A Chinese niche carrier that popped up in the Mideast market last year has reportedly added a container service from China to Europe via the Northern Sea Route - the Russian-controlled waterway north of Siberia. 

Sea Legend Shipping is a Chinese-controlled, Singapore-based line that emerged during the most intense phase of the Houthi blockade of the Red Sea. With escort support from China's PLA Navy, Sea Legend provided a rare container-shipping option for cargo from the Far East to regional ports in and around the Red Sea. The company advertised its hardening measures, including security guards, razor wire and steel shutters, and it emphasized that it operated Chinese-flagged ships. (The Houthis have pledged not to attack vessels linked to Russia or China.) An executive with the firm told Chinese media that as of January 2024, it was the only liner company operating weekly services to Red Sea regional ports. 

The Houthi blockade remains a serious problem, but Sea Legend is now ready to strike out on another bold venture: a service through the icy Northern Sea Route (NSR). Beginning this September, Sea Legend will start a new Arctic route that directly connects China with Northern Europe, delivering cargo from east to west in just 18 days. The current standard via the Cape of Good Hope route is about 30-50 days, according to Freightos, meaning that Sea Legend's route could realistically cut delivery times in half. For shippers, this is Sea Legend's main business proposition: faster  shipping times mean a faster and more responsive supply chain, making it easier to hit delivery deadlines, cut inventory costs and change product lineups. High-value, high-tech cargoes are high on the list of target markets, the company said. 

The time window for an NSR route is narrow; though Arctic warming has increased the amount of ice-free transit time each season, the route's suitability for general commercial use is seasonally limited, at least for now. The company plans only one voyage this year, according to Chinese outlet eWorldShip, and it has apparently booked up quickly. 

The Northern Sea Route's commercial development is a top priority for Russian President Vladimir Putin, who has assigned responsibility for its expansion to state nuclear agency Rosatomflot (operator of Russia's nuclear-powered icebreakers). Sino-Russian cooperation is a major driver of economic development on the route, both for shipping and for resource extraction. Chinese firms are key backers for the region's biggest projects, like Arctic LNG 2, the sanctioned liquefaction terminal on the Gulf of Ob. 
 

 

American shipbuilding is one of five strategic industrial sectors that stand to benefit from a massive foreign investment pledge from Japan. 

During the White House's tariff negotiations with the Japanese government over the last several months, Commerce Secretary Howard Lutnick proposed creating a multibillion-dollar Japanese investment package that would be directed by President Donald Trump. In exchange for the pledge and a loosening of Japan's limits on American imports, the U.S. would lower its tariffs on Japanese goods and cars. 

After Trump's review, the final agreed figure for the fund comes to $550 billion, with the U.S. government retaining 90 percent of the profits from the investments. If actualized, it would be the largest foreign investment in world history. It is also an unprecedented allocation of foreign resources for personal control by a U.S. president.

Trump's list of top industries for focused Japanese investment includes LNG, grid modernization, semiconductors, critical minerals production, pharmaceuticals, and commercial and defense shipbuilding - including both new yards and modernization of existing sites. Rumors of a possible joint Japanese-American shipyard investment fund have swirled for months, and the pledge would be more than enough to fully capitalize it (dwarfing Japan's $7 billion investment plan for reviving its own domestic shipbuilding industry).

The LNG component likely refers to the possibility of Japanese investment in the Alaska LNG pipeline and terminal project, a $44 billion undertaking that has been in planning for four decades. Trump announced earlier this week that Japan is “forming a joint venture with us in Alaska for the LNG."

The White House did not provide a timeline for the Japanese investments, nor a breakdown of the form of the funding. Treasury Secretary Scott Bessent told Bloomberg that the topline figure includes a combination of equity, loan guarantees and lending. Financial analysts suggest that a large share of the total would need to come from Japanese private-sector investment, which would ultimately be influenced by market factors outside of the control of either government; follow-through is not guaranteed. 

"Investment in the United States is ultimately a decision for Japanese companies to make, and the $550 billion figure is merely a government target," said economist Takahide Kiuchi of Nomura Research Institute in a client note. The pledge, he said, is "little more than a verbal commitment."

Japan's government may feel pressure if it does not follow the White House's directions. Bessent told Fox that "if the president is unhappy" at any point, the tariff rate could be raised back to 25 percent again. 

Top image: Tomincal / CC BY SA 3.0

 

"My role is to continue the legacy started by my great-great-grandfather, Charles J. Colonna, in 1875," says Randall Crutchfield, Chairman & CEO of Colonna's Shipyard. "That means doing the right thing, investing for the long term and ensuring that this company is around for many more generations to come."

It's a big responsibility, but Crutchfield embraces it. His sense of stewardship is strong. He feels an obligation not just to his forebears but to his employees and their families, many of whom have been with the company for generations.

He has big shoes to fill, having taken the helm in January 2024 following the retirement of long-time CEO Tom Godfrey and the passing of his grandfather, Willoughby Warren ("Bill") Colonna. He credits his grandfather with being the visionary, who made the investments that transformed the company into more than just a shipyard, and Godfrey with being the perfect complement in making it happen.

Crutchfield has his own #2 in Jordan Webb, who functions as President & General Manager and assumed his new position the same day Crutchfield did.

150 years is a long time in anyone's book, and Colonna's is in fact the oldest continuously owned and operated family shipyard in the U.S. And while it may not be a household name, it's the kind of blue collar, nose-to-the-grindstone family business that's been the backbone of America from the very beginning.

There were ups and downs along the way, of course. Two world wars, the Great Depression, a bankruptcy filing. There's even a book about it, The History of Colonna's Shipyard and Its People, written by Crutchfield's grandfather, that traces the family lineage back to 1609 in Virginia and before that to England and a small town in Italy.

Through it all – the good and the bad – the company persevered, remained true to its values, kept its promises and emerged stronger than ever.

MORE THAN A SHIPYARD

What started as a single marine railway powered by horses is now a multifaceted company with a number of related businesses, all centered on blue-collar craftsmanship. The heart of the operation remains the shipyard in Norfolk, a sprawling 120-acre complex with room to grow and housing three drydocks, a 1,000-metric-ton Travelift, a marine railway (not the original, but one dating back to 1891), more than 100,000 square feet of heavy industrial shop space with cranes and perhaps the largest layout area on the East Coast.

Its legacy business is ship repair, and – given its strategic location at the center of the Tidewater Virginia's military/industrial complex – there's no shortage of both commercial and government customers. On the commercial side, there's the Chesapeake Bay fishing fleet, harbor and offshore tugs, dredgers, barges and ferries. Customers include well-known names like McAllister and Moran Towing, Norfolk Dock and Great Lakes Dredge & Dock.

On the government side, there's the military – the U.S. Coast Guard, Navy, Army and Army Corps of Engineers. "A lot of people don't know this," notes Crutchfield, "but the U.S. Army has more vessels than the Navy does." Then there's what Crutchfield calls the "quasi-government" side, not Department of Defense but government agencies like NOAA and the Virginia Department of Transportation: "Basically, we're a jack-of-all-trades. Whoever comes knocking, we answer the door."

The business is traditionally divided roughly 50-50 between the government and commercial sectors. Right now, it's running more like 60 percent government and 40 percent commercial.

Supplementing the bread-and-butter ship repair business are three other operations – all located on the Norfolk campus. The first is Steel America, established by Tom Godfrey and Crutchfield's grandfather in 2000 to provide some diversity while capitalizing on the company's core welding and machining skills.

"Steel America started with a contract from the Ford Motor Company, which had a F-150 assembly plant about two miles down the road, to put together some additional assembly capacity," Crutchfield explains. "It's basically a commercial fabrication business. Today, it's largely supporting the prime shipbuilders like Newport News Shipbuilding and Electric Boat on some of the programs you read about in the headlines – the aircraft carrier program, the Columbia submarine program, the Virginia submarine program."

Crutchfield sees Steel America's long-term role as supporting the prime shipbuilders in building more ships for the U.S. Navy in tune with the Trump Administration's goals.

The second piece is Weld America, started just a few years ago and featuring an elite team of welders and state-of-the-art equipment including the latest in mechanized welding systems. Crutchfield calls it a "turnkey weld solution provider," which can mobilize anywhere in the world, work with customers and give them what they need.

The final piece on the Norfolk campus is the Down River division, a sort of traveling shipyard designed to mobilize outside the gate on a 24/7 basis, bringing the topside resources of a major shipyard directly to the customer. "They're on multiple contracts at Naval Operations Base, Norfolk," says Crutchfield, "as well as in other shipyards right now, just bringing our skilled trades people to where they're most needed."

The company's Norfolk Barge fleet is also based in Norfolk and leased to customers on a project basis.

Two other operations extend Colonna's reach beyond the Tidewater region. There's Colonna's Shipyard West, based in San Diego, not a full-fledged shipyard but rather a subcontractor, and Accurity Industrial Contractors in Owensboro, Kentucky, which Colonna's purchased two years ago. Accurity is a premier specialty contractor focused on welding, piping and industrial plant maintenance services – land-based but offering the same project management, skilled tradespeople approach as the marine repair business.

THE ROAD AHEAD

Crutchfield sees more acquisitions like Accurity in the future, but his main focus is growing the company organically and investing for the long term. He's got his leadership team in place, and the many apprenticeship and training programs the company sponsors guarantee a highly skilled and disciplined workforce for the foreseeable future.

But you don't last 150 years without a strong culture and work ethic, and that's at the heart of everything Colonna's does. It's all about the people and the values – Respect, Pride, Truth and Family – that the company promulgates and cherishes.

"I've been working here since my teenage years," says Crutchfield. "I know almost everyone in the yard. When I give a tour to guests, I recognize employees on a first-name basis. There are people who've been here 30, 40, 50 years. Their fathers worked here. Their children work here. We're like one big family, and we all share the same values. We keep our word. We respect one another. We believe in the dignity of work, of always telling the truth and of taking pride in a job well done. That's who we are and who we'll always be."

So there will be many small and not-so-small 150-year celebrations, all centered on the families of people (retired and active) who made the company what it is today. In the 150 days leading up to January 1, for example, the company gave out 150 challenge coins that commemorated the event to individual employees. "We were able to bring back some of the folks who had recently retired and had worked here for 30+ years and celebrate them in front of everybody," says Crutchfield.

There'll be a commemorative video and a commemorative plaque with employee signatures on it and several more events. Customers will also be recognized, many of whom have been with the company for decades.

"We're taking an entire year and just making sure that everything we do is centered around honoring the legacy of 150 years," Crutchfield adds. "For me to be able to do that from the CEO's position and really speak for the entire company, to express our appreciation for the last 150 years, is really, really humbling and one of the greatest honors of my life."

What's more, the best is yet to come.

Tony Munoz is the magazine's Founder, Publisher & Editor-in-Chief.

Saipem and Subsea 7 announced terms for their previously proposed merger to create a giant in the offshore services sector, supporting the oil and gas and other industries. The companies initially proposed the merger in February, saying terms would be set for the deal by mid-year. They expect to complete the merger by the second half of 2026.

Terms for the deal call for a true merger of equals. Under the binding merger agreement, on completion, Saipem and Subsea 7 shareholders will each own 50 percent of the share capital of the new company to be known as Saipem7. Subsea 7 shareholders will receive nearly 6.7 new Saipem shares for each share of Subsea 7 and a pre-closing extraordinary dividend valued at approximately $529 million.

They expect the deal will create a global leader in energy services. Highlighting the benefits, the merger announcement cites the highly complementary geographical footprint, competencies and capabilities, vessel fleets, and technologies. They report the combined company will have revenues of approximately €21 billion based on 2024 results. Earnings (EBITDA) will be in excess of €2 billion, and the operation is expected to generate more than €800 million in free cash flow.

Highlighting the global reach of the combined business, the companies report that the new Saipem7 will have projects in more than 60 countries. Its current backlog will be €43 billion. Operations will range from drilling, engineering, and construction to services and decommissioning.

The company will have a diversified fleet of more than 60 construction vessels, giving it the ability to work from shallow water to ultra-deep. They point to opportunities ranging from oil and gas to carbon capture and renewable energy.

The main shareholders, Eni, CDP Equity, and Siem Industries, fully support the proposed merger and have signed agreements to vote in favor of the deal. The CEO of the new company will be designated by Eni and CDP Equity, and currently, they report that it will be Alessandro Puliti. After years with Eni, Puliti was appointed General Manager of Saipem in February 2022, and he has been a Board Member, as well as Chief Executive Officer and General Manager of Saipem, since August 2022. Siem Industries will designate the Chairman of the Board of Directors, who is expected to be Kristian Siem.

The merger reflects the optimism for the sector, which rebounded after several hard years. In 2021, suffered strong setbacks that it linked to the offshore wind industry. The prolonged downturn in the oil and gas sectors also hit the industry hard.

The companies independently developed as leaders in the offshore services industry, tracing their origins to the 1950s and the start of modern offshore operations. Each has been involved in the consolidation and growth of the industry. The modern Subsea 7 emerged in the early 2000s and reports it is the product of over 25 different legacy companies and businesses, with Kristian Siem continuing to drive the company as its chairman. Saipem was also the product of mergers and served as the service supplier for Eni until 2015, when it reduced its holding, setting the stage for the modern company.
 

 

Russia has been tightening security at its main crude oil loading terminals, which must function in order for the Kremlin to pay for its ongoing war in Ukraine. This week, these precautionary measures briefly closed key oil ports in the Black Sea, affecting both Russian and Kazakh export volumes.

With no meaningful crude oil export pipeline capacity, Russia must ship its oil to its few remaining customers by sea, and there are only a few locations that are set up for loading deep-sea tankers. This makes them a prime target for Ukrainian sabotage. The Ust-Luga terminal in the Baltic has already encountered at least one apparent mine attack on an ammonia carrier alongside the pier, and seven other Russia-linked vessels have been hit by mysterious blasts since December. Ukraine's covert services are widely believed to be behind the apparent attacks. 

As a precautionary measure, President Vladimir Putin has ordered his internal security service - the FSB - to require preclearance for all inbound vessels to sweep for hazards. At least some ports are expected to implement dive inspections of ship hulls - a costly if thorough way to control the problem.

The decree essentially shut down the terminals at Novorossiysk, including the Caspian Pipeline Consortium (CPC)'s loading buoys south of the city. The CPC handles up to 1.5 million barrels per day of oil from Kazakhstan, accounting for more than one percent of the world's entire crude supply. As of Thursday, those terminals were back up and running again, according to Reuters. 

The security measures add one more layer of friction to a process that has become increasingly cumbersome for Russian oil exporters. With the approval of the EU's 18th sanctions round, the European version of the G7 price cap is now a floating rate derived from benchmark pricing, and it is low enough that it disqualifies the law-abiding Greek tankers that have been handling about half of Russia's oil. That will make it marginally more difficult for Russian exporters, who will have to rely even more heavily on the "shadow fleet" of under-the-radar tankers, which eschew Western insurance and class services. 

"The easiest way for Russia to steer clear of unpleasant surprises, including tanker explosions, would be to withdraw from Ukraine. Three and a half years into the war, that seems a vain hope," commented Atlantic Council senior fellow Elisabeth Braw, an expert on the shadow fleet. 

 

In a groundbreaking development for the global marine fuels industry, leading shipping and bunkering companies have come together to launch a Bunkering Services Initiative focused on solving the widely reported issues of fuel quantity shortages and fuel quality opacity across the marine fuel supply chain. By addressing these market distortions marine fuel buyers can make optimal procurement decisions and suppliers can operate on a level playing field.

Open Participation

The Initiative is voluntary, and participation is welcome from all marine fuel buyers and suppliers who commit to adopting and complying with its standards and governance.

Scale from Day One

At the outset focused on Amsterdam-Rotterdam-Antwerp (ARA), the world's second-largest bunkering hub, the Initiative represents 20% of ARA market volume comprising several thousand deliveries each year. Founding participants include some of the most prominent names in the industry, including Cargill, Frontline, Hafnia, Hapag-Lloyd, Mercuria, Minerva Bunkering, Oldendorff, Trafigura, TFG Marine, Unifeeder, and Vitol, as well as other key players in energy and shipping.

Self-Regulation

The concept is uniquely designed to be self-regulating, leveraging powerful data-driven insights to monitor participant behaviour and adherence to standards – thereby advancing the objectives of regulatory authorities without requiring their administration.

Gold Standard

The Initiative defines a new gold standard of technology-enabled bunkering operations, with seamelss integration of mass flow meters, digitalized workflows over the blockchain, traceable fuel quality measurements throughout the supply chain, full accounting of quantity balances, and real-time reporting to participants.

Commitment to Accountability

To ensure accountability to the Initiative's objectives and standards of operation:

• Lloyd's Register has been appointed as the System Auditor, responsible for qualifying participating bunker barges, conducting unannounced physical barge inspections, and verifying compliance with Initiative standards and data integrity (lr.org).
• ADP Clear Pte Ltd has been appointed as the Initiative's technology provider, facilitating multi-party workflows, real-time reporting, and verifiable performance metrics for all stakeholders (adpclear.io).

Join Us

Any marine fuel buyers and suppliers engaged in the ARA market and interested in participating in the Initiative can direct their inquiries to initiative@adpclear.io.

 

[By: Seafarers Advice and Information Line]

The Seafarers Advice and Information Line (SAIL) has been granted an extra £30k by leading maritime charity, Trinity House. The extra funds will be used to employ another part-time adviser to join the existing SAIL team in providing vital support to seafarers and their families. Trinity House joins three other major maritime charities, Seafarers Hospital Society, The Seafarers’ Charity and Greenwich Hospital, in supporting SAIL. 

Welcoming the extra funds, Emma Knight, CEO, Citizens Advice Greenwich, which runs SAIL, said: “We’re incredibly grateful to Trinity House for this extra funding. It will enable us to help more seafarers and their families with issues such as debt, welfare benefits and housing. It will make a huge difference.”

SAIL is the only Citizens Advice service dedicated to seafarers and their families living in the UK. Like the rest of the Citizens Advice service, the advice they provide is independently quality assured and they are registered with the Financial Conduct Authority to offer the full range of debt advice. Last year SAIL advised 1,140 people on 5,375 new problems and achieved financial gains for clients totalling over £1.4million. Benefits and debt are the most common issues facing SAIL clients and accounted for over 60% of all enquiries.

Trinity House’s Deputy Master, Rear Admiral Iain Lower CB, commented on the grant: “Merchant seafarers do so much for all of us, making our daily lives possible - and prosperous - by carrying vital goods around the world. To do this, they spend much of their lives at sea, working in the engine rooms, the galleys, on the bridges and on the decks in very challenging conditions. Our seafarers are often taken for granted. We forget, because seafarers operate out of sight, that they, just like many of the rest of us, need support to deal with the same worries and issues we face on shore: money, health, relationships and more. SAIL’s advice service provides a critical lifeline to all seafarers and their families, and so we are only too happy to support them with funding to help amplify their reach and make an even bigger difference to improve the lives of seafarers.”

Investigators at New Zealand’s Transport Accident Investigation Commission (TAIC) released their final report on a July 2023 incident with the Achilles Bulker, reporting that poor welding during maintenance led to a series of failures that ultimately saw the vessel lose its rudder and nearly run aground. Divers had discovered the unusual circumstances reporting the vessel had lost its rudder, and now the investigators have pieced together the likely scenario with a warning to both shipyards and shipowners, operators, insurance providers, and classification societies.

The Achilles Bulker, 32,729 dwt and 580 feet (177 meters) in length, had gotten underway as normal on July 24, 2023, fully loaded and departing the Port of Tauranga, New Zealand, with a pilot aboard. The vessel, which was built in 2003, was managed from Taiwan. On board was a load of logs bound for China.

Shortly after clearing Tauranga Harbor, the bridge team reported the vessel was steering erratically and veering off course. As they attempted to steer it back on course, the ship shuddered, and there was a loud bang. The pilot took control of navigation, trying to get the vessel on course when a second, louder bang was heard. Unable to get the vessel back into the channel, the pilot struggled to slow the ship and ordered the crew to immediately drop both anchors.

Thirty minutes later, they reported the ship was stopped outside the channel. It had narrowly avoided grounding, with the reports indicating there was less than one meter of clearance under the keel. Divers inspecting the vessel were surprised to find its rudder was gone. They were able to recover the rudder two days later from the sea floor.

Inspectors were surprised to see that the rudder pintle was missing, and they concluded that it left the bottom of the rudder unsupported and allowed excess movement in the rudder system. They said the rudder broke off when the rudder palm fractured on both sides of the stock.

Reviewing the vessel’s records, they found that two years earlier, in 2021, during a routine dry docking, the rudder pintle assembly had been removed and later reinstalled. 

“It is virtually certain that the way the rudder pintle assembly was reinstalled did not ensure that the pintle would remain in place during normal shipboard operations,” TAIC writes in its report. “The way the rudder pintle was reinstalled meant that components used to secure the pintle in place failed, allowing the pintle to drop from the bottom of the rudder.”

TAIC concluded that the securing parts installed had weak, porous welds. After the ship was back in service, the welds failed due to vibration. The nut that retained the pintle as part of the assembly unwound itself, and at some undetermined point, the pintle dropped unnoticed from the casting and sank. At this point, TAIC concludes the rudder began experiencing unintended movement, adding to the stresses. Moving side-to-side and fore and aft, the forces were beyond the designed strength of the coupling plate (palm) at the top that joined the rudder to the solid shaft (stock) that connected to the internal steering mechanism. Fatigue cracks grew until the rudder finally fell off.

The vessel was repaired and returned to service. TAIC is now issuing a warning and calling for robust quality assurance procedures at the shipyard for the installation of a rudder pintle. It also notified the Maritime Safety Administration of China and says it will work with the International Maritime Organization to promote enhanced global standards for quality assurance of rudder systems during installation, maintenance, and repairs.
 

Top photo of the Achilles Bulker in 2022 by Joe Mabel -- CC BY-SA 4.0 license 

[By: TOTE Group]

TOTE Group, a recognized leader in transportation and logistics overseeing some of the most trusted companies in the U.S., announced the appointment of Jason Grear, CPA, as its Chief Financial Officer (CFO), effective today. Grear brings over 20 years of accounting and finance experience to the organization.  

“Beyond Jason’s impressive credentials, what stood out most was his collaborative approach, people-first mindset, and shared commitment to our values,” said Tim Nolan, President and CEO of TOTE Group. “We’re excited to welcome Jason to our leadership team and look forward to the impact he will make on our organization.”

As CFO, Grear will lead the TOTE financial organization, helping to drive long-term vision, stability, and performance, while partnering across all business units to support strategic decision-making. 

In his previous roles as Chief Accounting Officer and EVP of Accounting and Finance for U.S. Xpress, Grear provided pivotal leadership in taking U.S. Xpress public in 2018 and in the acquisition of U.S. Xpress by Knight Swift in 2023. Before joining U.S. Xpress, Jason had over 12 years of public accounting experience, most recently as a senior manager at EY.

[By: Lloyd's Register]

Lloyd's Register (LR) has enhanced its Fatigue Design Assessment (FDA) methodology by updating worldwide trading patterns for containerships and gas carriers based on comprehensive analysis of Automatic Identification System (AIS) data from the past 11 years.  

This major revision represents the first update to FDA trading routes in over 12 years. The updated trading patterns reveal encouraging results for vessel operators, with the revised analysis showing increases in predicted fatigue life of up to 10-15% for containerships and up to 10% for gas vessels.  

These improvements result from incorporating routing factors obtained from extensive AIS data analysis, delivering more accurate structural assessments that reflect actual vessel operations rather than relying on historical estimates. LR's updated approach enables more precise fatigue life calculations, supporting better-informed decisions regarding vessel design, maintenance scheduling, and operational planning. 

LR has also refined its containership categorisation to reflect the segmentation of modern container vessels. The updated classification system now includes Ultra Large Container Vessels (ULCVs) with capacity of 14,501 TEUs or greater, alongside revised categories for New Panamax (10,000-14,500 TEUs), Post-Panamax (5,101-10,000 TEUs), Panamax (3,001-5,100 TEUs), Feedermax (2,001-3,000 TEUs), and Feeder vessels (1,001-2,000 TEUs). 

Nick Gross, Global Containerships Segment Director, Lloyd's Register, said: “This comprehensive update to our Fatigue Design Assessment methodology represents a significant advancement in how we evaluate vessel structural integrity. Our analysis of extensive AIS data revealed that ships are operating quite differently from our previous models, particularly in terms of route optimisation and weather routing. This translates directly into improved fatigue life predictions that shipowners can rely on for better operational and maintenance planning.” 

For more information about LR’s enhanced FDA methodology, visit: https://www.lr.org/en/knowledge/lloyds-register-rules/shipright/fatigue-design-assessment-fda/

[By: Inmarsat Maritime]

Inmarsat Maritime, a Viasat company, has announced that F. A. Vinnen & Co. will trial Inmarsat’s fully managed bonded connectivity service, NexusWave, across part of its fleet, as the Bremen-based mid-size container vessel owner addresses increasing internal data transfer volumes and demand among crew members for home-like internet experience onboard.

NexusWave brings together GX Ka-band, LEO, LTE and an additional layer of L-band resiliency into one bonded, secure network solution. This innovative technology leverages the combined capacity of all available network underlays simultaneously to provide high-speed, global, reliable connectivity with an average network availability of over 99.9%. The solution’s unique network-bonding technology, combined with global coverage and unlimited data, is designed so that seafarers can enjoy a wide range of applications, such as web browsing, streaming, gaming, video and voice calling, messaging, and social media access, offering home-like connectivity experience while at sea.

For the ship owner, NexusWave offers the aggregate performance of multiple networks with the convenience of a single provider. The fully managed solution eliminates unexpected charges and includes enterprise-grade cybersecurity and Care Programme with round-the-clock worldwide technical support, giving customers complete ‘connected confidence'.

Daniel Harms, Manager Controlling, F. A. Vinnen & Co., said: “Crew welfare is our utmost priority, and providing a home-like internet experience onboard plays an increasingly important role in keeping our crews happy and motivated. Recognizing the growing traffic demand on the commercial side and the need to ensure a steady availability of high-speed internet, we have chosen NexusWave to upgrade our present system. We are excited to partner with Inmarsat for a trial on two of our vessels to assess the system in real-world conditions. We share a longstanding relationship with Inmarsat, and the opportunity to work with one trusted provider, with no overages and a single point of contact, is another clear advantage of NexusWave.”

Jan Stehr, Sales Manager, Inmarsat Maritime, said: “As the oldest ship owner in Bremen, Vinnen has a rich tradition in the maritime industry. Its decision to trial Inmarsat NexusWave underscores Vinnen’s commitment to seafarers, whose sustained well-being is vital to the company’s success. We are delighted to renew our partnership with Vinnen, and we are confident that NexusWave will meet the expectations of both management and crew for seamless, office-like and home-like connectivity.”

[By: Wärtsilä]

Technology group Wärtsilä’s retrofit package for the Corsica Linea ferry ‘Pascal Paoli’ has resulted in fuel savings of up to 22 percent. This significant gain in energy efficiency on each trip has been made possible by the installation of a new twin screw controllable pitch propeller (CPP) system with blades optimised for the ship’s operating profile, the Wärtsilä EnergoProFin energy saving propeller cap, a controls retrofit, and combinator curves for the ship’s various operating modes. 

These upgrades, which were completed at the end of 2024, were validated through CFD (computational fluid dynamics) open water simulations, and confirmed during sea trials with the chief engineer. In monetary terms, the fuel savings equate to an estimated 7,700 US Dollars per trip. The related reduction in emissions represents a massive step in Corsica Linea’s decarbonisation journey, allowing the company to remain compliant with the stricter requirements on carbon emissions. 

“We are extremely happy with the efficiency improvements resulting from this Wärtsilä retrofit package,” says Xavier Esnault, Energy transition project manager at Corsica Linea. “The fuel savings are important, both from a cost perspective, as well as supporting our decarbonisation strategy to reach a reduction of 40% of our CO2 emissions by 2030.” 

The ‘Pascal Paoli’ is a 174-metre long RoPax ferry operating between Marseille and Bastia. Ferries are on the front line of the energy transition and are among the first sectors to target net zero-carbon operations. At the same time, operators are expected to provide a reliable, efficient on-time service, while keeping operating costs under strict control. 

“Ferry operators, such as Corsica Linea, are looking to leverage technologies that offer minimal service disruption and a maximised return on investment, all while reducing their carbon footprint. For this reason, the fuel efficiency upgrade carried out on the ‘Pascal Paoli’ was done with the aim of supporting Corsica Linea with achieving these goals,” comments Andrey Dudko, Product Manager, Propulsion – Wärtsilä Marine. 

The ’Pascal Paoli’ operates with two Wärtsilä 46 engines per shaftline. It has a number of operating modes, including sailing and manoeuvring with one or two engines per shaft line. The changes resulting from the retrofit project did not impact the vessel’s manoeuvrability. 

This upgrade comes at a time when ferry operators are under increasing pressure to decarbonise. The IMO’s new Net-Zero Framework through the GHG fuel intensity (GFI) provides a clear incentive for operators to invest in energy-efficiency solutions, such as the technologies leveraged for this retrofit project. By placing an explicit price on GHG emissions, the IMO has sent a strong market signal that energy efficiency technologies and alternative fuel solutions must be part of every shipowner’s toolkit. This framework encourages industry stakeholders to invest in immediate operational improvements, explore onboard abatement solutions, and accelerate the roll-out of sustainable fuels.

[By: UAB-Online]

UAB-Online and Systems Navigator today share the results of their expanding collaboration. Since announcing their partnership in early 2024, the companies have implemented their joint solution at more than ten liquid bulk terminals, confirming its scalability and operational value for terminals, shipping agents, and other maritime stakeholders.

“We’re not just connecting systems. We’re connecting people, workflows and decisions,” said Vincent de Gast, Business Director at Systems Navigator. “Together we deliver a digital environment where all parties work from the same data, in real time.”

Complementary strengths in one connected solution
The joint approach brings together Systems Navigator’s planning platform, Dropboard, and UAB-Online’s cloud-based collaboration platform. Dropboard delivers predictive planning, scheduling, and berth optimisation. UAB-Online supports pre-arrival workflows, operational documents, and communication with all relevant stakeholders.

The API integration between the two systems creates a single, user-friendly environment where terminals and supply chain partners collaborate more efficiently. Users benefit from one login, one source of truth, and seamless access to planning and visit data.

“Our customers no longer have to ask who is next at the jetty,” said Hans Bobeldijk, CEO of UAB-Online. “They see it. They know it. That saves time and reduces friction in day-to-day operations.”

Integrations in practice
The joint solution is currently in use at over ten terminals, including those operated by Liquin, Chane, and Vesta Terminals. These implementations span a variety of operational contexts and local system setups. In each case, the combination of Dropboard and UAB-Online has enabled better communication, faster decision-making, and greater operational consistency.

Examples of operational improvements include:
UAB-Online:

• Real-time data sharing across all stakeholders, reducing manual communication and improving coordination
• Automated pre-arrival checks and document handling, improving compliance and accelerating operational readiness

Dropboard:

• Operational delays are immediately reflected in the schedule, enabling swift rescheduling
• Optimized berth and tank scheduling, reducing demurrage costs and ship turnaround times

Combined benefits of the integration:

• A shared planning view accessible to agents, surveyors and operators, ensuring consistency across the chain
• Accurate berth scheduling based on agreed loading rates, improving resource allocation
• Up to 30 percent less phone traffic in daily coordination.

A scalable model for the sector
The collaboration has proven to be easily replicable across sites. The plug-and-play nature of the integration makes onboarding for new customers more efficient. Terminals with legacy systems can benefit from immediate digitalisation without overhauling their IT infrastructure.

According to both teams, this standardised approach can serve as a blueprint for port call planning and communication in the liquid bulk sector. The partnership has already established a strong position in the ARA region and is being extended to international operations.

“We believe the solution is gaining traction not because we push it, but because it works,” said Hans Bobeldijk. “It helps customers move from reactive to proactive operations. That makes a difference.”

Next steps
The teams are now working on complex integration projects with large international customers. These new implementations will further align the two platforms and help define a shared roadmap for the future.

“We started as two separate products that connected,” said Vincent de Gast. “We are now moving toward one integrated experience for our customers.”

Greek authorities are sending a salvage tug to fill a much-needed capacity gap in the southern Red Sea, where a resurgence of Houthi attacks - enabled by a sudden absence of naval forces - led to the loss of two Greek vessels in a month. 

Shipping Minister Vassilis Kikilias said Wednesday that the salvage tug Giant would be dispatched to the region to "protect and assist Greek-owned vessels and Greek seafarers." At present, there are no salvage assets in the region, and any rescue intervention must be provided by European tugs dispatched south through the Suez Canal or by Good Samaritans passing by. A Greek-led European naval intervention mission in the region, EUNAVFOR Operation Aspides, has three warship assets; none were in range to intervene during the recent attacks. 

"The Ministry of Shipping and Insular Policy supports this effort and the cooperation of the public with the private sector, always at this level - of safety, protection of human life and measures against marine pollution. All of this is extremely important and the heart of our policy," said Kikilias.

The vessel is being provided by the Hellenic Association of Tugboat Owners. Its president, Pavlos Xiradakis, told local media that the decision to dispatch the Giant was inspired by the incident aboard the tanker Sounion. When Sounion was attacked and set on fire in August 2024, it took weeks to get a tug on scene and get the blaze under control. 

"Now, we decided, seeing that the situation continues and worsens, to send this rescue vessel to the area," Xiradakis said. "Other flags are pushing sailors not to pass through the Red Sea with their ships. Our people are willing to go to this area, despite the prevailing situation, to assist and help fellow sailors who are there."

Giant is a 16,000-horsepower oceangoing tug with a bollard pull of 180 tonnes. It has advanced firefighting capabilities, accommodations for 40 responders or survivors, pollution response gear, and provisions for salvage towing. 

Kikilias has also announced a major 450 million euro investment in the Hellenic Coast Guard, which has been under pressure due to increased maritime migration. He said that the funds would be committed rapidly to acquire six patrol boats, ten high-speed pursuit boats, drones, and a "war room" for maritime domain awareness and operations, all on an expedited basis. 

"The men and women of the Coast Guard defend the security of our homeland every day. We have the obligation and duty to equip them with all the necessary means to protect our maritime borders," he said. "We have a lot of work ahead of us in the coming months and we will implement it in every possible way."

The standoff continues between the government of the semi-autonomous region of Puntland and the federal government of Somalia over a cargo ship loaded with Turkish weaponry that is being detained. The government of Puntland insists it is investigating the true ownership of the military hardware on the vessel, rejecting the calls by both the federal government of Somalia and Turkey to release the vessel and its cargo.

The federal government in Mogadishu issued its first public statement on the incident on Wednesday, July 23, five days after the vessel was seized, saying it “categorically denounces the hijacking and aggression against the Sea World vessel.” It said it was demanding the “immediate and unconditional release of the vessel,” while calling the actions of Puntland an “unlawful operation.”

Puntland contends the Sea World (13,000 dwt registered in Comoros) was “loitering for two days” off the coast, raising suspicions. Built in 1977, the vessel has a shadowy past, and Equasis lists both its owners and managers as unknown. Puntland reports it “apprehended” the vessel on July 18, acting on intelligence and fears after a group of young fishermen had already boarded the vessel. Puntland says it took control of the vessel, and after being contacted by Somali traders who claimed ownership of the cargo, it moved the ship to port for an investigation.

 

Sea World, a cargo vessel transporting arms from Azerbaijan, Egypt, and Turkey to @TheVillaSomalia, has docked at the Port of Bossaso, where unloading operations are expected to commence shortly.
...
Markabkii Sea World ee hubka u siday Villa Somalia oo hadda ku soo xirtay… pic.twitter.com/XSyGCZutsY

— Daljir Media (@radiodaljir) July 19, 2025

 

In a statement responding to the federal government, Puntland today, July 24, says the situation is “casting doubt on the true ownership of the cargo aboard the vessel. Pictures posted on social media show a variety of trucks and military equipment loaded aboard the vessel. The federal government asserts that the equipment is legal and destined for the TURKSOM Military Training Center operated by Turkey near Mogadishu. It said there is also commercial cargo on the ship owned by Somali traders.

Puntland reports it is looking into reports that some of the small arms on the vessel may have been looted in the port. Media reports show pictures of citizens handling machine guns, rifles, and pistols believed to have been taken from the ship.

“The Puntland Government continues its investigation into the vessel and the rightful ownership of its cargo to ensure that the military equipment does not fall into hands that might threaten Somalia’s security and stability,” a spokesperson for Puntland said in the government’s official statement. Observers note that the autonomous state and the federal government have been at odds, and this detention of the ship is likely politically motivated.

 

[By AWO]

The American Waterways Operators, the national association of the American tugboat, towboat and barge industry, has released its Falls Overboard Prevention Report, a comprehensive, data-driven study analyzing falls overboard in the industry and strategies for prevention.

Developed with insights from AWO member companies and case data, the report identifies common causal factors for falls overboard; offers adaptable solutions tailored to a diverse range of operations and vessel types; and provides practical guidance for integrating falls overboard prevention into company Safety Management Systems while promoting a proactive, risk-based approach to mariner safety.

Alongside releasing the report, AWO is also organizing Falls Overboard Safety Standdown Day, which will take place on August 28, 2025. AWO is encouraging tugboat, towboat and barge companies to pause briefly on August 28 to discuss falls overboard prevention with vessel crews, and to promote falls overboard prevention by sharing their company’s participation on social media, using the hashtags #StopFallsOverboard and #AWOSafety. AWO’s guide to participating in Falls Overboard Safety Standdown Day includes sample discussion prompts for conversations with crews, suggested follow-up actions, social media post examples, and other information.

AWO President & CEO Jennifer Carpenter commented: “The tugboat, towboat and barge industry is proud to be the safest mode of freight transportation in the United States, thanks to our industry’s strong commitment to continuous improvement in safety. We commit ourselves every day to doing better. AWO is sharing our Falls Overboard Prevention Report to help companies across America keep mariners safe while moving our nation’s vital maritime commerce, and we encourage companies throughout the industry to join us on August 28 in raising awareness of this critical safety priority.”

AWO’s Falls Overboard Prevention Report is available here. The AWO participation guide for Falls Overboard Safety Standdown Day on August 28 is available here.

[Brief] A harbor tug in Bremen was sunk by a small barge-mounted drill rig, which suddenly collapsed onto the towing vessel. 

On Wednesday evening, the tug Orca was assigned to tow a crane barge to a construction site in the harbor. It was operating on the River Weser near the AcellorMital steel plant when a rig derrick on the bow of the barge collapsed forward and smashed into the tugg.

The crew managed to escape and were not injured, but one individual on the barge sustained minor injuries, according to Bremen's fire department. First responders transported the victim away by boat for treatment.

Damage to the tug was so extensive that it sank to the bottom, releasing a small amount of fuel. Its mast and stack remained visible above the waterline. Oil booms have been deployed in an effort to contain the minor quantities of petroleum from the vessel's tanks, and salvage operations should be under way in a matter of days. 

Um den Unfallort wurden Ölsperren aufgebaut...https://t.co/EhOROvUnV1

— Bert Walther (@Bertmwalther) July 24, 2025

Top Image: Ra Boe / CC BY SA 3.0

CMA CGM is moving forward with its commitment to triple the size of its U.S.-flagged fleet as part of a $20 billion investment into its U.S. ship and logistics operations. Today, July 24, the company officially reflagged the first of four vessels it plans to move into the U.S. registry.

The CMA CGM Phoenix (115,000 dwt – 9,326 TEU) hoisted the U.S. flag in Charleston, South Carolina, in a ceremony to mark the completion of its transfer from Singapore to the U.S. registry. Built in 2013 by South Korea’s Daewoo Shipbuilding & Marine Engineering, the vessel had previously operated as the APL Phoenix. A Neo-Panamax containership measuring 1,079 feet (328 meters) in length, the company and the U.S. Maritime Administration (MARAD) are reporting that it has become the largest container vessel ever to sail under the U.S. flag.

“Adding the CMA CGM Phoenix into the U.S.-flagged fleet is a powerful move toward reclaiming America’s maritime strength,” said Acting Administrator of the Maritime Administration Sang Yi. “This is about more than ships; it’s also about jobs, trade, and economic strength and national security for Americans.”  

CMA CGM reports the vessel employs 42 American mariners, with 21 onboard at any given time, and members of two U.S. maritime unions. The ship is being deployed on the company’s service connecting the U.S. East Coast with Pakistan, India, and Sri Lanka.

According to the company, the CMA CGM Phoenix will be followed by three other vessels, each with a capacity of 9,300 TEU. When the transfers are completed, the company will have increased by 50 percent the number of American seafarers it employs. In addition, it highlights that the CMA CGM Phoenix will serve as a training platform for future officers. Two cadets will be aboard each voyage from the U.S. Merchant Marine Academy at Kings Point and the state maritime academies. 

Chairman and CEO of CMA CGM Group Rodolphe Saadé met with President Donald Trump in March, announcing the company’s plans to expand its role in the U.S. shipping industry. He committed the company to growing its U.S.-flagged fleet to 30 ships over the next four years. MARAD reports the CMA CGM Phoenix is the 11th U.S. flagged vessel in CMA CGM service. 

CMA CGM also owns APL (the former American President Lines), which it acquired in the 2016 acquisition of Neptune Orient Lines. APL is a niche brand today servicing the United States Government, providing its U.S. flag service, and its service to the Guam-Pacific trade. The company also plans to invest in growing its terminal operations and air freight base in the United States.

MARAD said the reflagging advances President Trump’s Executive Order of Restoring America’s Maritime Dominance. It reports, the current U.S.-flagged fleet consists of 189 vessels, including tankers, containerships, dry bulk carriers, vehicle carriers, and more. The order mirrors a bipartisan initiative in Congress that calls for the rebuilding of the American merchant marine.

 

The Supreme Court of Sri Lanka issued a sweeping condemnation of the events surrounding the fire aboard the containership X-Press Pearl in May 2021 and the resulting environmental damage. The court ordered $1 billion in compensation to be paid by the shipping companies and their agents, while also ordering investigations into the government’s handling of the casualty.

The case was initiated by the fishing community, which filed petitions citing the extensive environmental damage and loss of their livelihood. After reviewing extensive reports, the court agreed, calling the casualty “the worst marine chemical catastrophe in recorded history in the Indian Ocean.” They cite the release of 25 tons of nitric acid, 70 billion plastic nurdles, and other hazardous chemicals from the loss of the vessel, which was carrying 1,500 containers. It also cites the numerous dead turtles, dolphins, and whales that washed ashore.

In a 361-page judgment released today, July 24, the court finds the shipping companies and their agents “conceded” the casualty resulted in significant environmental harm. However, it says the non-state respondents in the case “did not present their own qualification of the loss caused in financial terms.”

The five-member court set the loss at $1 billion and is giving the owner, charterer, and agent one year to pay the compensation. The first installment of $250 million is due by September 23. They have six months to make the second installment of $500 million, and the final payment of $250 million is due within one year of the ruling. All the money will be deposited in court-administered funds for compensation to the fishing community and environmental remediation.

A key part of the court’s ruling was based on its finding that in an attempt to gain entry to the port of Colombo, the master of the X-Press Pearl, the vessel’s operator, and its agents “intentionally suppressed and withheld from the Harbor Master of the Colombo Port, truthful, timely, comprehensive, and accurate information regarding the situation that evolved over a period of time.” The court confirmed the reports in the media that a container transporting nitric acid was leaking after the ship departed Jebel Ali, but the X-Press Pearl was refused entry into the ports of Hamad and Hazira before arriving in Colombo. Further, the court ruled that the shipping companies “violated international law” by failing to notify Sri Lanka about the extent of the problem aboard the vessel.

The court, however, was equally critical of former government officials. According to the reports, it found the Attorney General’s Department “acted arbitrarily, irrationally, and unliterally by failing to take criminal action under environmental law.” Sri Lanka has pursued criminal charges against the master, chief engineer, and chief officer, but the Attorney General’s Department chose to pursue civil litigation in a Singaporean court against the vessel’s owner and charterer, which the court termed “unjust, irrational, and arbitrary.”

The Attorney General’s Department issued orders to initiate, within three months, a formal investigation into the handling of the disaster and report back to the court. This is to be led by the Criminal Investigation Department, and they are instructed to also look for indications of bribery or other wrongdoing. It is to look at all parts of the government, including the ministries and the Attorney General’s Department.

The court is establishing a Compensation Commission headed by its chief justice. The Secretary of the Ministry of Environment is instructed to form the Marine and Coastal Environmental Restoration Commission, and both commissions are instructed to appoint independent experts.

Sri Lanka’s Marine Environment Protection Authority (MEPA) previously estimated damages related to the loss of the X-Press Pearl at $6.4 billion. The legal cases are expected to continue for years.

A small livestock carrier was confronted and briefly detained as it was sailing near the Yemeni coast on July 24. The situation remains unclear, but security services are speculating it might have been intercepted by locals because of the position of the vessel instead of an attack by the Houthis.

The vessel named Merinos Livestock (2,200 dwt) departed Bossaso, Somalia, and indicated it was bound for Jeddah, Saudi Arabia, before turning off its AIS transmissions. The lack of an AIS signal may have contributed to the intercept, with some reports saying it took place with the Yemeni Coast Guard. The Houthis have not taken credit for the intercept, although they often take hours or days to acknowledge their activities.

The vessel was reportedly underway east of the Hanish Islands, approximately 30 nautical miles northwest of Mocha, Yemen. A single wooden boat confronted the livestock carrier, and the reports indicate there was small arms fire. The vessel was ordered to turn to the Yemeni port, and tracking signals show it made a U-turn bound for Mocha. The last report to the UK Maritime Trade Operation was that the vessel was being detained by the Yemeni Coast Guard.

Reuters reports the vessel was held on “suspicion.” The report says the vessel was later released. 

 

Tracking on the Merinos Livestock (posted on X)

 

The Merinos Livestock is a converted cargo ship built in 1976 and now operating under the Comoros flag, managed by a Greek company. It would be a relatively easy target, with reports that it has a top speed of just 10 knots. It is 88 meters (289 feet) in length.

Details on the ship are shadowy, with the Equasis database not reflecting a port state inspection since 2023, shortly after it was renamed Merinos Livestock. Between 2016 and 2023, the vessel underwent 14 port state inspections, each of which listed deficiencies and, in several cases, resulted in detentions.