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Turkey Buys Two Drillships to Expand its National E&P Fleet

 

Turkey has confirmed the purchase of two seventh generation drillships as the country moves to boost its capacity in offshore exploration. The Turkish Petroleum Corporation (TPAO) says that it has acquired the two vessels West Dorado and West Draco from the Norwegian rig owner Eldorado Drilling. The price was estimated at $490 million for both.

Seadrill ordered these two drillships for $1.1 billion back in 2013, just before the offshore downturn. However, there was no market for them at the time of their completion, and after several deferrals, Seadrill ultimately canceled the order in 2018.

Eldorado – a Norwegian venture created to buy disused drillships for charter or resale – swooped in to buy them at a steep discount in 2023-24, with marketing support from Diamond Offshore. However, the two rigs did not find charterers, and after bearing the cost of layup for a year, Eldorado decided to sell them at a loss to TPAO. It is estimated that in addition to the purchase price, TPAO will spend in excess of $75 million to reactivate each rig, given how long they have been idle.

Last week, the Turkish Minister of Energy Alparslan Bayraktar said that the first vessel would arrive in the country within the next two months. After accreditation and certification, both vessels are expected to be operational by February next year.

“With these additions, Turkey rises to the fourth position in the world in ownership of deep-sea oil and gas explorer fleet,” added Bayraktar. The new vessels will compliment Turkey’s existing fleet of four drillships, which include Fatih, Yavuz, Kanuni and Abdülhamid Han - all operating in the Black Sea. In addition, Turkey has a fleet of two seismic research vessels, Oruc Reis and Barbaros Hayreddin Pasa.

The new rigs share design features, each with a length of 228 meters and 42 meters wide. Both can drill up to 12,000 meters in the deep-sea and have capacity to accommodate 200 personnel.

Turkish maritime media reports that the two new drillships will be deployed in the Mediterranean, north of Cyprus, and in the Black Sea. Turkey has just discovered its latest substantial Black Sea gas find, the Goktepe field. 

Unfortunately, drilling in the Eastern Mediterranean may exacerbate longstanding maritime disputes with Greece and Cyprus. For decades, Greece and Turkey have been in a dispute over the delimitation of their exclusive economic zones (EEZs) in the Aegean Sea and the Eastern Mediterranean. This overlap presents a complication for the development of hydrocarbons, particularly around Greek-aligned Cyprus, where prolific gas deposits have recently been discovered. Turkey has demanded a share of this wealth for the Turkish-aligned government of Northern Cyprus, which is not internationally recognized.

Turkey has also recently strengthened its cooperation with Libya, and TPAO has secured Libyan seismic exploration rights for four areas totaling about 10,000 square kilometers. Libya’s waters have known gas reserves, including fields under production in a Libyan-Italian joint venture with oil major Eni.

Study: EU is Falling Behind on Shore Power Investments

 

Ports in Europe are facing criticism for sluggish investments in shore power infrastructures, and a majority will fail to meet a 2030 deadline set by the European Union requiring the provision of onshore power supply, according to the activist NGO Transport & Environment (T&E).

The NGO reports that only one in five required shore power connections is currently installed or contracted, an indication of slow uptake across most ports. Of Europe’s 31 biggest ports, only four have installed or contracted more than half of the connections required by 2030. This means most container ships, cruise ships and ferries continue to run on fossil fuels while docked.  

The EU has set a 2030 deadline requiring ports to provide shore power as part of the bloc’s Green Deal. The regulations apply for container, cruise, and passenger vessels above 5,000 gross tonnage. All other vessel types, such as bulk carriers and tankers, are  currently excluded from shore power obligations.

Shore power is critical in cutting down emissions of carbon dioxide and other pollutants. T&E analysis shows that ships at berth emitted 8.3 million tonnes of CO? in European ports in 2023, accounting for 6.4 percent of total European shipping emissions. Cruise ships, in particular, have been cited as the biggest emitters: they spend significantly more time at berth, and produce more than six times more port-side emissions than container ships.

In the study, T&E highlights that the ports of Algeciras in Spain and Hamburg in Germany account for over half (19 out of 34) of all installed container ship dockside power connections. The study shows that the ports of Livorno in Italy, ?winouj?cie in Poland and Valletta in Malta are the other frontrunners in shore power investments, having installed or contracted more than half of the required installations.

The worst laggards, according to the study, are the ports of Antwerp, Dublin, Gdansk and Lisbon, which have yet to invest in any electric plug-in infrastructure. 

“Ports are failing local residents and passengers by allowing unnecessary pollution from idling ships. Electric plug-in technology is available and would reduce shipping’s impact on local air pollution and the climate overnight. For shipping segments that spend a lot of time at ports like cruise ships, plugging in would be a gamechanger,” said Inesa Ulichina, T&E shipping policy officer.

The NGO is now calling on the EU to bring forward shore power requirements for cruise ships to 2028, ensure ports can earn clean energy credits when ships plug in, dedicate more EU funding for port electrification, and expand the rules to cover all ships.

EU Sanctions Operator of the Comoros and Gabon Flag Registries

 

The European Union and the UK have sanctioned a UAE-based company that operates two different flag registries used by the Russian "shadow fleet," the flags of Gabon and Comoros. Whether or not the designation affects the operations of anonymous, Russia-facing tanker operators, it shines a light on the commercial arrangements that enable Russian oil exports. 

The company, Intershipping Services LLC, is headquartered in a modern condominium tower in a suburb of Dubai. Both of the flag registries it markets are associated with sanctions evasion, and Gabon has been particularly active since the invasion of Ukraine. The Gabon registry absorbed many of the Russia-linked ships that had become a liability for other registries, including a large share of the Sovcomflot fleet. In 2024, the influx of Russian tonnage made Gabon the fastest-growing shipping register in the world. Gabon was also the flag state of the infamous Iran-linked tanker Pablo, which blew up off Malaysia in 2023. 

According to the EU, Intershipping Services LLC also operates the Comoros registry, acting through its owner's family  relationships and a subsidiary office located in Mumbai. Comoros has flagged vessels that evade G7 sanctions and transport Russian crude oil, and it is also well-known in enforcement circles. It is on the Paris MOU's black list for frequent vessel detentions, is considered "high risk" by the U.S. Coast Guard, and is one of the three most commonly-encountered flags in crew-abandonment cases, according to the ITF. Comoros also ranks high on the list of flag states for vessels linked to Iranian oil-trafficking, according to United Against a Nuclear Iran (UANI). 

Since shadow fleet vessels can be found on the Gabon and Comoros registers, the high-risk shipping practices of questionable tanker operators can too, the EU said. These practices include buying inadequate insurance, engaging in AIS manipulation, and evading safety regulations through opaque corporate structures. 

According to Allianz, the global list of shadow fleet tankers serving sanctioned states - Iran, Russia and Venezuela - now stands at about 17 percent of all global tanker tonnage. Russia has driven the explosive growth of the fleet, and now uses more than 300 less-regulated tankers to move its oil to clients in India and China. 

"They’re essentially like a tumor on the global shipping system," Elisabeth Braw, a senior fellow at the Atlantic Council, told Marketplace. 
 

Indian Navy Commissions a Mother Ship for Deep-Diving Rescue Subs

 

Last week, India’s Navy commissioned the new diving support vessel INS Nistar, strengthening its first responder role in the Indian Ocean region. The vessel is the first domestically designed and constructed DSV, a key milestone under the Self-Reliant India initiative (Atmanirbhar Bharat) implemented by Prime Minister Narendra Modi’s government.

Nistar is the first of the two DSVs being built by Hindustan Shipyard Limited (HSL). The order for the two DSVs (Nistar and Nipun) was placed in 2018 but the construction experienced delays during the Covid-19 pandemic. HSL concurrently launched the vessels in September 2022, with Nistar completing sea trials in May 2024.

One year later, with the commissioning of Nistar, India’s Navy has strengthened its capacity to respond to submarine emergencies within the Indian Ocean region. “INS Nistar is not just a technological asset but a crucial operational enabler. The vessel will provide critical submarine rescue support to the Indian Navy as well as to our regional partners. This will enable India to emerge as a preferred submarine rescue partner in the region,” said Chief of the Naval Staff Admiral Dinesh K Tripathi.

Nistar joined the Eastern Naval Command based in Visakhapatnam, which also houses India’s nuclear-powered submarines. Nistar has a length of 118 meters and a displacement of more than 10,000 tons. It has an endurance of around 60 days at sea and has capacity to undertake diving and salvage operations up to 300 meters in depth.

Nistar is also equipped with state-of-the-art diving equipment including Remotely Operated Vehicles (ROVs), Self-Propelled Hyperbaric Life Boat and Diving Compression Chambers. It is a “mother ship” for deep submergence rescue vehicles (DSRVs), used to rescue personnel from a submarine in distress.

Currently, Indian Navy operates two DSRVs, which were delivered under a $250 million contract signed in March 2016 with the UK firm JFD. The two DSRVs have been operating without an official mother ship. In 2021, India deployed the two vehicles to assist in the rescue of the Indonesian navy submarine KRI Nanggala-402, which went missing in Bali Strait during a military exercise. However, the rescue mission was called off before the DSRVs could be utilized.

Last year, South Africa signed a submarine rescue agreement with India, which will see the country benefit from the services of the Indian DSRVs in times of crisis. Singapore also has a similar agreement with India.

First Female Leader of US Naval Academy Replaced by Marine Corps Officer

 

For the first time in 180 years, a Marine Corps officer has been appointed to run the U.S. Naval Academy. 

Marine Corps Lt. Gen. Michael J. Borgschulte - a helicopter pilot who rose through the ranks to become the Marine Corps' top HR official - has been selected to replace current superintendent Vice Adm. Yvette M. Davids, a career surface warfare officer. Davids has been reassigned to the Pentagon to become the new Deputy CNO for Operations, Plans, Strategy, and Warfighting Development. By law, the Secretary of the Navy will have to request a waiver so that she can transfer to the new post. 

Though Davids has been renominated to a high-level role at the Pentagon, it is the fourth time that a "first female" leader in American maritime affairs has been removed from a prominent position by the Trump administration. She joins Commandant Adm. Linda Fagan (USCG), CNO Adm. Lisa Franchetti (USN) and USMMA superintendent Rear Adm. Joanna Nunan (USCG, ret'd.), who were all dismissed from their posts ahead of schedule this year. (Rear Adm. Ann Phillips (USN), the first female Maritime Administrator, also resigned shortly before Trump took office.)

Though Borgschulte and Davids were classmates at the U.S. Naval Academy in the late 1980s, the two appointees are markedly different in all other respects. Borgschulte played linebacker on the Academy's football team, picked the Marine Corps career option rather than the Navy, then earned his wings as an AH-1 Cobra attack helicopter pilot (his call sign was reportedly "Meat"). He served overseas during Operation Iraqi Freedom and accumulated 700 combat flight hours, followed by command of a helicopter unit in Afghanistan. He currently serves as the Marine Corps' deputy commandant for manpower and reserve affairs, responsible for all HR policy and recruitment. 

Davids went the Navy route and became a career surface warfare officer, serving tours aboard destroyer USS David R. Ray, cruiser USS Normandy, frigate USS Higgins, and destroyer USS Benfold. Her first seagoing command was the Oliver Hazard Perry-class frigate USS Curtis during Operations Enduring Freedom and Iraqi Freedom, followed by command of cruiser USS Bunker Hill and commander of the Nimitz Carrier Strike Group. She served in a variety of senior roles in D.C., including at the office of the deputy chief of naval operations for Information, Plans, and Strategy - the command that she will be nominated to run after leaving the academy. 

"Vice Adm. Davids has commanded at every level and has led with distinction in some of the most complex security environments of our time. Her strategic vision and operational depth will be an exceptional asset to the Navy and the Department of Defense," said Navy Secretary John Phelan in a statement. 

Puntland Forces Intercept Freighter Full of Turkish Weaponry

 

On Friday, Somalia’s northern state of Puntland reportedly intercepted the general cargo ship Sea World while it was en route to the Port of Mogadishu. The Comoros-flagged vessel was carrying a consignment of Turkish military equipment, allegedly destined to a military training facility operated by Turkey in Mogadishu.

The Puntland Maritime Police Force (PMPF) boarded the vessel in the Gulf of Aden and recorded video clips showing assorted military-grade weapons on board, which had labels of Turkey’s military. Some of the equipment include armored personnel carriers (APCs), mine resistant ambush protected vehicles (MRAPs) and anti-aircraft guns.

Although Puntland has not clarified the reasons behind seizing Sea World, some local media reports claim that the vessel developed mechanical issues off the coast of northern Somalia. Public tracking data indicate that Sea World was in transit from Dongguan, China.  

Sea World is now docked at the port of Bosaso as Puntland’s government conducts an investigation into the vessel’s voyage. However, the controversy surrounding interception of the vessel shows challenges facing Somalia’s maritime governance, with the federal government maintaining that it holds sole responsibility in policing territorial waters.

Sea World is a 13,000 dwt freighter built in 2005. She has an extensive and frequent history of port state control deficiencies, from fire safety and steering gear issues to documentation irregularities and electrical problems. The vessel is flagged in Comoros, a Paris MOU "Black List" flag that is considered high risk for low vessel quality; the Comoros registry's commercial operator is sanctioned in the EU for its association with the Russian "shadow fleet." Comoros is also one of the three flag states most commonly involved in crew abandonment cases, according to the ITF.

In addition, the seizure of the vessel marks heightened tension between Puntland State and Somalia’s federal government in Mogadishu. Last week, Puntland blamed the federal government for a spate of clashes in the Sanaag region. Puntland claimed that the federal government is mobilizing clan militias to attack its territory. Last year, Puntland withdrew its recognition of the federal government over disagreements on constitutional changes.

Its internal divisions and limited resources make Somalia vulnerable to maritime security breaches. Yemen’s Houthi rebels are said to have expanded cross-border collaboration with the al-Qaeda-affiliated al-Shabaab and ISIS in Somalia. In April, U.S Africa Command (AFRICOM) conducted airstrikes against a flagless vessel transporting military-grade weapons off the coast of Somalia, likely destined for al-Shabaab. This is part of an extensive campaign by the U.S in the Horn of Africa: AFRICOM has conducted at least 43 airstrikes in Somalia in 2025, primarily targeting ISIS and al-Shabaab bases.  

Tourist Vessel Capsizes in Ha Long Bay, Killing at Least 35 People

Dozens of passengers have died in the capsizing of a passenger vessel in Ha Long Bay, an area east of Haiphong which is world-famous for its towering islands.

Ha Long Bay has a thriving tourism industry, and millions of visitors come to the area every year. On Saturday, one of the many tourist boats that operate in the region - the Wonder Seas - was under way on a routine sightseeing excursion. The majority of the ticket-holders were local families from Hanoi, and about 20 passengers were children. At about 1530 hours, a sudden thunderstorm swept in with high winds and heavy rain, capsizing the vessel, according to local police. 

Video of border guards urgently rescuing passengers whose boat capsized in Ha Long Bay pic.twitter.com/StPnmZl2xA

— Adam Khâu (@AdamKhauX) July 20, 2025

Foul weather complicated the initial response, but nearly 30 vessels responded to the scene, along with a team of rescue divers. The official numbers for victims and survivors have fluctuated over the course of the ongoing response effort, a reality of a rapidly-unfolding emergency situation. As of Sunday, local Vietnamese sources reported that 35 or 37 people were confirmed dead, including at least eight children; five more individuals were still missing, and 10 people were rescued alive. 

At least two survivors had to swim out of the submerged vessel to reach the surface, indicating a rapid capsizing with limited time for passenger evacuation. One other survivor was found by divers inside an air pocket within the upturned hull. 

The vessel has been righted, dewatered and towed back to shore for examination. Search operations continue, with backing from Vietnam's military and on-scene oversight from Deputy Prime Minister Tran Hong Ha. National authorities have promised a thorough investigation of the circumstances of the casualty. 

"[Prime Minister Pham Minh Chinh] extended his heartfelt sympathies to those affected and expressed deep condolences to the families of those who lost their lives," state media outlet Vietnam News Agency said in an urgent bulletin. 

Fear, Pride or Miscalculation Could Start a War in the Pacific

 

[By Henry Yep]

Thucydides famously observed that nations go to war for reasons of fear, honor, and interest. In today’s Indo-Pacific, rational interests often dominate strategic analysis.

A US Marine Corps War College war game – distinct from a scenario recently featured in The Interpreter – suggests that fear, national honor, and miscalculation could be more decisive triggers for conflict than calculated interest. Studies likewise caution that it is reckless to assume wars only erupt by deliberate design. The War College simulation – which portrayed a fast-escalating crisis with China – revealed how easily each side’s fears and pride might spiral into an unintended war. It also underscored critical lessons about managing escalation, alliance coordination, and the fragility of national will.

In the simulation, initial moves and counter-moves were driven by mutual fear and the impulse to seize any perceived advantage. Both the United States and China felt compelled to respond forcefully to each other’s military posturing and ambiguous signals. Lacking clear diplomatic off-ramps, each side feared that any restraint would invite aggression. This cycle of insecurity led to rapid escalation – even early talk of nuclear options – illustrating how quickly a US–China clash could cross red lines and see dangerous signals misread.

The lesson is stark: without pre-planned de-escalation channels and credible crisis communication, fear can push rivals into a corner where they see escalation as the only recourse.

US allies in the region also hesitated out of fear of Chinese retaliation. Aside from a few close partners, most limited their roles to logistical support or other low-risk tasks to avoid becoming targets. This disunity sent mixed signals about allied resolve and forced Washington to shoulder an outsized burden – a dynamic that could embolden Beijing to test the coalition’s commitments. If an ally in peril sensed US hesitation, American credibility (honour) would likewise suffer. In short, when partners have inconsistent risk appetites, it creates fertile ground for misjudgment by all sides.

Status and reputation emerged as volatile factors. In the war game, certain Chinese responses were driven less by immediate military advantage and more by their symbolic value. For example, after suffering a high-profile naval loss, China retaliated in dramatic but strategically questionable fashion – a move aimed at avoiding humiliation domestically and internationally. Such symbolic escalations can be dangerously misinterpreted. What one side views as an act of honour or a necessary show of resolve, the other may see as aggressive provocation, prompting an outsized counter-response. Planners must account for the possibility that actors like China will prioritise saving face and showing resolve, even at high cost. Understanding these emotional and domestic drivers is as important as analyzing capabilities; it requires looking beyond cold calculations to the narratives and historical grievances that motivate state behavior.

Perhaps the most sobering lesson is how quickly miscalculation can take over when emotion eclipses strategy. In the war game, critical signals were consistently misread. The US team assumed that certain bold moves including a covert and deadly strike on a Chinese naval asset off South Africa’s coast – more than 10,000 kilometers from Taiwan – would deter Beijing. The China team interpreted those actions, and others, as unambiguous escalation. Caught off guard, China retaliated in ways Washington did not anticipate. Even other seemingly minor US and allied activities at sea or in the air were perceived by the China team as deliberate provocations, with each side assuming the worst of the other’s intentions. At one stage, a fragile ceasefire briefly held, only to unravel when one side attempted to exploit the pause for tactical advantage.

Efforts by outside parties to de-escalate were largely ineffective, as mutual suspicion and the fear of losing face overshadowed diplomatic appeals. This paranoia fuelled a cascade of tit-for-tat moves that neither side initially sought, yet each felt compelled to answer in kind – propelling them deeper into violence.

The simulation also showed how fragile national will can be in a high-intensity war. Cyberattacks on critical infrastructure and high casualties from initial clashes had outsized effects on morale. Leaders quickly faced pressure to either escalate further or seek a quick peace to avoid domestic backlash. On the Chinese side, the leadership felt compelled to show strength to maintain legitimacy. Misjudging one’s own or the adversary’s resolve under such stress could lead to fatal errors beyond what any war plan anticipated.

A real-world replay of these war game missteps remains a credible danger unless governments act now. Washington, Beijing, and key regional players should establish clearer crisis hotlines and pre-agreed “off-ramps” to defuse incidents before fear turns into shooting. Likewise, the United States and its allies must better align their strategies and risk thresholds through combined exercises and frank dialogue – presenting a unified front that leaves no room for Beijing to doubt their collective resolve. Red team simulations must also move beyond rehearsing military options. They must stress-test how China’s leadership might react to crises shaped not only by strategic calculations, but by nationalism, historical grievances, and fears of humiliation. Without that discipline, the Indo-Pacific risks stumbling into a conflict that no side truly intends – one driven less by strategy than by misperception, pride, and mounting pressure.

The views expressed in this article are those of the author and do not reflect the official position of the US Department of Defense or the US Government.

Henry Yep is a China specialist with 19 years of experience at the Defense Intelligence Agency (DIA). In June 2025, he began serving as a branch chief in DIA’s China Mission Group (CMG), where he leads a team of civilian analysts, military officers, and contractors. Prior to this role, he was a deputy defense intelligence officer for China, responsible for orchestrating DIA support to the Secretary of Defense on China-related initiatives, engaging foreign partners and academia, contributing to wargames, and serving as a key node across the intelligence community.

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

Chevron Completes Hess Acquisition, Including Offshore Guyana Stake

Despite objections from ExxonMobil, Chevron has completed its planned acquisition of privately-held rival Hess, including a 30 percent stake in Exxon's lucrative Stabroek Block developments off Guyana. 

Exxon attempted to block the Hess acquisition by filing an arbitration case through the International Chamber of Commerce. Hess's contract for the ownership of the Stabroek Block lease included a clause providing right of first refusal to Exxon in the event of a sale of Hess' stake; Exxon insisted that this clause applied in the event of the sale of Hess itself. Chevron disagreed, and acrgued

On Friday morning, Exxon lost its arbitral case, and Chevron completed the process of closing on the acquisition of Hess within four hours of the arbitration panel's announcement. Chevron CEO Mike Wirth celebrated the win, thanking the arbitral panel for recognizing the "longstanding practice and understanding that asset-level rights of first refusal do not apply in parent company merger and acquisition transactions."

Exxon has accepted the reality that - despite its objections - Chevron is its new business partner in the Stabroek Block project. "We disagree with the ICC panel’s interpretation but respect the arbitration and dispute resolution process," Exxon said in a statement. "We welcome Chevron to the venture and look forward to continued industry-leading performance and value creation in Guyana."

The Stabroek Block is one of the world's most promising offshore finds, and is a powerhouse behind Exxon's profit margins. The IEA predicts that it will singlehandedly produce one percent of the world's oil in future years. Even with the high cost of offshore operations, the first four Stabroek FPSOs will produce oil at a breakeven cost of less than $35 per barrel, according to independent estimates - meaning that even in an era of low oil prices, the projects will still be profitable. 

Ferry Fire Kills At Least Three off Sulawesi

 

On Sunday, a major fire broke out aboard a ferry off the coast of Sulawesi, forcing the passengers and crew to abandon ship into the water. 

At about 1200-1300 hours, a blaze broke out in the upper decks of the ferry Barcelona V as it transited off the coast of Talisei Island, en route to Manado City on the far northeastern tip of Sulawesi. The passengers evacuated onto the weather decks as the fire spread through the interior, then - as the flames approached - abandoned ship over the side. Video from the scene shows the vessel's liferafts still in their cradles and hundreds of people in the water. 

TRAGEDI LAUT SULUT?? KM BARCELONA 5 TERBAKAR, 3 PENUMPANG MENINGGAL

MINAHASA UTARA – Kapal penumpang KM Barcelona 5 yang tengah berlayar dari Talaud menuju Manado terbakar hebat saat melintasi perairan Gangga, Kabupaten Minahasa Utara, Sulawesi Utara, Sabtu (19/7/2025) siang.… pic.twitter.com/Xbx4IpcmJQ

— Khatulistiwa Indonesia (@Meta80ki) July 20, 2025

The Indonesian Navy, Maritime Security Agency (Baklama), good Samaritan vessels and local SAR assets responded to the scene. 280 passengers were rescued by first responders, the commander of a nearby naval station told Antara. Three of those individuals died during the abandon-ship process. One of the deceased was a pregnant woman, according to the Manado Search and Rescue office. 

The fire burned through the vessel's topsides and was extinguished later that day. Rescuers are searching the wreckage of the ship to see if there are any remains of further personnel.

Sebuah kapal motor penumpang KMP Barcelona 5 hari ini dikabarkan terbakar hebat di perairan salise Sulawesi Utara kab Tojo Una una.ratusan korban terjun kelaut untuk menyelamatkan diri. #kapalterbakar #kmpbarcelona #kapalkebakarandisulawesi pic.twitter.com/s0MZ3E47CD

— mahkota99 (@tentaralangit99) July 20, 2025

 

DARURAT DI LAUT TALISE, TNI AL EVAKUASI KM BARCELONA VA DARI AMUKAN API

Jalesveva Jayamahe,
Jakarta, 20 Juli 2025 - - - Gerak cepat Prajurit TNI AL bantu evakuasi insiden kebakaran yang menimpa Kapal Motor (KM) Barcelona VA di perairan Talise, Minggu siang. (20/7).

Adapun… pic.twitter.com/9aDVaJlSKe

— Radio Elshinta (@RadioElshinta) July 20, 2025

 

Breaking!
Kapal Barcelona 5 Terbakar di Perairan Talise, Penumpang Panik & Lompat ke Laut (20/7/2025)
????Kabupaten Minahasa Utara

????: Detik-detik Sejumlah penumpang melompat ke laut karena panik melihat kapal terbakar, Satu Penumpang Ibu Hamil Dilaporkan Tewas pic.twitter.com/eL7LCxbSuM

— Miss Tweet | (@Heraloebss) July 20, 2025

 

Ferry casualties are not uncommon in Indonesia, where the population relies heavily on passenger vessels for transportation among the archipelagic nation's countless islands. A large domestic fleet and less stringent safety standards combine to create elevated numbers of incidents. Earlier this month, a local ferry went down off Bali in rough weather, claiming 16 lives. 

Peter Brennan Ports & Waterways New Department Manager at Urban Engineers

[By: Urban Engineers]

As a vital part of our communities, Urban Engineers, Inc.’s (Urban) skilled Ports and Waterways team effectively meets maritime infrastructure needs and conducts assessments and inspections of waterfront structures. As the department’s growth continues, Urban is pleased to announce the promotion of Peter Brennan, PE, LEED AP, to the position of Ports and Waterways Department Manager.

In this role, Mr. Brennan will oversee marine engineering initiatives, guiding strategy, overseeing project execution, and enhancing client service to support critical infrastructure along the nation’s waterways. As a seasoned Marine and Structural Design Engineer with over 18 years of experience, Mr. Brennan has a strong background in designing waterfront infrastructure with a specific knowledge of reinforced concrete structures, with a specialized focus on retaining walls, deep foundation systems, and the rehabilitation of marine facilities. Mr. Brennan has managed multiple large-scale pier rehabilitation projects, serving as the client’s technical representative. He has contributed to all phases of engineering design and review, from conceptual planning to final review.

Major projects Mr. Brennan has been involved in include rehabilitating PSA Penn Terminals'  1,200-foot- long wharf along the Delaware River in Eddystone, PA, and managing a large-scale marine-to-rail bulk material handling expansion project for a private client in North Carolina. Mr. Brennan is also leading teams on the Fairmount Water Works' $7.5 million Floating Water Workshop and the $6 million transformative FloatLab Project on Philadelphia’s Schuylkill River.

“I’m excited to step into the role of Department Manager,” Brennan expressed. “I look forward to not only strengthening our existing client relationships but exploring innovative ways to expand our services. Together, as a team, we can enhance our offerings and ensure our clients receive the best solutions tailored to their needs.”

“Peter’s experience and knowledge establish him as the ideal person to lead the Ports and Waterways Department,” said Urban’s Director of Integrated Engineering Services, Angelo Waters, PE, LEED AP. “We are thrilled to be able to grow the Department and continue to provide high-quality services to our clients.”

“Peter consistently demonstrates the strong leadership and technical expertise needed to understand and anticipate our clients’ needs,” Waters said. “His dedication will be instrumental as we grow our infrastructure portfolio in this sector, and I’m confident the Department will reach new heights under his leadership.”

Peter Brennan Ports & Waterways New Department Manager at Urban Engineers

[By: Urban Engineers]

As a vital part of our communities, Urban Engineers, Inc.’s (Urban) skilled Ports and Waterways team effectively meets maritime infrastructure needs and conducts assessments and inspections of waterfront structures. As the department’s growth continues, Urban is pleased to announce the promotion of Peter Brennan, PE, LEED AP, to the position of Ports and Waterways Department Manager.

In this role, Mr. Brennan will oversee marine engineering initiatives, guiding strategy, overseeing project execution, and enhancing client service to support critical infrastructure along the nation’s waterways. As a seasoned Marine and Structural Design Engineer with over 18 years of experience, Mr. Brennan has a strong background in designing waterfront infrastructure with a specific knowledge of reinforced concrete structures, with a specialized focus on retaining walls, deep foundation systems, and the rehabilitation of marine facilities. Mr. Brennan has managed multiple large-scale pier rehabilitation projects, serving as the client’s technical representative. He has contributed to all phases of engineering design and review, from conceptual planning to final review.

Major projects Mr. Brennan has been involved in include rehabilitating PSA Penn Terminals'  1,200-foot- long wharf along the Delaware River in Eddystone, PA, and managing a large-scale marine-to-rail bulk material handling expansion project for a private client in North Carolina. Mr. Brennan is also leading teams on the Fairmount Water Works' $7.5 million Floating Water Workshop and the $6 million transformative FloatLab Project on Philadelphia’s Schuylkill River.

“I’m excited to step into the role of Department Manager,” Brennan expressed. “I look forward to not only strengthening our existing client relationships but exploring innovative ways to expand our services. Together, as a team, we can enhance our offerings and ensure our clients receive the best solutions tailored to their needs.”

“Peter’s experience and knowledge establish him as the ideal person to lead the Ports and Waterways Department,” said Urban’s Director of Integrated Engineering Services, Angelo Waters, PE, LEED AP. “We are thrilled to be able to grow the Department and continue to provide high-quality services to our clients.”

“Peter consistently demonstrates the strong leadership and technical expertise needed to understand and anticipate our clients’ needs,” Waters said. “His dedication will be instrumental as we grow our infrastructure portfolio in this sector, and I’m confident the Department will reach new heights under his leadership.”

ClassNK Launches ‘ClassNK Fleet Cost Simulation’ Service

[By: ClassNK]

ClassNK has launched a new service, ‘ClassNK Fleet Cost Simulation’, as part of its ‘ClassNK Transition Support Services’, which aims to facilitate the maritime industry’s transition to decarbonized fuels. This new service estimates the cost impact of GHG emission reduction regulations including IMO's mid-term measures, EU-ETS, and FuelEU Maritime on behalf of clients.
 
This service provides the ‘ClassNK Fleet Cost Calculator’, a calculation tool that simulates future cost fluctuations due to fuel conversion, along with a ‘Cost Estimation Report’ that summarizes the total cost outlook for the entire fleet through graphs and tables. This service significantly reduces workload for cost estimation and documentation, enabling clients to obtain reliable cost data for use in business planning

The ‘ClassNK Fleet Cost Simulation’ service includes the following two offerings:

  • ClassNK Fleet Cost Calculator (Excel format)
    1. Covers three major environmental regulations: IMO GHG Fuel Intensity (GFI), EU-ETS, and FuelEU Maritime. (Updates will be provided to reflect regulatory changes. *1)
    2. Allows flexible customization of assumptions, including not only ship prices and fuel prices but also vessel replacement timing, fuel efficiency improvement rates, GHG emission factors, etc.


(ClassNK Fleet Cost Calculator - Sample screens)

  • Cost Estimation Report (PowerPoint format)
    1. Provides a report summarizing cost projections up to 2050 in graphs and tables, based on actual fuel consumption data.
    2. Comprehensively reflects cost factors that affect business including shipbuilding, fuel, and regulatory compliance.
    3. Delivered in PowerPoint format, ready for direct use in internal presentations and reporting for management.
    4. [Additional Service] Upon request, we offer an advanced version of the report, which simulates and analyzes the timing and effects of fuel conversion for cost optimization.


(Cost Estimation Report - Sample pages)

ClassNK will continue to comprehensively support our clients' decarbonization efforts through further enhancements to the ‘ClassNK Transition Support Service.’

Details of the ‘ClassNK Fleet Cost Simulation’ are available on the following page of our website: Home > Information Services > ClassNK Transition Support Services: https://www.classnk.or.jp/hp/en/info_service/ghg/

Pace of Digitalization in Maritime Industry Is Now Moving at a Rapid Rate

[By: Inmarsat Maritime]

The pace of digitalisation in the maritime industry is now moving at a rapid rate, driven by an ever-increasing demand for data.

Stay ahead of the curve with NexusWave and get the essential high-speed connectivity, unlimited data, global coverage, and ‘secure by design’ infrastructure you need to support new technologies, AI adoption, data analytics, crew attraction and retention and more.

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  • Optimise your voyage and cargo operations
  • Utilise real-time data exchange to manage remote maintenance, dry docking, and more 

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  • Keep your crew connected and happy with a home-like experience onboard 

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  • With unlimited data, you can flexibly stream, browse and use all your business applications. No more constant monitoring and restricting access. No more worrying about exceeding your data allowance or incurring any extra charges. 

Future-ready technology

  • Ready to meet evolving demands for data, technology and applications used onboard. Be prepared for tomorrow’s bandwidth needs – today, with an upgrade path to the ViaSat-3 satellite network.

Test of Onboard Carbon Capture on HMM Feeder Proves System Feasibility

 

A year of testing has proven the effectiveness and commercialization potential of onboard carbon capture and storage systems (OCCS), reports Samsung Heavy Industries. In partnership with HMM, Panasia, and the Korean Register of Shipping, they have been conducting tests aboard an HMM feeder vessel operating in Asia.

Samsung Heavy Industries installed an amine absorption-based capture system aboard the HMM Mongla. The vessel, which was built in 2014 and acquired by HMM in 2023, is a 25,000-dwt feeder with a capacity for 2,200 TEU. Measuring 186 meters (610 feet), the vessel was built in China with conventional propulsion and retrofitted with the OCCS system. It operates a feeder loop calling at Ningbo and Shanghai in China, Chattogram in Bangladesh, Port Klang in Malaysia, and Singapore.

According to Samsung, the demonstration attempted to produce results that could verify the effectiveness and commercial potential of the system. In January of this year and again in May, they were able to offload liquified CO2 with a purity of over 99.9 percent. It was used as a raw material for the process of making eco-friendly methanol that could be used as marine fuel. They report it demonstrated a meaningful case of carbon utilization beyond underground storage of the liquified CO2.

“OCCS will play an important role in the net-zero of ships in the future as it is used as an energy source to produce eco-friendly fuel,” said Lee Dong-yeon, Vice President and Director of Samsung Heavy Industries Shipbuilding & Marine Research Institute. “We will work to ensure that the shipbuilding, shipping, and equipment industries can take the lead in the OCCS market through collaboration.”

Panasia, a Korea-based marine parts manufacturer, worked with HMM in the first phase of the program, starting in late 2022, to conduct a feasibility study along with an economic analysis and risk assessment, and explore the handling process for captured CO2. Panasia and Samsung Heavy Industries also provided engineering support for the test.

It is the latest in a series of projects testing the application of onboard carbon capture. Once thought to be a less likely option for vessels, it has shown potential as a means to address the challenges for the industry. It can also be used, as in this case, for retrofitting to extend the commercial life of in-service vessels.

Samsung highlights that the industry is raising the opinion that in order to promote the commercialization of OCCS, it is urgent to establish related laws and systems. It notes the need to develop infrastructure, such as building on-shore systems for processing the CO2, and the rules governing the implementation of the systems on ships.
 

Matson Suspends Shipping EVs Citing Hazards of Lithium-ion Batteries

 

Matson surprised customers this week with an announcement that, effective immediately, it would suspend transporting battery-powered electric or plug-in hybrid electric vehicles due to the hazardous material classification of their lithium-ion batteries. The ability to ship cars between the mainland of the United States, Hawaii, Guam, and Alaska was an important service both for individuals and car dealers.

In a letter sent to customers, the company writes, “Due to increasing concern for the safety of transporting vehicles powered by large lithium-ion batteries, Matson is suspending acceptance of used or new electric vehicles (EVs) and plug-in hybrid vehicles for transport aboard its vessels. Effective immediately, we have ceased accepting new bookings for these shipments to/from all trades.”

The Hawaii Electric Vehicle Association reports there are currently more than 37,000 electric vehicles registered in the state. No figures were reported for Guam, but dealers who spoke with the local media said they regretted the decision, highlighting that EVs are well-suited for driving on the island.

Matson had reported in the past that it had developed a collaborative team approach to tackle the complexities of carrying lithium batteries. It established an Electric Vehicle Safe Carriage Working Group, and said it was participating in external working groups on electric vehicles and lithium batteries. 
 
Shoreside, it said, Lithium Battery Handling Procedure included a review process and a used battery shipment checklist, while for vessels, it developed procedures on how to fight lithium fires and how to prevent them from occurring. This included proper stowage, the use of new tools like thermal imaging cameras to see temperature spikes, and the deployment of the Viking HydroPen, a firefighting tool that replaces the traditional water mist lance and is designed to drill into containers and extinguish fires.

In the letter to customers, it writes, “Matson continues to support industry efforts to develop comprehensive standards and procedures to address fire risk posed by lithium-ion batteries at sea and plans to resume acceptance of them when appropriate safety solutions that meet our requirements can be implemented.”

Reports are citing the recent fire aboard the Morning Midas off the Aleutians and the loss of the vessel, which was carrying EVs and hybrids. It was at least the third major casualty that was linked to EV fires after the fire aboard the Fremantle Highway in 2023 and the loss of the Felicity Ace in 2022. The industry has worked to develop new standards for the transport of EVs and lithium-ion batteries, but in Matson’s case, it has the added danger of container fires because it transports cars placed into boxes, limiting the ability to monitor the vehicles versus car carriers, where they are loaded in large garage-type spaces.

Matson continues to transport conventional cars. It offers the service both trans-ocean and also moves the containers interisland in Hawaii as part of its barge service.


 

China Pushes the Envelope, Rolling Out 17MW Floating Wind Turbine


China’s offshore wind industry continues to push the limits for offshore wind turbines, looking to increase the capacity and durability of its units. In the latest development, it reports completing the development of a prototype, which is the world’s largest direct-drive floating offshore wind turbine.

Developed by China Huaneng Group in partnership with Dongfang Electric, the unit is rated for 17 MW and is being reported as having the highest single-unit capacity and largest rotor diameter. The first prototype was unveiled on July 10. It is being prepared for the next steps, which include demonstration and verification in the waters of Guangdong.

The turbine features an impeller diameter of 262 meters (approximately 860 feet). The rotor sweep area is 53,000 square meters, which they report is equivalent to 7.5 standard football fields. The hub stands about 152 meters (nearly 500 feet) above the water. According to the companies, once operational, the unit will provide 68 million kWh per year, equivalent to the power needed for 40,000 homes.

The design process had to overcome multiple challenges and develop a unit that is strong enough to sustain heavy conditions. They report developing a unique low-speed permanent magnet direct-drive motor to achieve both high capacity and reliability. All the key components, including the large-diameter main shaft bearings, blades, generators, converts, and transformers, were domestically produced.

The unit is reported to be able to withstand ultra-high waves over 24 meters (nearly 80 feet). It can also resist super typhoon conditions up to level 17 (winds of approximately 125 to 135 mph).

The development of floating turbines is critical for China’s continued advancement. It already reportedly has over 40 GW of offshore wind power feeding into its grid. Recently, it reported starting operation of its furthest at sea wind farm located more than 50 miles from shore. The field, which consists of 98 turbines and three substations, will provide 800 MW for operator China Three Gorges Corporation.

Dongfang highlights that it has been in the wind turbine business for 20 years developed both models for onshore and offshore. Its commercial offshore line is currently between 4.5 to 13 MW, with the largest unit commercially introduced in 2022. 

The company also recently announced it had begun testing a massive 26 MW unit. It has a hub height of 185 meters (606 feet) and is nearly a third larger than the installed record holder of 18 MW. The turbine blades are approximately 150 meters (nearly 500 feet in length). 

As China continues to “push the envelope” for turbine capacity, Sany Renewable Energy reported that it has developed a test rig for turbines of up to 35 MW. A new entrant into the offshore sector, it won its first orders this spring to expand from onshore installations and reports it has already tested its 15 MW units. The company is also moving into the international market, reporting in November 2024, it had signed wind turbine sales contracts totaling 1,324 MW with three subsidiaries of India’s JSW Group, along with an additional 300 MW contract with the Indian subsidiary of Sembcorp Industries.
 

New Zealand Forces Coordinate with Tanker for Challenging Nighttime Rescue

Maritime New Zealand is recounting the details of a high-seas nighttime rescue. The operation was successful due to the coordination of the Rescue Coordination Center along with the New Zealand Defence Force and a Good Samaritan commercial tanker.

The incident began on the afternoon of July 17, when at around 2:30 p.m. local time the center received a Mayday call from a small private vessel it described as a launch. Three people were aboard sailing from New Zealand to Tonga. They were approximately 350 nautical miles northeast of New Zealand, south of the Kermadec Islands, in a remote location far from assistance. 

The people reported their vessel had experienced problems in this remote location, and they were planning on abandoning ship. They took life jackets and other essential equipment and entered a life raft. They activated an emergency beacon (EPIRB), and the center was able to determine a location.

 Search and Rescue Officer at RCCNZ, Taylor Monaghan, says this was a high-stakes search and rescue operation.

“After getting their emergency position-indicating radio beacon (EPIRB) coordinates following its activation, it was clear they were a long way from help,” said Monaghan.

The Maritime Operations Center issued a call for assistance for any vessel within a 200 nautical mile radius, and the only response was from a tanker. The vessel accepted the request to help and began re-routing to the location of the distress signal.

The Maritime Center also requested the assistance of New Zealand Defense, which dispatched its P-8 reconnaissance airplane. Six hours after the initial request for assistance, the P8 arrived on screen and was able to locate the raft. It monitored the raft and coordinated with the tanker to direct it to the location of the raft.

“This was done at night, in trying conditions as well,” explains Monaghan.

The crew of the tanker had also developed a rescue plan for how to get the individuals aboard. 

“Getting onboard a large vessel on the open ocean from a life raft is not an easy task,” says Monaghan. “The tanker needed to use multiple ladders to have enough length to reach the life raft, as well carefully maneuvering alongside the much smaller life raft.”

At about 11:00 pm New Zealand time, RCCNZ was notified that the crew had successfully been picked up by the merchant ship.

“I am immensely proud of the work of the search and rescue officers involved, as well as the crews of the NZDF P8 and the merchant oil tanker,” said RCCNZ General Manager, Justin Allan. “This was a complex rescue, and very good result to get the three safely off the life raft and onto the merchant vessel.” 
 

Port of Barcelona Reduces Cruise Terminals to Limit Overtourism

 

The city of Barcelona is taking action to address the growing complaints of overcrowding and overtourism that critics say is linked to the cruise ships. The city, which claims to be the largest cruise port in Europe unveiling plans to redevelop its seaport, a move intended to increase the sustainability of the port while also reducing the number of tourists arriving at the popular destination.

After recording a 20 percent increase in the number of cruise ship passengers between 2018 and 2024, Barcelona now wants to put a limit on the growth of cruise tourism. The city recorded 3.65 million passengers last year, and reports a 21 percent increase in calls and a 20 percent increase in passengers to 1.2 million in the first five months of 2025.

Barcelona Mayor Jaume Collboni, a member of the Catalan Socialist party and who has openly been pushing for limiting cruise ship overtourism, including proposing the raising of tourist tax for passengers, is spearheading the push for the redevelopment of the terminals. This comes after the Barcelona City Council and the Port of Barcelona signed a new agreement designed to reduce the number of cruise ship terminals from seven to five by 2030. The net effect will be reducing Barcelona's maximum cruise capacity by 16 percent from 37,000 to 31,000 passengers per day.

“For the first time in history, a limit is being placed on the growth of cruises in the city,” said Collboni, who went ahead to express gratitude to the Port of Barcelona for “its effort in understanding and empathy” in recognizing that the growth of cruise ship tourism cannot be infinite and needed to be reduced. “The current management of tourism involves setting limits and managing better.”

Following the signing of the agreement, a total of €185 million ($215 million) will be invested in undertaking an overhaul of cruise terminals at the port and investment in other infrastructural projects whose ultimate goal is to reorganize cruise activity to make it more sustainable.

The hallmark of the agreement involves reducing the number of cruise terminals from seven to five by demolishing current terminals A, B, and C at the Adossat wharf, and building a new terminal on the site of terminal C. The new terminal will be Barcelona’s only public cruise terminal with a capacity to serve 7,000 passengers and will prioritize home port cruises and small vessels. The port will have five cruise terminals, four of which will be privately owned and one of which will be public.

Apart from the terminals, the Port of Barcelona will also invest €50 million ($58 million) to fully overhaul the 610-metre-long section of wharf that currently houses terminals A and B. Barcelona highlights that the three terminals which will be demolished were nearing the end of their useful life and that its critical to build new facilities that are better suited to the current requirements of the cruise industry.  

The wharf overhaul will facilitate the installation of the onshore power supply systems to enable cruise ships to plug in to the electrical grid while at berth, ultimately cutting down on emissions. Barcelona has been cited as one of Europe’s biggest ports that has been slow in onshore power investments, something that could see the port fail to meet the European Union’s 2030 deadline for shore power provision.

Work on the projects is expected to commence next year and is slated for completion in 2030 when Terminal C will be fully operational.

“The signed protocol culminates the modernization plan for the Adossat Wharf, which began a few years ago with the goal of upgrading port infrastructure and strengthening the competitiveness of the Port of Barcelona,” said José Alberto Carbonell, Port of Barcelona President.

Despite the cruise industry being one of the key economic sectors in Barcelona, generating €1 billion ($1.1 billion) annually and contributing €562 million ($653 million) directly to Catalonia's gross domestic product, the city contends that a more orderly and efficient maritime tourism model is necessary to make the sector sustainable. The city will also seek to encourage cruise passengers to extend their stay onshore.
 

Fincantieri Brings Together Thought Leaders to Discuss US Shipbuilding

[By Fincantieri]

Fincantieri, the global leader in high-complexity shipbuilding, hosted “FULL SPEED AHEAD: The U.S. Shipbuilding Renaissance” yesterday in Washington, D.C., bringing together senior voices from government, industry, and the national security community to examine the strategic future of American maritime power.

The event opened with remarks from George Moutafis, newly appointed CEO of Fincantieri Marine Group (FMG), and Jan Allman, CEO of Fincantieri Marinette Marine, who reaffirmed the company’s long-term commitment to the United States through its unique “System of Shipyards” across Wisconsin. This advanced industrial network—operating in Marinette, Sturgeon Bay, Green Bay and Florida —employs more than 3,000 people and stands as a cornerstone of Midwest manufacturing resurgence.

Moderated by Vice Adm. Rick Hunt, President of FMM, the expert panel featured Dr. Cynthia Cooke (Center for Strategic and International Studies), Hon. Russell Rumbaugh (Atlantic Council), and Dr. Stacie Pettyjohn (Center for a New American Security). The discussion focused on the evolving defense-industrial landscape and how the U.S. can rebuild a resilient, sovereign shipbuilding base.

Closing the event, Pierroberto Folgiero, CEO and Managing Director of Fincantieri, stated: “This is a defining moment for American shipbuilding—and Fincantieri is here to stay. We are not just investing in infrastructure; we are investing in the future of maritime security, industrial innovation, and the skilled workforce that powers it. With a new management team leading our U.S. operations, we are accelerating our commitment to deliver next-generation capabilities in full alignment with U.S. strategic priorities.”

Looking ahead, Fincantieri is focused on strengthening every dimension of its U.S. presence. The company is accelerating the integration of artificial intelligence and advanced robotics across its operations, transforming production processes to deliver mission-driven platforms with greater efficiency and reliability. By digitalizing its shipyards and leveraging data-driven solutions, Fincantieri is setting new standards in industrial performance.

With more than $800 million invested in U.S. facilities and over 900 suppliers across 43 states, Fincantieri brings to the table a proven industrial model, a resilient supply chain, and an experienced workforce of over 3,000 employees in Wisconsin. Leveraging its global expertise and advanced capabilities, Fincantieri stands ready to support the United States in strengthening its shipbuilding industrial base—through innovation, execution excellence, and long-term strategic partnership.

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