved the way for greater inclusion and diversity within the maritime community," said IMO Secretary-General Arsenio Dominguez in a statement. 

The search and rescue effort underway in the Red Sea reported rescuing four additional survivors from the bulker Eternity C nearly 48 hours after they were forced into the sea as the vessel was sinking. The Houthis, at the same time, reiterated their threat against shipping prompting the Philippines to issue an immediate order that ships with Filipino crewmembers should divert from the Red Sea region or they would face sanctions.

There remains confusion on the exact number of survivors from the vessel, with the U.S. Mission in Yemen issuing a statement asserting that the Houthis “have kidnapped many surviving crew.” Sources are saying it could be as many as six crewmembers that were taken by the Houthis, while the group has only said that a “number of the ship’s crew” was provided medical care and taken to a “safe location.”

The EU security operation in the region, EUNAVFOR Aspides, confirmed the rescue overnight of three additional crewmembers, all Filipinos, and one member of the security team, a Greek national. The confirmed survivor count is at 10 out of a crew of 22, plus three security guards. Eight of the known survivors are crewmembers, and two are security guards. A total of 11 are listed as missing until the Houthis confirm how many they are holding. It is believed the four died aboard the vessel.

An unconfirmed media report says that three crewmembers were killed in the engine room of the Eternity C by one of the Houthi attacks. A fourth seafarer, said to be a Russian national, was reported to have been severely injured and unable to leave the vessel before it sank. According to Agence France-Presse (AFP), another seafarer was wounded but appears to have been among those going overboard. The vessel's maanger, Cosmoship Management of Greece issued a statement saying that one individual is believed to have died and four more have not been seen since the attack on the vessel. It put the unaccounted for number at 10. 

The search effort is being led by the Greek maritime security firm Diaplous and Ambrey, which were retained by the shipowner. An official with Diaplous told Reuters that today’s rescues confirmed the correctness of the search plan, and it gave them courage to continue to search for those missing.”

Reports said the search, however, had been complicated by the presence of Houthi skiffs in the area.

Cosmoship said the vessel was about 50 nautical miles from Al Hudaydah, Yemen when it was attacked. They report the Eternity C had delivered a cargo for the UN World Food Program to Berbera, Somalia and was sailing in ballast condition to Jeddah, Saudi Arabia for fuel at the time of the attack.

Houthi spokesperson Yahya Saree posted a grim message online saying, “We weren't joking,” threatening that the group would continue to block ships bound for Israel “until the siege is lifted and the aggression on Gaza stops.” Today, he issued a statement claiming an attack on Israel with missiles, which he said was successful because air raid sirens had sounded in 300 towns and cities, sending Israelis into shelters and stopping air traffic.

The leader of the militants, Abdulmalik al-Houthi, issued a statement saying the blockade of Israel had always been in place, but the group had just discovered these violations. He too reiterated the ban on shipping.

The UK’s Seafarers' Charity issued a statement condemning the attacks and calling for the IMO to intensify efforts, while reports said Germany is pressing Iran to intervene with its proxy. 

“Innocent seafarers have been killed or injured, and many are still missing. These are blameless victims who were simply doing their job. … Seafarers should be able to work safely at sea. Instead, they are being unfairly forced into the firing line,” said the UK charity.

The Philippines’ Department of Migrant Workers reports it is closely involved in the rescue of the crew from both the Magic Seas (which had 20 Filipinos aboard) and the Eternity C. It issued an Advisory today, July 10, saying that shipowners “must reroute or divert their vessels manned by Filipino crew to avoid warlike and high-risk zones, particularly the Red Sea and the Gulf of Aden.” It had previously issued orders giving crews the right to refuse sailing in those areas and prohibiting passenger and cruise ships, as well as vessels previously attacked, from sailing into the area with Filipino crewmembers.

To highlight the sincerity of the Philippine government in protecting its seafarers, the Department warned that any violations would be subject to sanctions, including but not limited to suspension or cancellation of licenses.

 

[By: AkzoNobel]

The world’s first Aframax oil tanker to use wind-assisted propulsion has been built in China, with AkzoNobel making an important contribution to the landmark project by supplying 350,000 liters of International^® marine coatings.

The Brands Hatch is regarded as a major innovation in sustainable shipping technology and the entire vessel – including the underwater hull, deck and cargo oil tanks – features the company’s high-performance products. They’ll provide comprehensive protection and critical technical assurance for the tanker’s eco-efficient operation.

Built by Shanghai Waigaoqiao Shipbuilding Co., Ltd., it has three intelligent fiberglass sails which are projected to reduce fuel consumption by around 12% a year and slash annual carbon emissions by 5,000 tons under normal operating conditions.

“We’re very proud to have contributed to this landmark project,” says Rob Leslie, Commercial Director of Marine and Protective Coatings for AkzoNobel Greater China. “The successful application of our coatings not only validates the performance of our International fouling control and anti-corrosive technologies, but also demonstrates the company’s commitment to enabling decarbonization through sustainable innovation.” 

The products used included Intercept^® 8500 LPP – one of the highest-performing fouling control technologies in the International range – which was applied to the vessel’s underwater hull. This advanced coating delivers consistent and effective performance for a clean, foul-free hull. By combining linear polishing technology with an optimized biocide package, the coating contributes to significant fuel savings and reduced CO? emissions.

Built for UK shipping company Union Maritime, the Brands Hatch is an Aframax ship, a type of oil tanker with a capacity between 80,000 and 120,000 deadweight tons. They’re primarily used for short to medium-haul crude oil transportation.

It's the third milestone vessel built in China to be coated by AkzoNobel in recent years. The company also supplied more than 300,000 liters of International marine coatings for Dream – the country’s first domestically designed and built ultra deep-sea drilling vessel – while Intersmooth^® fouling control technology was used on Adora Magic City, the first large cruise ship to be constructed in China.

[By: Lloyd's Register]

The case study demonstrates how reliability-based inspection can help manage fatigue-driven risks in offshore wind turbine support structures. 

Some offshore wind turbine (OWT) support structures may fall short of required fatigue life expectations, according to a new Lloyd’s Register (LR) report. 

The case study evaluated a North Atlantic offshore wind farm of 60–70 turbines (500–600 MW capacity). Offshore wind turbines are typically designed for 25 years of service, using a fatigue design factor of three—implying a minimum required fatigue life of 75 years. However, the study found that a critical joint in the jacket foundation would reach the end of its fatigue life after just 52 years, falling short of this design requirement. 

Instead of redesigning the joint, the study took a reliability-based inspection (RBI) approach to identify and mitigate potential failure through targeted, risk-based maintenance. 

The study combined a S-N (Stress vs. Number of cycles) model, to estimate when structural safety drops below acceptable thresholds, with Fracture Mechanics (FM) crack growth analysis, to predict the probability of failure over time and inform inspection intervals. This approach incorporates inspection results via Probability of Detection (PoD) curves to allow inspection schedules to be dynamically updated, responding to real-world conditions and inspection findings. 

The results suggest that the first inspection should be carried out around year nine. After that, depending on the inspection method, further inspections might be needed every year to maintain acceptable safety margins. 

However, the case study highlights the limitations of current inspection methods. Visual and ultrasonic inspections were found to be less effective for fatigue-critical components. More advanced techniques, such as Eddy Current or ACFM, offer greater reliability and allow for longer inspection intervals, but only when operators were willing to adopt slightly lower safety thresholds. 

While RBI planning is effective in reducing in-service life costs and ensuring the longevity and safety for OWT structures, it requires expert input, reliable models, and software tools that can handle complex calculations. Ongoing research aims to refine the models and address the challenges during their application. Reliability updating, especially when integrating PoD curves, requires complex modelling and precise calibration of parameters such as initial crack size and stress intensity factors, areas often underdeveloped in practice. 

The study calls for wider industry collaboration to refine inspection standards, share real-time monitoring data to refine fatigue predictions, and adopt more flexible definitions of acceptable reliability where appropriate. 

Kourosh Parsa, Global Head of Technology - Offshore and Subsea, LR, said: “Many offshore wind assets are designed to a standard fatigue factor, but real-world conditions often expose critical vulnerabilities. Our findings show that using reliability-based methods allows operators to focus inspections where the risks are greatest. By integrating sophisticated models and real-world inspection data, we can extend asset life, reduce costs and, most importantly, maintain safety.” 

Manuel Ruiz, Head of Offshore Renewable Solutions, LR, added: “By focusing on the areas with the greatest risk, we can not only help to manage fatigue-related issues more effectively — we’re also enabling developers and operators to make better-informed decisions that optimise asset life and performance. This proactive, risk-based approach is exactly how we support our clients in navigating complexity, controlling costs, and ensuring the long-term viability of their offshore wind investments.” 

Download the full case study at Fatigue reliability of offshore wind turbine structures | LR 

 

For the first time ever, Iceland has welcomed a nuclear submarine to the port of Reykjavik, providing a U.S. Navy sub crew with a stopover in the middle of the strategic Greenland-Iceland-UK gap (GIUK gap). This stretch of frigid water is the gateway between Russia's Arctic submarine bases and the North Atlantic, and it is critical for NATO forces to monitor. 

Iceland has hosted U.S. military units since the early days of the Cold War, but for decades it did not allow nuclear-powered submarines to enter its territory. That policy changed in 2023, after Russia invaded Ukraine. NATO-Russia tensions were rising, Russian submarine activity in the North Atlantic was ticking upwards, and European and Scandinavian states had reason to be concerned about Russian sabotage of subsea infrastructure.

In this changing security landscape, Iceland agreed to allow American nuclear subs to surface in its territorial seas for brief periods of time in order to resupply and to conduct crew changes. Over the past two years, that privilege has been used several times by the U.S. Navy's nuclear attack sub fleet. The agreement also provides for occasional port calls for subs if required, but this week was the first time that a U.S. Navy nuclear sub pulled alongside a pier in Reykjavik. 

"Deep coordination with our incredible NATO ally Iceland to achieve this historic visit demonstrates our commitment to freedom of navigation and the security of our allies in the region," said the U.S. Embassy to Reykjavik's charge d'affaires, Erin Sawyer, in a statement. 

Adm. Stuart Munsch, commander of U.S. Naval Forces Europe-Africa, told Business Insider that the port call was more than a technical stopover - it was "important for the strategic signal it sends to adversaries about our presence in the area." Without access to Reykjavik, an attack sub patrolling the GIUK gap would have to transit hundreds of miles to Norway or Scotland in order to reach another suitable port for resupply; with access to Reykjavik, the sub fleet can spend more days on station. 

The U.S. Navy's nuclear ballistic missile submarines are still prohibited from visiting: Iceland has a strict ban on nuclear weapons, so the SSBNs are not permitted to enter.

 

The U.S. Navy's shipbuilding delays already affect new carriers, destroyers, frigates and subs, and the slowdown extends into the amphib fleet as well. Buried in Pentagon budget documents for FY2026 are two notes on the America-class (LHA) shipbuilding program: the next two "big deck" amphibs will each be delayed by a year. The cause is Ingalls' persistent labor shortage, which started during the pandemic and has proven difficult to fix. 

The delays - first reported by USNI - will affect the future USS Bougainville and Fallujah (LHA-8 and LHA-9). These giant amphibious assault ships function like helicopter carriers for the Marine Corps, and they deploy with F-35B Lightning fighters on board. Bougainville is nearing completion and was expected to be in the Navy's hands in December of this year, but that has now been pushed back to August 2026. Fallujah will now likely deliver in September 2030.

The Navy said that it based its delayed completion dates on "early construction performance indicators related to shipyard labor challenges." Labor issues have been reported at Ingalls before, driven by a comparatively tight job market and by a wage scale that many new entrants do not find attractive.  

"People can go do far less difficult things for just about the same money from an entry wage standpoint," Ingalls' Shipbuilding President Kari Wilkinson told Breaking Defense last year. "We have a lot of physical capacity. It’s about people, and it’s about our ability to ramp up and retain should we take on more work than we already have."

The yard is working to address that issue with a full-court press - outreach to schools and educators; recruitment efforts targeting students in the nationwide Job Corps program; and advocacy for federal action to raise shipyard wages, something that defense shipbuilders can't easily do on their own within the bounds of a government contract.

There is one option on the table. To speed up construction of nuclear vessels, the Navy came up with a proposal to reallocate funding from future warship purchases in order to pay for present-day wage raises, dubbed the Shipyard Accountability and Workforce Support (SAWS) plan. Targeted at nuclear shipbuilding, it would make the wage rates in the shipyard more competitive with pay in other, easier occupations. However, it failed to make the cut for the White House's FY2026 budget request. 

HII CEO Christopher Kastner advocated for something like SAWS during a media briefing early this year, calling it "the most innovative approach to getting it done." Federal investment in a wage hike would reduce attrition, he said, and stabilize the shipbuilding industrial base. "We believe it still has a lot of merit," he said. 

 

ExxonMobil and Qatar Energy have hit another natural gas find in the Block 10 lease south of Cyprus, adding to a previous discovery in the same area. The positive E&P results add to Cyprus' strong portfolio of offshore gas prospects for possible export development. 

Exxon's Pegasus-1 well found about 350 meters of gas-bearing reservoir in a deepwater well in about 6,000 feet of water. Exxon said only that further assessment will be needed to evaluate the results fully. 

Two nearby wells in the same block, Glaucus-1 and Glaucus-2, also turned up a high quality gas-bearing reservoir. Cypriot officials estimate the resource base in the Glaucus reservoir to be in the range of 3.7 trillion cubic feet of natural gas. (Another nearby field, Elektra, looked promising at first but turned out to contain noncommercial quantities.)

Cyprus is a new frontier region for gas production, with at least five and possibly six large fields ready for development. Cypriot offshore energy would be a geostrategic win for Europe, which is in need of natural gas to replace sanctioned Russian volumes. A subsea gas pipeline from Cyprus to Greece would go a long way towards solving the EU's energy problems. 

However, the cost and the political obstacles to production are significant. Turkey objects to Cypriot-managed offshore E&P without a share for Northern Cyprus, the Turkish-aligned half of the island, and it opposes any pipeline connecting Cyprus to Greece. The United States withdrew its support for that pipeline route in January 2022, and the proposal has been dormant since. 

An alternative export route exists to the south. Italian oil major Eni has signed a deal to pipe Cypriot gas from the Cronos field to Egypt's Damietta LNG plant for liquefaction and shipping to global markets. Other projects in the southern Cypriot EEZ could use similar development arrangements. There is also the FLNG option: At Chevron's Aphrodite gas field, Cypriot authorities have approved a plan to use a floating liquefaction plant (FLNG) for export.