Rauma Marine Constructions (RMC) is rumored to be in the lead for the U.S. Coast Guard's newly-created Arctic Security Cutter contract, and it has partners, according to Finnish media.

Rauma is a well-regarded medium icebreaker yard, and it has delivered some well-known vessels, including the Fennica - the dual-purpose icebreaking offshore vessel that was chartered by Shell for its Alaska project. Earlier this month, RMC CEO Mika Nieminen returned from a business meeting with the U.S. Coast Guard and told outlet Satakunnan Kansa that his company was "number one" on the shortlist of bidders for the USCG's next medium icebreaker.

According to Helsingen Sanomat, Rauma has proposed to build five medium icebreakers for the USCG for a price of about $2.7 billion. Satakunnan Kansa reported that RMC is working in partnership with Canada's Seaspan Shipyards and the icebreaker design house Aker Arctic Technology Oy on the bid, which will be based on the Seaspan/Aker Multi-Purpose Icebreaker (MPI) design. (This was previously known as the Canadian Coast Guard's Multi-Purpose Vessel, or MPV.) The MPI is one of three icebreaker classes under Canada's National Shipbuilding Strategy, and it is nearing production - but as Seaspan's yard is fully booked, the construction would be done at Rauma. The details of the bid were first reported by specialist news site Sixty Degrees North. 

Illustrations courtesy Aker Arctic

The MPI closely fits the Coast Guard's request for information for a medium icebreaker from a proven shipyard. It is DP-enabled, has provisions for helicopter operations, and comes in just under 330 feet in length. It can make four knots in three feet of ice, and has an ample maximum range of 12,000 nautical miles. 

The advantage of building at Rauma would be the timeline. The yard has delivered previous icebreakers in less than three years, a central - and thorny - condition of the Coast Guard's requirements. The service is said to be interested in taking delivery before the end of President Donald Trump's current term. 

Funding for the program should not be a significant issue. The One Big Beautiful Bill Act gave the Coast Guard $25 billion for asset recapitalization, including $3.5 billion for the Arctic Security Cutter. 

 

On Monday, Vigor Marine Group announced that it will be marketing its construction and ship repair capabilities in a new segment: autonomous vessels. The yard has signed an agreement with unmanned vessel developer Saronic Technologies to create autonomous capabilities for defense and commercial customers. Vigor serves both, providing ship repair for merchant vessels, the Navy, Military Sealift Command and the Coast Guard (among many other customers). 

In the announcement, Vigor highlighted its experience in small vessel fabrication, as well as its repair presence on the West and East Coasts for vessel sustainment. Saronic brings maritime autonomy and platform design experience, as well as expertise in high-rate production for rapid delivery at scale. 

Together, the two partners will provide "full lifecycle" industrial and operational support for autonomous vessels in commercial and defense applications, and they will work together to market their joint capabilities. 
 
“Combining Saronic’s technical leadership in autonomous maritime systems and scaled production with Vigor’s strategically located infrastructure and experience in maintenance, repair, and overhaul (MRO) and lifecycle sustainment creates new opportunities to accelerate capability delivery," said Saronic CEO Dino Mavrookas. 

The announcement follows shortly after Congress provided a massive infusion of funding for Navy autonomous vessel acquisition programs, both for small and midsize vessels. 

Backed with $600 million in venture capital financing, Saronic recently bought aluminum boatbuilder Gulf Craft, and it will be using its yard to produce unmanned warships, starting with a 150-foot unmanned vessel design called the Maurader - marketed as a contender for the Navy's MUSV program, which now has $2.1 billion in funding for development and acquisition. Saronic has a long-term plan to build a "next-generation" greenfield shipyard, dubbed "Port Alpha," but the Gulf Craft site gives it room to build and deliver hulls immediately. 

 

Commodity trader and shipowner Trafigura has been named in past scandals in Angola, Ivory Coast, Brazil, Myanmar and Mexico, and one of its employees is now implicated in Indonesia's oil-import fraud scandal as well. A sales manager of the Switzerland-based commodities giant has been detained in connection with an investigation into suspicious oil trading at state petroleum firm Pertamina, a scheme that spanned five years and allegedly cost the Indonesian state at least $12 billion. 

Last Thursday, Indonesia's attorney general named nine new suspects in the sprawling case, doubling the size of the existing list. Prosecutors allege that the suspects were involved in a scheme to improperly import fuel and oil; one of the accused is a business development manager at Trafigura's Indonesian operating company, identified only as "MH." Trafigura said in a statement that it is providing the employee with legal representation, and awaits more detail on the specifics of the allegations. 

Also named in the attorney general's announcement was Mohammad Riza Chalid, a well-known Indonesian businessman with a controversial past. Chalid owns shipowner PT Navigator Khatulistiwa and terminal operator PT Orbit Terminal Merak. An international manhunt for Chalid is said to be under way, and he is believed to be in Singapore. 

Prosecutors allege that Pertamina - which has a near-monopoly on fuel sales in Indonesia - was improperly importing foreign oil and fuel, even though domestic sources were available. The state oil company is required by law to first source its products domestically, then resort to foreign suppliers only if there is no alternative. In this case, adequate domestic supplies existed, but Pertamina bought foreign imports anyways, prosecutors allege. The second part of the scheme allegedly saw Pertamina fraudulently sell a low-grade fuel blend to motorists as "premium" gas at inflated prices. The third and last component was an alleged scam to inflate the cost of Pertamina's petroleum shipping. Each step in this chain cost money for the Indonesian state - Pertamina's owner - while enriching the participants, according to prosecutors.  

Top image: Akhmad Fauzi / CC BY SA 3.0

 

In a milestone for maritime pilots’ safety, on June 26, 2025, the International Maritime Organization (IMO) significantly improved Pilot Transfer Arrangement (PTA) requirements by adopting amendments to International Convention for the Safety of Life at Sea (SOLAS) regulation V/23, as well as new mandatory PTA Performance Standards. The Performance Standards are incorporated into SOLAS, giving them the full force of international law.

The path to this achievement began on a tragic day more than five years ago. On December 30, 2019, Captain Dennis Sherwood, a New York State-licensed pilot, was killed in a fall while embarking a container ship using a combination arrangement with a trapdoor. This arrangement did not comply with either V/23 or IMO Assembly Resolution A.1045(27) (“Recommendation on Pilot Transfer Arrangements”), the relevant international standards. While advocating for pilot safety has always been a key role for the American Pilots’ Association (APA), Captain Sherwood’s death was an impetus for APA to immediately redouble its domestic and international efforts in this area.

APA’s domestic strategy included communications with shipping companies, reaching out to state pilot oversight authorities, and working with the U.S. Coast Guard (USCG). In January 2020, APA sent letters to shipping lines stressing the necessity to provide compliant PTAs. These letters also explained existing requirements and recommendations for the three main types of PTAs – a single pilot ladder for climbs 9m or less, and for climbs over 9m, a pilot ladder combined with a platform (with or without a trapdoor) and an accommodation ladder.  

This prompted several shipping lines to improve their PTAs. In January 2020, APA followed up with an alert to state pilot oversight authorities that explained the rules and asked them to reiterate to pilots their right to refuse to use a noncompliant PTAs. It also urged them to remind shipping interests of the obligation to provide compliant PTAs. Numerous state pilot oversight authorities responded to APA’s requests.

APA also reached out to the USCG to ask for assistance. In January and February 2020, APA met with USCG officials to discuss PTA safety. While the USCG’s actions were delayed while Captain Sherwood’s incident was under investigation, the agency eventually  issued a safety bulletin and supporting PTA regulatory efforts at IMO.

In addition to working to improve PTA at home, APA reached out to the International Maritime Pilots’ Association (IMPA), which was able to get PTA on the IMO agenda. IMPA President, Captain Simon Pelletier, and current IMPA Secretary General, Mr. Matthew Williams, were responsive to APA’s requests and particularly effective in advancing pilot safety at IMO. On January 17, 2020, Captain Pelletier made a powerful intervention at the 7th Session of IMO’s Subcommittee on Navigation, Communication, and Search and Rescue (NCSR 7).

Captain Pelletier explained that Captain Sherwood was killed while using a combination trapdoor arrangement which “involved a trapdoor in the platform of the accommodation ladder with the pilot ladder hanging from a bar near the bottom of the platform and the top step of the pilot ladder significantly below the level of the platform. This requires a pilot to pull himself or herself up through the trapdoor while twisting to get a secure footing on the platform.” He noted that this arrangement clearly did not meet IMO’s requirements and urged all parties to help make PTA safer.   

Because IMO’s process for taking up issues is purposefully deliberate, it took until November 2022 for PTA to be formally placed on IMO’s agenda. APA Executive Director-General Counsel, Clay Diamond, served on the U.S. Delegation to Maritime Safety Committee 106, while Captain Jorge Viso, APA President served on the IMPA delegation. Viso and Diamond would continue to represent the interests of U.S. pilots at IMO throughout the multi-year process of strengthening PTA requirements.

In May 2023, IMO’s Subcommittee on Navigation, Communication, and Search and Rescue (NCSR 10) made a pivotal decision regarding the future of PTA standards. In response to proposals by IMPA and IMO member states, NCSR 10 agreed that all PTA standards should be mandatory and contained in a single “performance standard,” as opposed to the existing structure of a mandatory SOLAS regulation coupled with IMO recommendations. NCSR 10 authorized a "correspondence group” to meet via email between NCSR sessions to begin drafting V/23 amendments and the Performance Standards. IMPA and APA participated in this correspondence group.

At NCSR 11 (June 2024), deliberations concluded on amendments to SOLAS V/23 and the Performance Standards. Within this new international PTA regulatory scheme, the revised SOLAS V/23 is now restricted to essential provisions, such as application dates, while the technical specifications for PTAs are delineated within the mandatory Performance Standards. The updated PTA safety framework includes key improvements such as:

• Application to existing ships with no “grandfather clause;”

• Application to SOLAS and non-SOLAS ships;

• Third party type approval of pilot ladders, manropes, and means of securing pilot ladders deployed at intermediate lengths;

• Clarification and strengthening of the requirements for combination trapdoor arrangements;

• A maximum service life for pilot ladders and manropes, including spares, of 36 months from the date of manufacture;

• Strengthening requirements for securing pilot ladders deployed at intermediate lengths;

• Making the “pilot mark” (indicating the maximum climb of 9m) on ships’ hulls mandatory;

• Increasing breaking strength requirements of strongpoints, shackles and securing ropes; and

• Explicit recognition of the right of pilots to refuse to use an unsafe or noncompliant PTA.

While NCSR 11 agreed on the text of the amended V/23 and Performance Standards, both then had to be approved at MSC 109 and then adopted at MSC 110. In December 2024 MSC 109 did approve the revised PTA requirements. At MSC 110 in June 2025, after several days of a MSC 110-established drafting group’s effort to finalize the text, IMO adopted the amended V/23 and Performance Standards.

Because SOLAS is an international convention with mandatory rules for global shipping, sufficient notice of any amendments must be given to allow ships time to comply. As such, the entry into force of the new PTA requirements will be phased in beginning on January 1, 2028 and concluding by April 1, 2030. Considering this unavoidable delay, IMPA successfully advocated for an IMO circular encouraging governments to voluntarily implement the PTA requirements before the entry into force date.

This successful outcome required constant communications with IMPA, regular meetings with the USCG, and numerous meetings of IMO committees, subcommittee, and other subgroups. APA applauds the USCG for its support for enhancing PTA safety and for working with APA prior to and during IMO deliberations. This crucial project also benefited immensely from the work of IMPA, and APA thanks Captain Simon Pelletier and Mr. Matthew Williams for their persistence, support, leadership, and technical expertise. This major safety milestone would not have been possible without IMPA’s efforts.

[By: Spot Ship]

Spot Ship has launched a strategic partnership with Vanguard Tech, to provide war hull insurance at their significantly reduced rates (up to 40% below market standard) to Spot Ship’s users. Vanguard Tech’s AI-powered technology driven by superior information and close relationship with marine insurers makes this possible. James Kellett, CEO of Spot Ship, said: In today’s increasingly unstable geopolitical climate, the exceptional commercial insight that Vanguard can generate and the subsequent premium savings, will offer a meaningful advantage to our shared customers. We are delighted to be working with Vanguard, a company that shares our understanding of the importance of speed and reliability.

Upon its launch Spot Ship users will be able to instantly calculate insurance rates provided by Vanguard for any voyage, allowing them to act with confidence and speed to assess their coverage costs. This partnership will expedite another part of the ship management workflow by integrating brokers’ insurance requirements at the charter decision-making stage. Ellie Shafik, Vanguard’s Head of Intelligence, said: At Vanguard, we recognize Spot Ship’s unique market proposition and their impressive ability to automate outdated vessels commercial processes. We’re genuinely energized by their innovative approach and see a natural synergy between our services. This partnership is a strategic step forward, combining our strengths to offer the maritime industry a smarter, more efficient way to do business.

Spot Ship and Vanguard Tech’s announcement represents a partnership between two companies at the frontier of AI in the shipping technology industry and signifies the growing appetite of the market for the efficiency and cost-saving that such groundbreaking technology can provide. The companies plan ever deeper integration between their market leading commercial, risk and insurance products.   

 

China has become the most dominant player in the shipbuilding industry since World War II, when American builders like Henry Kaiser cranked out thousands of ships for the war effort.

U.S. tonnage ruled the waves in the 1940s, but times have changed. Chinese yards took home three-quarters of the world's newbuild orders by gross tonnage in 2024, according to the latest numbers. But competitors are pushing back to rebuild sovereign capacity and regain market share.

In the E.U., a nascent effort to launch a bloc-wide maritime industrial strategy promises more support for high-end shipbuilders like Meyer Werft, Remontowa and Damen. In the U.S., leaders in Congress and the White House are contemplating the most significant structural supports for shipbuilding in a generation: steep tariffs on Chinese ships, strengthened cargo preference rules for U.S.-built tonnage and a "strategic commercial fleet program" to underwrite construction of 250 new ships, among many other provisions.

The measures would create much-needed demand for American yards of all shapes and sizes – from builders like NASSCO and Philly Shipyard to repair specialists like Detyens and Colonna's Shipyard.

These plans interconnect. U.S. policymakers want to attract foreign expertise from South Korea and the E.U. to revitalize American shipbuilding and even export the most successful products (like Fincantieri's Constellation Class frigates) to allied nations. Shipbuilding is a strategic, sovereign capability, but it's also an ideal opportunity for international collaboration.

AMERICAN ROOTS, FOREIGN EXPERTISE

For decades, America's shipbuilding industry has benefited from the technology and support of foreign investors like Norway's Aker Group, South Korea's Hanwha Ocean and Italian shipbuilding giant Fincantieri, which has invested heavily on the Great Lakes.

Fincantieri Marine Group (FMG) has a history in U.S. shipbuilding dating back to 1918, the year a predecessor company opened its doors in Sturgeon Bay, Wisconsin. Its Bay Shipbuilding division is still famous for its work on "lakers," the iconic bulkers that trade the Great Lakes – like the 2022-built Mark W. Barker, the first new full-size American laker since the 1980s.

Today, Bay Shipbuilding is leading the way forward with pace-setting projects like the LNG barge Progress, the largest Jones Act-compliant LNG carrier. The 400-foot barge entered service last year and carries up to three million gallons of LNG at a time to bunker dual-fuel boxships at the Port of Savannah, Georgia. Operated by Crowley and chartered by Shell, it provides clean-burning fuel for the growing number of LNG-powered container ships that call at U.S. ports, and FMG takes pride in serving that mission.

"From a shipbuilder's perspective, being involved in a build like this is extremely rewarding," said Bay Shipbuilding Director of Program Management Jeff Frank on the occasion of the barge's delivery. "Part of you is in the ship. It goes with the ship when it leaves the yard."

FMG takes a forward-looking approach to workforce development, a pressing concern for American shipbuilders (and for many of those abroad, too). In an "extremely tight" shipbuilding labor market, it's boosted the pay and benefits package for mission-critical employees at its Marinette Marine division. As an incentive, staff at Marinette Marine may be eligible for up to $10,000 in retention bonus payments over 2024-25 plus up to $5,000 in tax-free benefits for child care.

"This benefit gives you peace of mind that your child is being cared for," says Marinette Marine engineer Hilary Homa. "Both parents can work to provide for their family."

HIGH-PROFILE JOBS

Gulf Copper has developed a reputation for tackling some of the biggest and most challenging jobs on the U.S. Gulf Coast – a region with plenty of shipbuilding expertise – like its work on the high-value, high-profile TX-10000 (formerly the VB-10000), the largest heavy-lift vessel ever built in the U.S.

TX-10000 removed the wreck of the car carrier Golden Ray from Georgia's St. Simons Sound in 2021, and her new owners picked Gulf Copper to perform a complex, five-year drydocking on this one-of-a-kind vessel, completed earlier this year.

Gulf Copper also gets the call for demanding emergency repair jobs. When the ultra-luxury cruise ship Scenic Eclipse developed problems with an azipod last September, the "discovery yacht" went to Gulf Copper for a short-notice replacement. The job was so urgent that the owner had a spare thruster flown out to Galveston aboard one of the world's largest cargo aircraft. Gulf Copper got the new azipod installed ahead of schedule and put Scenic Eclipse back in the water, allowing the "six-star" expedition cruise vessel to depart in time for its Antarctica cruise season.

The project that really sets Gulf Copper apart, though, is the ongoing refit of the USS Texas (BB-35), the last surviving dreadnought battleship from the First World War era. Texas fought in both the Atlantic and Pacific Theaters during WW II, and she provided fire support for four of the most important amphibious operations of the war – the Allied invasion of North Africa, the D-Day landings in Normandy, the Battle of Iwo Jima and the invasion of Okinawa.

USS Texas was given to the State of Texas after the war to serve as a museum ship and operated by the nonprofit Battleship Texas Foundation on the state's behalf since 2020. The foundation's biggest job on taking over management was to arrange a much-needed drydocking, the first out-of-water repair period for the century-old ship since the early 1990s.

As the battleship's long-term berth was in Houston, Gulf Copper's nearby Galveston yard was a natural choice. But the shipyard didn't have a drydock that would work for the job. As an inventive and swift solution, Gulf Copper acquired a damaged floating drydock in the Bahamas, carried out structural repairs to put it back in service, then had it towed all the way to its new home in Texas.

In 2022, when the dock was ready, USS Texas got under way on a short transit from her berth to the Gulf Copper yard. Once the battleship was out of the water, workers fitted massive new torpedo blister tanks to the hull and replaced hundreds of tons of steel from wasted framing and shell plating.

In March 2024, after an estimated 200,000 man-hours of work, USS Texas was successfully refloated and towed to a nearby pier. Final repairs and fitting-out are still under way including removal and reinstallation of the 40-ton steel foretop – the enclosed crow's nest atop the ship's superstructure that housed the directors for her 14-inch guns. (T&T Salvage donated the use of a giant floating crane for the hoisting.) Workers are also installing thousands of square feet of pine decking on her weather decks, and from top to bottom she's getting a clean new coat of period-correct Navy Blue.

The quality and thoroughness of the work were enough to win the USS Texas project the Excellence Award from Naval History and Heritage Command in 2024 – a recognition that puts Gulf Copper's Galveston yard permanently on the map. When the multimillion-dollar project is completed later this year, USS Texas will move to a new permanent berth at Galveston's Pier 15, ready for her next 111 years on the water.

TUG SPECIALISTS

In the global market for specialty vessels, Turkish yards have a prominent presence.

Tugs have been a staple of Turkish shipyard production for years, and they remain a key area of strength – especially high-spec harbor tugs with advanced technology. The country even beat out shipbuilding giant China for tugboat exports in 2023, according to Turkey's Ship, Yacht and Services Exporters' Association (GYHIB).

Sanmar Shipyard, based in Tuzla, has been building tugs for export for decades. In recent years its footprint has grown to include two yards and a block-building shop, and it can produce dozens of tugs a year. Sanmar is known for world firsts like the first LNG-powered tug and the first remote-operated tug, and it's a leader in the production of battery-electric tugs as well. To date, it's delivered more than half a dozen all-electric tugs and has plans for more.

"Our fully electric tugs stand out with zero carbon emissions, silent operation and environmental sensitivity," says Fatma Karagöl, Sanmar's public relations specialist. "These tugboats contribute to future-oriented port operations with minimal environmental impact. A fully electric tug must be considered as a whole – combining energy efficiency, long-life system design and low operating costs. This is exactly the approach we follow."

In a competitive global market, Sanmar can draw on more than 50 years of experience in tug construction, supported by its long-running collaboration with Robert Allan Ltd., the Canadian design house known for innovation in towing technology. Sanmar's portfolio covers diesel, hybrid and LNG power options, but Karagöl says green propulsion is in demand thanks to global regulations and carbon-neutral targets: "In coming years, we expect green technologies to make up a larger portion of our portfolio."

Working with the Robert Allan team and battery-maker Corvus Energy, Sanmar is making that ambition a reality. Its ElectRA series has been selected for first-of-a-kind, battery-electric projects on three continents: the BB Electra, the first electric tug in Europe; the Trapananda, the first in Latin America; and the HaiSea Wamis, the first in Canada.

Wamis is one of three Sanmar-built electric vessels imported by Seaspan's HaiSea Marine. In April, together with sister vessels HaiSea Brave and HaiSea Wee'git, Wamis welcomed the first LNG carrier to call at Canada's first West Coast LNG terminal, marking the start of a new era for the Canadian energy economy.

 

Earlier this month, in my capacity as Director for the Seamen’s Church Institute’s (SCI) Center for Mariner Advocacy (CMA), I had the good fortune to attend two significant international meetings in London, both addressing critical issues concerning the rights and safety of seafarers.

The first was a one-day conference titled “Protecting Seafarers Against Criminalization: What More Can Be Done?”, co-hosted by the International Maritime Organization (IMO), International Labour Organization (ILO), International Chamber of Shipping (ICS), and the International Transport Workers’ Federation (ITF). The event aimed to highlight and promote the implementation of the newly adopted Guidelines on Fair Treatment of Seafarers Detained in Connection with Alleged Crimes. These guidelines are the result of several years of collaborative work at the IMO and ILO, of which SCI has been privileged to be part of these proceedings and contribute to their development.

The conference addressed the growing concern surrounding the criminalization of seafarers and explored potential mechanisms for better monitoring such cases. One idea under discussion was whether criminalization cases could be tracked in a manner similar to how abandonment cases are currently recorded. Another proposal involved the possibility of initiating independent investigations in instances where seafarers allege unfair treatment in criminal proceedings. While there was strong interest in these ideas, consensus was not reached, acknowledging the practical and logistical challenges of implementation. Nevertheless, there was clear agreement on the need for continued international engagement on this issue.

Following that conference, I participated in the IMO Maritime Safety Committee meeting, where several agenda items that directly impacted seafarers were discussed, 

• The human element in the context of autonomous vessels, including which safety and training considerations must be addressed immediately versus those that can be gradually implemented;
• Shipboard security improvements, especially in response to threats related to piracy and cybersecurity;
• Design enhancements to ensure safer escape routes from lower machinery spaces;
• Prevention strategies for accidental falls from height; and
• The integration of human-centered design principles into vessel architecture.

Of particular concern was the recurring discussion on seafarer fatigue. This topic includes issues such as working hours, rest periods, and appropriate manning levels. While time constraints prevented an in-depth discussion of the issue during a previous ILO session in April 2025, I was glad that it was revisited with a sharper focus at this IMO meeting. Fatigue mitigation is a longstanding challenge with direct implications for both safety and seafarer wellbeing. SCI and all of us who work to support seafarer wellbeing consider this to be one of the most urgent areas for advocacy, and CMA intends to prioritize it as a core element of our future engagement with international maritime policy.

Philip C. Schifflin, Jr., Esq., is Director of the Center for Mariner Advocacy at the Seamen’s Church Institute.

International Transportation Services (ITS), which operates one of the six container terminals at the Port of Long Beach in California, started a major expansion program that will create 19 acres of new space for stacking containers. When the project is completed in 2028, it will increase capacity by 50 percent for ITS to support the long-term growth of the port.

The port and ITS hosted a groundbreaking ceremony on July 11 for the $365 million project. A long-term operator at the port, ITS currently has approximately 246 acres of yard space and 6,700 feet of berth. The operation is supported by 15 cranes and offers a 42.5-foot draft.

A key part of the project is a 560-foot extension of the existing quay. The upgrade begins with filling in a 19-acre “horseshoe” gap at the terminal. It will create a single, continuous wharf measuring 3,400 feet, which will allow ITS to simultaneously berth up to two 18,000 TEU container vessels. The company and the port called the program a major step forward in handling the next generation of ultra-large ships and increasing overall terminal throughput.

Located in the outer harbor, the ITS terminal is currently nearly divided in half by the south slip, which will be filled with about 2.5 million cubic yards of reused sediment from within the Harbor District in addition to sediments dredged from Newport Harbor at Newport Beach. When completed by December 2028, ITS highlights the project will also increase overall efficiency for the terminal.

 

Rendering of the expanded facility with the capability to handle two 18,000 TEU containerships (Port of Long Beach)

 

The expansion is kicking off as the port faces uncertainties due to the Trump administration's tariff policies. The dual ports of Long Beach and Los Angeles are the primary gateway for imports from China and Asia. 

While overall volume in the port was up over 17 percent in the first five months of 2025, some of the growth was imports and retailers front-loading to beat the anticipated tariffs. The port handled 4 million TEU in the first five months, but in May (the last reported month), TEU volume declined more than 8 percent due to tariffs and retaliatory tariffs. Port officials were hopeful that they would see a rebound as the U.S. and China paused tariffs and were working on long-term agreements. Growth of the port’s long-term volumes depends on the stability of imports from China and Asia. 
 

 

The early efforts to develop the infrastructure for ammonia-fueled ships are taking another key step forward with the order of what is likely the first dedicated ammonia bunker ship. The vessel is being built in Japan for use in Singapore, which is at the leading edge in the development of bunkering and distribution of ammonia as an alternative marine fuel.

Japanese conglomerate Itochu Corporation is leading the effort, reporting it has established a Singapore-based company, Clean Ammonia Bunkering Shipping. The goal is to develop and demonstrate ammonia bunkering as a key piece of the full value chain. Itochu says it looks to expand the business from Singapore to other major points around the world. It cites the opportunities at the Strait of Gibraltar with operations from Spain as well as at the Suez Canal, based in Egypt. It also looks to develop a domestic business in Japan.

The new company has ordered the construction of a 5,000 cbm ammonia bunkering vessel to be built by Japan’s Sasaki Shipbuilding, located in the Hiroshima region. Itochu cites the shipyard's deep experience in specialized vessels such as chemical tankers, LNG carriers, and new designs for future fuels, including methanol. Japan’s Nikkei reports the project is expected to cost $34 million.

The tank system for the bunker vessel will be built by the Izumi Steel Works. The company is said to be the leader in Japan for LNG tanks, especially in the small- to medium-sized vessels.

They are projecting the vessel will be delivered around September 2027. The demonstrations will begin in Singapore in coordination with the local authorities. Itochu says it will establish a safe offshore bunkering operation using ship-to-ship transfers of ammonia as a marine fuel.

The effort comes as major engine manufacturers are getting close to the first commercial deliveries of marine engines using ammonia as their fuel. The first commercial ships using ammonia are expected to be in service by 2027.

Singapore has worked to develop the protocols for the handling of ammonia and last year participated in the first-ever ammonia bunkering of a vessel. It is also participating in research projects such as with the Maersk Mc-Kinney Møller Center for Zero Carbon Shipping, which is leading research into the development of ships and the infrastructure to accelerate the deployment of alternative fuels, including ammonia.

 
 

 

More than half a dozen workers were injured in a crane accident at Imabari Shipbuilding last weekend, according to local police. 

Just before 1200 hours on Saturday, the police and fire departments in Imabari City received an emergency call about an accident at the shipyard. The caller reported that a heavy object had fallen from a crane during an assembly operation, injuring seven people. 

All seven were conscious and responsive when fire department responders arrived on the scene, and after initial treatment, the survivors were taken to a nearby hospital. Three had serious fracture injuries in their arms and hips. 

The cause of the accident is under investigation. It is the latest setback for Imabari, which lost its license to recruit and train foreign workers because of safety concerns earlier this year. Japan's Immigration Services Agency found that the shipbuilder had violated industrial safety and health laws, and as an administrative punishment, the agency revoked Imabari's critically-needed license to recruit foreign labor for a period of five years. All of Imabari's 2,000-plus foreign "trainees" were transferred to other employers. The details of the alleged violations were not disclosed. 

Japan's shipbuilding order books have been in decline for years, and its yards are trying to consolidate and restructure in order to remain competitive. Last month, Imabari announced plans to absorb the smaller Japan Marine United (JMU) as a fully-controlled subsidiary, taking over its management and integrating its design and purchasing functions to pursue economies of scale. 

 

The ten rescued crewmembers from the lost bulker Eternity C have arrived safely at a port in Saudi Arabia, bringing a saga that began seven days ago to a close. 

Six Filipino crewmembers from the ship were pulled from the water and taken to Yemen by the Houthi militants who sank the ship, according to a final tally from maritime risk management firm Vanguard Tech. At least four crewmembers are believed to have died from injuries sustained in the initial attack, and five others are missing and now presumed dead (nine presumed fatalities). The lost include seven Filipinos, one Russian national and one Indian security guard. The owner of the Eternity C has called off the search for the remaining missing crewmembers, according to maritime security advisory Diaplous Group.

The government of the UK has called for the immediate and unconditional release of the crewmembers taken by Houthi forces. The UK noted that the crewmembers had no connection to the Israeli-Palestinian conflict, which motivates the Houthis' anti-shipping campaign, and it called the attack on their vessel a terrorist act.

In a statement, the Houthi communications center confirmed that "several" crewmembers were pulled from the water by the attackers. The center claimed that the survivors were provided with medical care and taken to a "safe location." The group did not provide a timeline for their release and repatriation.

On July 7, the bulker Eternity C was transiting about 50 nautical miles southwest of Hodeidah when it was assaulted by personnel in multiple skiffs. The vessel was then hit by multiple missile strikes, disabling its engine and causing it to flood. Photographic evidence from the scene shows two penetrations in the hatch cover of the aftmost hold, one penetration in the deckhouse, and one apparent internal blast in the engine room - evidenced by a hole in the hull with outward petaling of the shell plating, according to analyst Basha Report. 

Eternity C was the fourth ship sunk by Houthi forces and the second in one week, following the attack on the Magic Seas on July 6. All four of the vessels attacked and destroyed by Houthi forces were hit by multiple modes of assault, including missiles, bomb boats and (in three cases) hand-placed charges. A fifth vessel - the crude oil tanker Sounion - failed to sink despite severe damage and was successfully salvaged, averting a major oil spill. 

The environmental impact of these sinkings is still being assessed. Satellite imaging obtained over the weekend shows oil slicks extending from the wreck sites of the Magic Seas and Eternity C, as would be expected from leaks from their bunker tanks.  
 

The ongoing showdown over large cruise ships visiting the French Riviera took a further turn as the administrative court in Nice suspended the efforts of the local mayor to block large cruise ships. The court issued the temporary injunction after the government of the prefect petitioned the court to stop the actions of the mayor of Nice, who is also the regional president, and who had staged a confrontation with a large cruise ship anchored in the bay.

At issue is the impact of what the metropolis calls the “harmful effects of mass tourism.” Mayor Christian Estrosi highlights the impact of the “uncontrolled growth of cruise ship stopovers” on the local population. He cited the emissions from the ships, which he contends are impacting air and water quality.

Estrosi had gone out on a police boat on July 3 with TV cameras and stood yelling at the officers and crew of the Royal Caribbean cruise ship Voyager of the Seas. He demanded the ship depart immediately as it was violating an order he imposed as of July 1, capping the size of cruise ships visiting Nice and Villefranche. The master of the cruise ship refused to meet with the mayor, and the officers ignored him and motioned for him to go away when he attempted to deliver a letter to the ship.

As the leader of the region, Estrosi enacted a ban on large cruise ships but relaxed it initially by saying the cap was on ships with over 2,500 passengers calling at Villefranche. After the confrontation, he reissued a revised order, due to go into effect on July 11, again placing a limit of 2,500 passengers per day on a single ship in Villefranche and 450 in Nice. He said there was a “climate emergency,” which justified the immediate actions.

The French media said the ban would immediately impact five cruise ship calls in Nice and 12 scheduled for Villefranche this year. Next year, it would impact 15 scheduled stopovers in Nice and 53 in Villefranche, involving more than 200,000 passengers.

The prefect argued, and the court agreed, that the authority to manage cruise ship calls is at the state and federal level, and as such, Estrosi and the metropolis had overstepped their authority. The court agreed issuing a temporary injunction due to the authority issue.

In a statement issued on Sunday, July 13, Estrosi acknowledged that the metropolis cannot act alone. He, however, called for action, writing, “If the state does not take any regulatory measures within a reasonable timeframe, we will take the matter to the administrative courts to hold it accountable.”

The prefect has not ruled out an action but asserts control of the waterways is its sole authority. It said there were “illegalities” in the action that needed to be addressed to protect public or individual freedom.

The French Riviera is just the latest in a growing list of popular destinations that are struggling with the growth of the cruise industry. Greece, starting this month, imposed a tax on cruise passengers at the most popular islands to control the growth in calls. Other destinations have imposed restrictions or sought voluntary agreements with the cruise industry to control overtourism.
 

MSC Group reported progress with its efforts to build a fleet of luxury cruise ships as the high-end sector of the cruise industry continues its rapid growth. Fincantieri completed the float out of the third ship for MSC’s Explora Journeys, a luxury lifestyle brand, while construction is also proceeding on the fourth and fifth ships of a class, which will include six ships by 2028.

After having grown its contemporary brand, MSC Cruises, for the broad market, MSC turned its sights on the ultra-luxury cruise segment, placing the initial order in 2019 for the six ships, each to be approximately 63,900 gross tons. The first ship, Explora I, entered service in 2023 to be followed by her sister ship, Explora II, in 2024. 

The ships are all-suite and include a range of amenities, with five pools and six restaurants. The concept was reportedly inspired by the family’s yacht cruising in the Mediterranean. MSC reports that by the time the six ships are completed, it will have invested approximately $3.7 billion to start the luxury cruise operation.

The construction contract was later revised to switch the primary fuel for the ships starting with Explora III to LNG. The design of the ships was reportedly lengthened by approximately 62 feet for the next two ships to accommodate the new propulsion plant. Steel for Explora III was cut in September 2023, and construction on Explora IV was scheduled to begin in January 2024.

The float out took place at Fincantieri’s Sestri Ponente near Genova, Italy, on July 14. They followed the launch of Explora III with the coin ceremony to mark the beginning of assembly for Explora IV. Steel cutting also began for Explora V. Delivery of Explora III is scheduled for the summer of 2026, followed by Explora IV in the summer of 2027. 

Explora Journeys says its mission is to offer “transformative travel experiences,” responding to the growing trend in luxury travel. The company is using the new ships to expand its areas of service, including its first cruises to Alaska in 2027.

Explora V and Explora VI, due for delivery in 2027 and 2028, Fincantieri said, will feature a new generation of liquefied natural gas engines that will tackle the issue of methane slip. In addition, the new ships will also be equipped with a liquid hydrogen system. Details have not been updated since they reported in 2022 that hydrogen would power a six-megawatt fuel cell to produce power for the hotel operation and allow the vessels to run on zero emissions in port, with the engines turned off. 

Fincantieri delivered its first prototype hydrogen fuel cell in 2022 on a cruise ship built for Viking. Recently, the companies reported that with advancements in hydrogen technology, they would launch two cruise ships in 2026 and 2027 with fuel cells producing up to six megawatts of power, equivalent to roughly 8,000 horsepower of generator capacity. Viking, unlike MSC, has opted not to use LNG on its ships.

These ships come as the ultra-luxury segment continues its rapid growth. Fincantieri is building two yachts for Four Seasons as well as two ships for Regent Seven Seas Cruises. Ritz-Carlton recently took delivery of its second larger yacht cruise ship from Chantiers de l’Atlantique, while other ships under construction for the segment include a cruising yacht powered by sails. 
 

[By: Resolve Marine]

Resolve Marine, a global leader in innovative marine solutions, today announced the publication of its?2024 Sustainability Report, part of the company’s comprehensive environmental, social and governance (ESG) commitments, programs and contributions.  

The publication, the company’s second report, outlines Resolve Marine’s?sustainability platform and advancements made in the past year. The report details targets and progress associated with UN Sustainability Development Goals (UN SDGs): UN SDG #14, Life Below Water; UN SDG #11, Sustainable Cities and Communities; and UN SDG #5, Gender Diversity. Resolve Marine aligns with the UN SDGs as a guiding framework to make the most impact in addressing some of the world’s largest sustainable development challenges. 

New elements of this year’s report include:  

• Stakeholder engagement: how Resolve Marine engages with key stakeholder groups
• Environmental impact of select emergency response and project work during the year
• UN SDG commitments, targets and progress:  
• Environmental programs and progress across debris recovered, recycling and waste management, ESG considerations in the tender/bid process, charitable donations and humanitarian relief
• Social progress through hiring, recruiting, equitable pay, HSEQ policies, safety training and workforce talent development
• Governance includes information about company policies and the board of directors  

Joseph Farrell III, CEO of Resolve Marine, commented, “Sustainability is not just a commitment for Resolve Marine, it’s part of our identity. With our unique capabilities to remove ocean debris and pollutants, we are in a position to make a real difference for marine ecosystems. We’re also proud to support communities in need through our response and recovery efforts, and we’re actively working to shift the gender imbalance in our industry by opening more doors for women in maritime careers. This report reflects our focus on steady, measurable progress, and we look forward to using it as a platform to guide our actions and hold ourselves accountable."  

Jennifer Schlueter, co-lead of the ESG Task Force and Senior Manager of Brand, Marketing and Communications added, “Through continued sustainability efforts, we have deepened engagement with our stakeholders. ESG remains a strong, recurring theme in those conversations and I’m confident that readers of this year’s report will gain a deeper understanding of how we are strengthening our sustainability platform to make a lasting impact in the years to come."  

Click?here?to view the 2024 Sustainability Report. 

[By: Sperry Marine]

Terma A/S, a global leader in surveillance radar technology has partnered with Sperry Marine, a well-recognized manufacturer and service provider of marine navigation systems, to deliver the SCANTER 4603 and SCANTER 6002 series of naval surveillance radar to Seaspan Shipyards for the upcoming Canadian Coast Guard’s Multi-Purpose Icebreaker and Polar Icebreaker Programs.

This milestone underscores the ongoing partnership between Sperry Marine and Terma A/S and the two companies’ commitment to empowering the Canadian Coast Guard with cutting-edge radar technology designed for precision situational awareness, safety, and reliability.

Terma’s SCANTER series of surveillance radar provides comprehensive surface surveillance and medium to high level air coverage. Its advanced design ensures the detection and tracking of very small targets in extreme northern environments and harsh Arctic weather conditions. The vessels being constructed at Seaspan Shipyards in Vancouver are set to play a vital role in supporting the Coast Guard’s multiple mission throughout the country, enabling search and rescue, emergency response as well as sovereignty protection. 

"We are thrilled to collaborate with both Seaspan and Sperry Marine to contribute to the production of modern, capable coast guard vessels. Terma’s SCANTER surveillance radar is engineered to meet the highest naval standards and ensure exceptional performance in challenging maritime environments," said Per Sørensen, Senior Sales Director, Naval Sales of Terma A/S.

Colin Ross, Sperry Marine’s Naval Sales Director based in Canada, states, “With over 40 years of history in supporting the Canadian Coast Guard, Sperry Marine is uniquely positioned to address the growing demand for state-of-the-art maritime surveillance and support services. This project is not just about technological advancement, but also about fostering long-term operational effectiveness and strategic collaboration. It reinforces our dedication to supporting government partners in delivering secure, innovative maritime solutions.”

As Sperry Marine continues to expand its footprint in the sector, it remains focused on delivering innovative solutions that address the evolving needs of the global maritime community. And the delivery marks a significant step in the partnership between Sperry Marine and Terma, reinforcing a shared dedication to advancing maritime technology.

[By: Swire Shipping]

Swire Shipping, a leading shipping company in the Asia-Pacific, today announced the launch of Voyage to Zero, a carbon insetting programme that enables freight customers to reduce their Scope 3 Greenhouse Gas (GHG) emissions, leveraging GHG savings from second generation biofuels used on any Swire Shipping vessel. The programme was officially launched by Fiji’s Minister of the Environment and Climate Change, Hon. Mosese Bulitavu, at a ceremony aboard the MV Apia Chief in Suva on Friday, 11 July 2025.

Carbon insetting allows companies to reduce their carbon footprint by investing in emissions reduction or carbon removal projects within their own value chain or sector. With Voyage to Zero, freight customers can purchase and claim GHG savings from second-generation biofuel voyages (through a book and claim chain of custody model), even if their cargoes are not transported on the same vessel. Emissions savings are calculated based on comparisons with reference fossil fuels on an energy equivalent basis, using independently verified data.

Jeremy Sutton, Chief Executive Officer of Swire Shipping, said, “At Swire Shipping, we are committed to supporting the maritime industry’s journey towards net zero. The launch of Voyage to Zero, and transition to biofuel, are important steps in our decarbonisation strategy that will allow us to provide greater support to customers looking to reduce their emissions. Though the Pacific Island nations contribute the least to global emissions, they face some of the gravest consequences from climate change. By introducing greener fuels in the South Pacific, we stand united with our Pacific Island partners — sharing in their vision and determination for a resilient, thriving, and sustainable future.”

In April 2025, the company announced that three of its vessels serving the South Pacific had made the switch to B24 second-generation biofuel blends. The three vessels involved are the Apia Chief and Tonga Chief on the Pacific Weekly Express (PWX) service running direct calls from Southeast Asia to Papua New Guinea, Solomon Islands, New Caledonia and Fiji, and Kokopo Chief on the East Timor (ETS) service which provides direct service every 10 days between Singapore, Dili, Darwin and Surabaya. The vessels currently bunker B24 in Singapore enroute to the South Pacific.

The Russian-appointed governor for Sevastopol in Crimea discussed plans for the development of a new commercial port and container operations as the next step in the economic development of the occupied region. The commercial port of Sevastopol has been largely closed for the past 11 years, since the Russian annexation of Crimea, and due to sanctions imposed by the European Union and Ukraine.

“It is very important for Sevastopol to have a powerful, active commercial port,” Mikhail Razvozhaev told a conference in Russia. He announced the signing of key agreements while he wrote on Telegram, “As soon as the sanctions are lifted, the port will operate at full capacity, but already, according to colleagues, there are prospects for starting work.”

In June, an agreement was signed for the reconstruction of the port with the new commercial operation to be located in Kamyshovaya Bay to the west of the city of Sevastopol. They said it will take several years to make the port fully operational and estimated an investment of approximately $25.6 million.

According to the statement, necessary port equipment has been purchased, and preparations are underway for the repair of the main facilities. Hydraulic engineering will also be required.

They said that three test voyages have already been conducted on a vessel with a capacity for 260 TEU. It was sailing between Sevastopol, Turkey, and Egypt. A fourth test voyage is planned for July.

Razvozhaev said the goal is to handle up to 2,000 TEU and 500,000 tons of general cargo in 2025. He predicted it would grow to 20,000 TEU and 1 million tons of cargo next year, with a goal to handle about 250,000 TEU annually by 2030. They aim to increase the tonnage of containerships and the volume of containers, including handling perishable goods.

“The modernization of the infrastructure in Kamyshovaya Bay is an important step towards strengthening the role of the Sevastopol seaport, a key transit hub of the Black Sea region, as well as developing the city's logistics potential, increasing its investment attractiveness in the current difficult conditions,” wrote Razvozhaev.

It is not the first time Russian officials have discussed redeveloping the Sevastopol port. The plan was first reported in 2023 when they called for a multifunctional sea terminal in Sevastopol saying it would handle transshipment of food and cargo as well as containers and refrigerated cargo. At the time, they estimated the cost of the project at around $19 million.

Ukrainian media questions the viability of the plan, highlighting the sanctions enforcement. They noted that Ukraine has sanctioned more than 50 ships for operating into Crimea and arrested several ships that later called in ports such as those on the Danube. Ukraine contends that the Russian occupiers are stealing Ukrainian grain and shipping it out of the ports in Crimea to various countries such as Egypt, Syria, Libya, and Yemen, to raise needed cash.

The Russian company that Razvozhaev said would be implementing the plan, Avia LLC, is also operating the grain terminal in Crimea and has been linked by Ukraine and others to the smuggling operations. It has been included in the sanctions against the operations and vessels involved in the export of grain from Crimea.

Russia’s Federal Agency for Maritime and River Transport and FSUE Rosmorport are also supporting the project. Razvozhaev predicts it will be an economic boost to the region as they work to strengthen Crimea. He also revealed that they are discussing the development of passenger flights into the region.

 

Top photo by George Chernilevsky of Sevastopol’s Southern Bay (public domain photo)

[By: Furuno]

Furuno proudly announces a major milestone in maritime cybersecurity: completion of compliance assessment for DNV security profile 1 to satisfy the requirements specified in IACS UR E27 established by the Norwegian classification society.

This achievement highlights Furuno’s leadership and dedication to secure and high-quality solutions as a trusted partner in today’s connected maritime world with the certification that our navigation and communication equipment is cyber-resilient and fully compliant with the latest maritime international standards.

Certified FURUNO products include:

EQUIPMENT NAME MODEL CYBER SECURITY & REMOTE MONITORING PLATFORM HermAce INMARSAT-C MOBILE EARTH STATION FELCOM18 VHF RADIOTELEPHONE FM-8900S MF/HF RADIOTELEPHONE FS-xx75 NAVTEX RECEIVER NX-900 U-AIS TRANSPONDER FA-170 MARINE RADAR FAR-15x8/FAR-2xx8/FAR-30x5 ELECTRONIC CHART DISPLAY AND INFORMATION SYSTEM FMD-3005/FMD-3100 BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM BR-500 GNSS NAVIGATOR GP-170 SATELLITE SPEED LOG GS-100 VOYAGE DATA RECORDER / SIMPLIFIED VOYAGE DATA RECORDER VR-7000/VR-7000S VOYAGE PLANNING SYSTEM PS-100 NAVIGATIONAL ECHO SOUNDER FE-800 DOPPLER SONAR DS-60 DOPPLER SPEED LOG DS-85 INTELLIGENT HUB HUB-3000 SENSOR ADAPTER MC-3000S

 

About IACS UR E26 and E27 Regulations

• IACS UR E26 “Cyber resilience of ships” focuses on the cyber resilience of ships, ensuring secure integration of IT and OT systems throughout a vessel’s lifecycle.
• IACS UR E27 “Cyber resilience of on-board systems and equipment” defines cybersecurity requirements for on-board systems and equipment individually.

Both regulations are mandatory for newly-contracted vessels on or after 1st July, 2024, and are designed to strengthen maritime cybersecurity across the industry.

South Korean shipbuilder Hanwha Ocean has reportedly won its third maintenance, repair, and overhaul (MRO) contract for a USNS support ship as the group marks one year since it was certified to bid for projects related to the U.S. Navy’s noncombatant vessels. It comes at a critical time as South Korea continues to look to provide shipbuilding and repair to the U.S. and has linked the sector to the ongoing trade talks with the Trump administration.

Korean news agency Yonhap reports that Hanwha Ocean secured an MRO contract for the USNS Charles Drew. A Lewis and Clark-class dry cargo ship, the Drew was placed into service in 2011 and is operating to support the U.S. 7th Fleet. At 41,000 tons displacement, the vessel is capable of supporting at-sea replenishment for ammunition, food, repair parts, stores, and small quantities of fuel.

The report says Charles Drew will be arriving at the Hanwha yard in Geoje, South Korea later this month and is expected to be delivered back to the Navy by the end of the year. It would mark the second repair job Hanwha Ocean conducted for this class after its first contract for the USNS Wally Schirra, which arrived at the yard in September 2024 and was redelivered to the Navy in March 2025. The work included more than 300 work items addressing hull corrosion, a full rudder replacement, and upgrades to systems. Hanwha Ocean also won an MRO for the replenishment oiler USNS Yukon.

Hanwha Ocean was the second Korean shipyard to be certified under the program following HD Hyundai, but became the first to secure contracts. The company has said it looks to expand the MRO business, while its success is reported to have drawn the interest of other Korean yards to apply for the program.

Korea’s shipbuilding industry remains optimistic that it can play a key role in supporting the U.S. and the Trump administration’s goals. Reuters quoted South Korea’s trade minister as saying that the U.S. is looking to tap Korea as a strategic partner as it works to counter China’s dominance of the shipbuilding sector. 

Shipbuilding has been reported to be a key element of the ongoing trade talks between South Korea and the United States. Last week, in an effort to pressure South Korea, Donald Trump announced that the U.S. would impose a 25 percent tariff on Korean goods as of August 1. The Korean trade minister said the U.S. is pressing his country to take more energy and agricultural imports.

Korean officials said over the weekend that progress was being made in the trade talks and predicted that an “in-principle” agreement would be possible by the August 1 deadline. Reuters reports there are discussions with U.S. officials over cooperation in key industrial sectors without naming shipbuilding or other segments.

The reports indicate that Korea is anxious to protect its car industry. Hyundai’s sales in the U.S. have grown dramatically under the prior trade deals. Reuters said South Korea earned a record $55.6 billion trade surplus with the United States in 2024. That represented a 25 percent increase, led by car exports.
 

[By: Stena Bulk]

Leading tanker shipping company Stena Bulk today confirmed that it is in the final stage of executing its plan to reflag five of its Suezmax tankers under the Swedish flag. The first vessel –Stena Sunrise – is now fully prepared for reflagging, which is scheduled to take place in Singapore at the end of July 2025.

This milestone follows the company’s original ambition to complete all preparatory steps by 30 June – a goal that has now been fulfilled. Only the final practical steps remain, to be executed during the in-port flag change of Stena Sunrise. This has been made possible thanks to the excellent and proactive cooperation with Swedish authorities, government officials, and trade unions, all of whom have worked in close partnership with Stena Bulk throughout the process.

This reflagging initiative reflects Stena Bulk’s strong commitment to strengthening the Swedish maritime sector and leveraging the improved competitiveness of Sweden as a flag state. In recent years, reforms such as the removal of stamp duty on ship registration, the development of a more competitive tonnage tax regime, and improvements to the Swedish Ship Register have provided a solid foundation for shipowners to make long-term investment decisions under the Swedish flag.

Currently, there are no Suezmax tankers registered in Sweden. By flagging five such vessels in the country, Stena Bulk will not only close this gap but also contribute to Sweden’s strategic resilience and maritime readiness in an increasingly complex geopolitical landscape.

Stena Sunrise is the first of the five Suezmaxes to transition. The remaining four vessels will follow, each at a time and location that makes sense from an operational and administrative perspective. The company will carry out each reflagging in conjunction with the vessels' commercial routing and in-port availability, ensuring smooth execution.

Throughout this initiative, Stena Bulk has placed strong emphasis on ensuring safe and efficient operations. The company has worked in close collaboration with relevant Swedish stakeholders to address crewing, compliance, and technical aspects. These efforts underline the company’s commitment to translating strategy into practical, high-standard execution.

Erik Hånell, President & CEO of Stena Bulk, commented: “We are proud to say that our ambition has been fulfilled. With Stena Sunrise set for reflagging in the coming days, we are delivering on our plan. This could not have been done without the truly constructive and forward-leaning collaboration we’ve had with the Swedish authorities, trade unions, and the government. Together, we have not only moved fast, but we’ve done so with great professionalism and shared purpose".

The presence of these vessels under the Swedish flag will contribute to the broader development of Sweden’s maritime sector, including the creation of new opportunities for Swedish seafarers, officers, and maritime professionals. It also enhances Sweden’s representation and voice in global shipping forums such as the European Union and the International Maritime Organization.

Stena Bulk remains committed to contributing to Sweden’s long-term maritime strategy and looks forward to continuing strong partnerships across the public and private sectors to ensure long-term impact and success.