[By: Crowley]

Nexans, a leader in the world’s energy transition which invested in the U.S. with its subsea transmission cable manufacturing facility in South Carolina, today announces an innovative partnership with Crowley Wind Services, a leading American shipping and logistics company, to develop and operate a Jones Act compliant cable lay barge.  

Dedicated to supporting the installation of subsea transmission lines necessary for offshore wind energy, telecommunications and other major industrial applications, this collaboration underscores both companies' commitment to providing solutions for the expansion of U.S. energy sources and other industrial uses that require underwater cabling. 

The 300-foot, U.S.-flagged barge, built in Louisiana and tested in the U.S. Gulf to Nexans specifications, will be crewed by American mariners under Crowley’s operation. The vessel will play a critical role in laying and burying the subsea cables needed to deliver energy from offshore to the grid onshore. The barge is the first to have vertical injectors along with a dynamic positioning system and a multiple-anchors positioning system, which allow for accurate and efficient cable placement, even in challenging conditions.  

The barge boasts a 3,500-ton capacity carousel to lay and bury subsea cable using burial tools such as a vertical injector, a jet sled, or a jetting ROV, with the potential to be upgraded to 7,000 tons with two carousels for bundle cable lay and burial. The barge is positioned to support Equinor’s Empire Wind offshore wind farm for New York and can be configured to lay or repair cable for a multitude of other subsea applications. 

"This barge will support our existing fleet of cable laying vessels, the Nexans CLV Aurora, Nexans C/S Skagerrak and Nexans CLV Electra, and we are pleased to be working with Crowley on developing the capability to lay nearshore subsea cable in the U.S.," said Pascal Radue, executive vice president of Nexans' PWR-Transmission Business Group, highlighting the significance of the partnership. 

“The cable lay barge will provide a productive supply chain solution for offshore energy, telecommunications and other sectors,” said Graham Tyson, vice president of operations, Crowley Wind Services. “Coupled with our U.S. maritime fleet and mariners providing feedering services and other logistics and project management capabilities, we could not be better equipped to serve the needs of industries seeking subsea cable solutions.” 

The vessel will be operated by a crew of U.S. mariners, supporting maritime investment and employment goals. 

“AMO is proud to be the leading source for United States Coast Guard licensed officers in the wind farm space. Our long-lasting partnership with Crowley, and our new relationship with Nexans, will help to provide clean, affordable and sustainable energy to millions of Americans and will open the door to future offshore projects,” said American Maritime Officers National President Willie Barrere. 

“The SIU welcomes this exciting opportunity and looks forward to providing dedicated, well-trained mariners to help ensure the new vessel’s success,” said Seafarers International Union President David Heindel. “SIU members have sailed aboard cable-laying vessels for decades, so we are more than up to the task. This is a worthwhile project that will boost American shipboard manpower while reinforcing the great importance of the Jones Act, which has protected United States national, economic and homeland security for more than a century. 

[By: Bernhard Schulte Shipmanagement]

As the global shipping industry moves rapidly toward decarbonisation, Bernhard Schulte Shipmanagement (BSM) has launched its first methanol bunkering simulator at its Maritime Training Centre in Kochi, India, in partnership with maritime technology leader Wärtsilä. This state-of-the-art training platform equips seafarers with essential knowledge and hands-on skills to safely handle methanol as fuel, with an ammonia bunkering simulation module to follow in early 2026.   

This initiative is part of BSM’s broader strategy to future-proof its training capabilities and ensure operational readiness and safety for the new generation of low- and zero-carbon vessels. “The maritime decarbonisation depends not just on new technologies, but also on the people who operate them. Their capabilities are the foundation for safe and efficient vessel operations and a successful energy transition,” emphasised Sebastian von Hardenberg, CEO of BSM.

The new simulator in Kochi is just the beginning. By the end of 2025, two additional methanol bunkering simulators will be commissioned at BSM’s Maritime Training Centres in Poland and the Philippines, significantly expanding the company’s ability to deliver high-impact alternative fuel training worldwide.

In Q1 2026, BSM will further enhance its simulator in Kochi with a dedicated ammonia training setup. This is rounding out comprehensive simulation coverage through the already existing LNG hub training as well as methanol and ammonia - the three primary alternative fuels driving maritime decarbonisation.

Preparing for a multi-fuel future
BSM’s proactive investment in simulation technology and crew training is directly aligned with developments of its managed fleet. BSM will take over the management of its first methanol-fuelled ships this year—making this training and upskilling efforts a critical foundation for safe, compliant operations. And it is certain that demand will continue to rise: there are currently around 60 methanol-fuelled vessels in operation worldwide. Based on current orders, more than 350 methanol ships are expected to be in operation by 2030.  

“We must be prepared for a multi-fuel future,” said Capt. Gurpreet Singh, Group General Manager, Training and Development at BSM. “The new Wärtsilä simulator will allow our seafarers to train in a realistic, risk-free environment, preparing them for the complexities of methanol, and soon ammonia, bunkering operations with precision. It’s not just technology investment—it’s a commitment to competence and safety.”

“We are proud to support BSM in advancing maritime safety and sustainability,” said Johan Ekvall, Director Simulation and Training at Wärtsilä. “Our simulator provides a realistic and technically accurate environment to prepare crews for methanol operations—and the future of green shipping.”

Train-the-Trainer: building knowledge from the top
Recognising that this transition also requires new skills for instructors, BSM is investing in training its trainers as well, e.g. by participating in the world’s first Train-the-Trainer programme on Alternative Fuels for Sustainable Shipping, held in April in Shanghai and organised by the IMO and World Maritime University (WMU). This ensures that BSM’s in-house experts are aligned with the latest global standards and methodologies and skilled to equip ship crews with the knowledge and practical skills required to safely and efficiently handle methanol and ammonia as marine fuels in line with the IMO’s IGF Code.

In this context, BSM has developed a range of training courses aimed specifically at safe handling of the new fuels. In addition to familiarization courses on methanol and ammonium as a fuel, the programme also includes special methanol firefighting courses and simulation-based bunkering courses. 

Simulator capabilities at a glance
The Wärtsilä TechSim 5000, built on the TechSim 9 platform and certified by ClassNK for both basic and advanced IGF Code training features a comprehensive simulation of methanol fuel systems, including:

• Dual bunkering stations with liquid and vapor return lines
• Real-time monitoring of multiple storage and service tanks
• Low-pressure pump skids, nitrogen systems, and fuel valve trains
• Integrated Automation System (IAS) with interactive controls
• 3D visualisation of bunkering stations and prep rooms
• Emergency shutdown (ESD) systems and alarm management
• A suite of e-Tutor scenarios covering bunkering, troubleshooting, and emergency response 

[By: New York Council Navy League of the United States]

New York Council Navy League of the United States will hold the fourth annual New York Maritime Security Conference on October 23 at John Jay College of Criminal Justice in Manhattan. James Spear, President of the New York Council Navy, previews the event, “This year’s theme is Restoring American Maritime Dominance, and we’re excited for our speakers and panelists to explore the role the U.S.-flag Merchant Marine and the U.S. maritime transportation industry as a whole will play in this crucial effort to strengthen national security and economic prosperity.”

General Randall Reed is the 15th Commander of U.S. Transportation Command and a four-star general in the U.S. Air Force. He will provide keynote remarks. This year’s special lunchtime session will include a talk by authors of Returning from Ebb Tide: Renewing the United States Commercial Maritime Industry and all attendees will receive a copy of the book. Commented Council President Spear, “We are excited to continue these important conversations promoting a robust maritime presence across government, military and industry in support of our economy and the freedom of our waters.” Planned panel topics for the day-long conference include SHIPS for America Act and Maritime Action Plan updates, Evolution of Federal Maritime Infrastructure, Financing the Restoration, Cyber Resilience at Sea, and more.

In addition to New York Council hosting the event, conference sponsors providing expertise and underwriting include Transportation Institute, American Maritime Congress, Fiserv and Maritime Executive.

More information on the conference, including individual registration, group ticket discounts and sponsorship opportunities, can be found at https://www.nymaritimesecurityconference.org/.

More information on the New York Council Navy League can be found at https://www.nynavyleague.org/.

[By: MacGregor]

MacGregor continues to serve its maritime and offshore customers with its wide portfolio of cargo and load handling equipment under the ownership of Triton, a leading European mid-market investment company. The transaction between Triton and MacGregor’s previous owner, Hiab (former Cargotec) Corporation, was closed on 31 July 2025.

“We at Triton are very pleased and excited about being the new owner of MacGregor. MacGregor has great engineering capabilities, a broad and sustainable product offering, high quality equipment and a strong market position,” says Ilkka Tuominen, Investment Advisory Professional at Triton and Board Member of MacGregor Group AB. “We look forward to collaborating with the MacGregor team to further develop both its merchant and offshore businesses. We especially anticipate strengthening the aftermarket platform where we see great potential.”

MacGregor continues to build lifetime value for its customers through its wide portfolio of products and services. After a successful financial turnaround in the past two years, the company is geared up for growth, building on its profitable performance and strong orderbook.

“Having Triton as the owner opens up new opportunities to strengthen the lifetime value we deliver to our customers. Our lifecycle-focused strategy is closely aligned with Triton’s commitment to sustainable growth and value creation,” says Jonas Gustavsson, CEO of MacGregor. “We have an excellent portfolio, a global network of service centres, and skilled personnel with great capabilities to innovate and deliver. Together, we continuously improve our customer service to be easy to do business with.”

MacGregor has been in business since 1937 and is a leader in its field. MacGregor equipment can be found on every second merchant vessel sailing at sea.

[By: Med Marine]

MED MARINE continues to reinforce its reputation for precision, speed, and reliability with the successful launch of the second state-of-the-art TRAktor 2600-Z tugboat built for global maritime operator SVITZER. Engineered to perform in the demanding conditions of Panama’s busy harbours, this powerful vessel—launched at MED MARINE’s EREGLI SHIPYARD—is the latest testament to the shipbuilder’s commitment to delivering advanced maritime solutions without compromise.

The first tugboat of the same series was launched on May 13th, showcasing MED MARINE’s ability to maintain exceptional production tempo while upholding its uncompromising standards of quality. This timely execution not only underscores the shipyard’s operational discipline, but also reflects the synergy of craftsmanship and innovation that defines each vessel launched under the Med Marine banner. Commissioned to deliver cutting-edge performance and long-term reliability, the two TRAktor 2600-Z tugboats represent MED MARINE’s first construction of this model for SVITZER. Both vessels are slated to join Panama’s dynamic marine environment in 2025, where they will contribute to safer and more efficient port operations.

Measuring 25.9 meters in length and offering an impressive 65 tons of bollard pull, these compact powerhouses are expertly designed to meet the rigorous demands of tanker, bulk carrier, and containership handling. Their advanced hull geometry, coupled with a powerful propulsion system, ensures precise manoeuvrability and directional stability—essential qualities in Panama’s marine environment. Furthermore, the design reflects a strong commitment to operational efficiency, achieving optimum fuel consumption without sacrificing performance—setting a new benchmark for smart, sustainable harbour towage.

Technical specifications of the tugboat:
Length: 25,9 m
Breadth: 12,8 m
Depth: 4,85 m
Draft: 6,05 m
Gross Tonnage: <400
Bollard pull: 65 tons
Speed: 12 knots
Crew: 6 people

[By: MacGregor]

The board of directors of MacGregor Group AB has appointed Jonas Gustavsson Chief Executive Officer of MacGregor as of 1 August 2025. He succeeds Leif Byström, who is retiring.

“We are delighted to welcome Jonas Gustavsson as CEO of MacGregor. Jonas is an experienced and visionary leader with an excellent track record of leading and growing industrial and service businesses. We are confident that under his leadership, MacGregor will continue the positive momentum and further strengthen its market-leading position in sustainable maritime cargo handling,” says Ilkka Tuominen, Investment Advisory Professional at MacGregor’s new owner Triton and Board Member in MacGregor Group AB.

Jonas Gustavsson joined MacGregor in March 2025 as Deputy President. Prior to that he served as the CEO of AFRY AB from 2017 until early 2025. His earlier positions include 23 years of leadership experience with various senior roles at Sandvik, Rotax, Bombardier and ABB. Jonas is a Swedish citizen, born in 1967, and holds a master’s degree in mechanical engineering.

“I am honored and excited to start as CEO at MacGregor, a global leader in maritime cargo handling,” says Jonas Gustavsson. “Over the past few months, I have had the privilege of meeting some of our customers, partners, and the exceptional MacGregor team around the world. I have felt the energy and genuine passion that drive this organization. Together, we will build on our strong foundation, accelerate our development, and continue to deliver lifetime value to our customers worldwide. I would also like to express my deepest gratitude to my predecessor, Leif Byström. His remarkable 42-year career reflects true dedication and commitment to both the maritime industry and the continued success of MacGregor.”

“I have seen this company from many different roles and perspectives through the decades. I feel proud of the many achievements of the MacGregor team and all the great collaboration we have had, and I’m both honored and privileged to have been working with such a great team. Now I’m happy to see Jonas at the helm of the company from today onwards. With his vision and leadership, MacGregor will continue to develop for the benefit of our customers, partners and employees,” says Leif Byström.

[By: DNV]

A total of 28 new orders for alternative-fuelled vessels were placed in July 2025, according to the latest data from DNV’s Alternative Fuels Insight (AFI) platform. This is slightly up from the 19 orders recorded in June, in line with the steady pace of activity seen in the first half of the year.

LNG remains the dominant fuel choice, accounting for 22 of the 28 orders. The majority of these orders were concentrated in the container segment (19, with the rest tankers (2) and a research vessel).

Methanol followed with three new orders, including two bulk carriers and one offshore vessel. July also saw two ammonia-fuelled gas carriers ordered, and for the first time, one ammonia bunker vessel was added to the orderbook.

Jason Stefanatos, Global Decarbonization Director at DNV Maritime, commented: “July’s data reinforces what we observed in the first half of the year: the alternative-fuelled vessel market is showing resilience. Owners are not just experimenting, they’re investing in scalable, compliant solutions.

“The first-ever order of an ammonia bunker vessel is a signal that supporting infrastructure is beginning to align with long-term fuel strategies. Combined with continued LNG and methanol bunker vessels activity, this points to a sector that is actively positioning itself towards increased demand in the future.”
_________________________________________________________________________________________________

Read more about AFI and access the platform here. If you would like to have a demo, have questions, or would like a short chat with our experts, please let me know.

[By St. Johns Ship Building]

St. Johns Ship Building, a Palatka, Florida-based Jones Act facility owned by Americraft Marine, is pleased to announce the successful delivery of the Atlantic Endurance, the second of two Chartwell Ambitious-Class Crew Transfer Vessels (CTVs) ordered by Atlantic Wind Transfers. The delivery marks a continued partnership between the two companies and further demonstrates St. Johns’ growing role in supporting the U.S. offshore wind industry.

This delivery follows the recent handover of the Atlantic Resolute and brings the total number of CTVs delivered by St. Johns Ship Building within an eighteen-month period to five. With both Incat and Chartwell-designed vessels now successfully constructed and delivered, the shipyard reinforces its position as a key builder of advanced aluminum vessels for offshore wind support under the Jones Act.

“The delivery of Atlantic Endurance marks another important milestone for St. Johns Ship Building as we continue to deliver high-performance CTVs that meet the demands of the offshore wind market,” said Joe Rella, President of St. Johns Ship Building. “We are proud of our team’s execution, and we value our continued relationship with Atlantic Wind Transfers as they expand their fleet.”

“The delivery of the Atlantic Endurance represents a key milestone for Atlantic Wind Transfers as we continue to grow our fleet of dependable, high-performance CTVs supporting the U.S. offshore wind sector,” said Charlie Donadio, President and Founder of Atlantic Wind Transfers. “Our ongoing collaboration with St. Johns Ship Building has proven invaluable—their exceptional workmanship, precision, and dedication to quality were critical to the successful completion of this vessel.”

The Atlantic Endurance is fully commissioned and currently available for charter.

St. Johns Ship Building has undergone a comprehensive modernization effort over the past two years, including major facility upgrades, streamlined production processes, and a significant expansion of its skilled workforce. These advancements have strengthened the shipyard’s ability to serve both the new construction and repair markets for commercial and government vessels.

Today, St. Johns is rapidly establishing itself as a center of excellence for the construction and repair of aluminum and steel vessels. With a growing portfolio that includes offshore wind support vessels and a diverse range of other commercial craft, the shipyard remains firmly committed to reinforcing the U.S. shipbuilding industrial base and contributing to the broader revitalization of domestic maritime manufacturing and repair. 
 

[By Thorn Run Partners]

Thorn Run Partners (“TRP”), one of the nation’s leading government affairs firms, announced today the addition of Louis Sola as a Partner. Lou is the third new partner to join TRP this month.

Over the past six years at the U.S. Federal Maritime Commission (FMC), Louis Sola played a pivotal role in overseeing and enforcing policy governing more than $5 trillion in annual U.S. oceanborne trade, serving under three different presidential administrations.

As Chairman of the FMC, Sola led high-impact initiatives such as Fact Finding 30 during the COVID-19 pandemic, enabling the safe resumption of cruise operations and reinforcing supply chain resilience. He was a strong advocate for LNG port development, promoted greater transparency in international shipping, and worked to expand U.S. exports through strategic collaboration with the U.S. Trade Representative (USTR) and the U.S. Export-Import Bank (EXIM). Notably, he was among the first federal officials to formally expose foreign influence in Latin America, particularly in critical maritime infrastructure.

Chairman Sola has also been a consistent and early voice in defending U.S. national security interests against strategic encroachment at global shipping chokepoints.

Prior to his Senate confirmation in 2019, Sola served for over a decade as a U.S. Army counterintelligence officer, with deployments in post-Cold War Germany, the 1994 Cuban refugee crisis, and counter-narcotics operations in Panama. Following his military service, he founded Evermarine, a global yacht and ship brokerage, and later consulted for the Inter-American Development Bank on Latin American port and infrastructure finance.

Lou’s deep expertise in maritime policy, national security, and international trade will be invaluable as Thorn Run Partners continues to expand its capabilities across key sectors.

“Lou Sola will add a unique and important capability to our firm,” said TRP Co-Founder Chris Lamond. “His experience and extensive network of relationships in the area of maritime trade and tariff policy will help us address a growing area of client need.”

TRP Co-Founder Andrew Rosenberg added, “We are excited at the prospect of bolstering our firm’s offerings in such an important area as international trade. Coupled with our current team of experts, Lou is going to instantly establish TRP as the leader in maritime and trade lobbying.”

The addition of Louis grows TRP’s roster of professionals to 57.
 

To look at her, the Yeoman Bank, a self-discharging bulk carrier, looks fairly ordinary. However, after more than 30 years of service, she is sailing off as a record holder. 

Holcim UK, a manufacturer and supplier of sustainable construction and building materials, reports it is retiring the vessel. Built in 1982, she is one of the last Greek-built ships coming from the Eleusis Shipyard, but her record comes as the longest-standing vessel serving the Port of Liverpool, and as the ship to have delivered the most cargo there in history.

Marking its 195th voyage, the Yeoman Bank cast off from Liverpool for the last time this week and is sailing to Wilhelmshaven, where she is due to arrive on August 3. The company reports that since arriving on the River Mersey and at Liverpool in 1991, the vessel has transported nearly seven million tonnes of aggregates delivered to the port. She served the Port of Liverpool as part of a long-term strategic partnership between Holcim UK and the terminal operated by Peel Ports.

Phil Hall, Port Director for Mersey Ports at Peel Group, told the Liverpool Business News her final departure was really the end of an era. He noted she had been a workhorse and constant presence at the Port of Liverpool. 

“The Yeoman Bank has been more than just a vessel; it has played a vital role in our supply chain for over three decades,” said Simon Turk, Holcim UK Marine Logistics Director Its consistent service into the Port of Liverpool, along with our long-term, strategic partnership with Peel Ports Group, has supported the delivery of construction materials to some of the UK’s most significant infrastructure projects.

 

Yeoman Bank transported more than 36 million tonnes of aggregates and holds the record as the longest service vessel to the Port of Liverpool (Holcim UK)

 

Yeoman Bank is 38,995 dwt and sails under the flag of Liberia. She is 205 meters (672 feet) in length.

She sailed for nearly a decade for her original owners before being sold and rebuilt in Norway in 1990 for a company called Foster Yeoman, one of Europe’s largest independent quarrying and asphalt companies. The bulker started service calling at the Glensanda super-quarry in Scotland in January 1991. There she was loading specialist aggregate materials, transported by sea to support everything from road construction to the new runway at Manchester airport.

In addition to supplying the UK from Glensanda, the vessel was also key to Holcim’s wider European supply chain to the UK. This included transporting over nine million tonnes of rock gypsum from Garrucha and Carbonneras in Southeast Spain to the Royal Portbury Dock, Avonmouth.

Holcim UK calculates that she has transported around 36.4 million tonnes of aggregates and has completed 1,918 voyages during its time in the fleet. The company, which acquired Foster Yeoman in 2006, says the vessel played a central role in the successful development of the super-quarry’s supply chain, which exports millions of tonnes of specialist aggregate materials to key projects.
 

[Massachusetts Maritime Academy]

This past spring, Massachusetts Maritime Academy (MMA), a top-ranked public university with undergraduate degree programs focusing on science, engineering, technology, math, and business that blend academics and experiential learning, in partnership with the Buzzards Bay Coalition and its Outdoor Learning program, delivered a hands-on cultural and maritime experience to 650 New Bedford elementary and high schools students. Through this dynamic collaboration, students explored Cape Verdean heritage, traditional sailing techniques, and the rich maritime history of Buzzards Bay.

Now in its second year, the partnership offers New Bedford public schools students in grades 3 to 12 a dynamic opportunity to embark on educational day trips aboard the historic SSV Ernestina-Morrissey, immersing them in learning that weaves together science, navigation, history, and Cape Verdean culture. This year’s program included 15 day trips, engaging a total of 650 students.

Each stationary outing aboard the Schooner Ernestina-Morrissey featured interactive learning stations, led by Buzzards Bay Coalition Outdoor Learning Manager Carly Baumann, coalition instructor Logan Mendes, local educators Lynn Connor and Jeannine Louro, and the schooner’s Captain Tiffany Krihan and her crew from Massachusetts Maritime Academy. Students discovered the Ernestina-Morrissey’s history, participated in hands-on water quality testing, and gained insight into maritime navigation and the responsibilities of a ship’s watch.

 

 

“We had a front row seat to witness how excited the New Bedford public schoolchildren were to experience science, history, sailing, and outdoor exploration on the Schooner Ernestina-Morrissey,” said Mark Rasmussen, president of the Buzzards Bay Coalition.  “We were thrilled to be part of this initiative with MMA, particularly because of the strong and unique ties between New Bedford, Cabo Verde, and the schooner.”

“Our partnership with the Buzzards Bay Coalition exemplifies our commitment to experiential learning and community outreach,” said Rear Admiral Francis X. McDonald, USMS, president of the Massachusetts Maritime Academy. “By welcoming students aboard the SSV Ernestina-Morrissey, we’re not only sharing the Academy’s maritime heritage, we’re also inspiring the next generation to explore science, culture, and stewardship through hands-on discovery.”

The SSV Ernestina-Morrissey is part of the Massachusetts Maritime Academy’s permanent fleet, serving as an educational platform for sail and leadership training for cadets, K-12 STEM programs, and community engagement.
 

[By Columbia Group]
 
Columbia Group is calling for urgent reforms in maritime education to address a growing shortage of qualified seafarers and to secure the future of the Greek shipping industry.

Despite Greece’s status as a global shipping powerhouse, controlling more than 20% of the world’s deadweight tonnage, the sector faces a mounting challenge: too few young professionals are choosing careers at sea. This shrinking talent pipeline threatens not only ship operations but also the shore-based roles that depend on seasoned seafaring experience.

“The shortage of qualified seafarers is not a prediction. It is already happening,” says Gregory Spourdalakis, Managing Director of Columbia Shipmanagement Greece. “Fewer graduates are coming out of maritime academies, and many lack the skills and incentives to remain in the profession long enough to progress into senior positions.”

One of the core issues is that maritime training has not kept pace with modern shipping. Many academies still operate with outdated equipment and limited digital resources, while curriculums often fail to reflect evolving technological, regulatory, and commercial realities. At the same time, maritime qualifications are frequently not regarded as academically equivalent to traditional university degrees, deterring ambitious young people who seek broader career prospects.

“It is no surprise that many of our brightest Greek students are turning away from maritime officer training,” he added. “Unless we act, this drain of talent will leave companies struggling to fill key roles both at sea and ashore.”

While shipowners can currently draw on global labour markets in the Philippines, India, and Eastern Europe, the decline in local seafarers has serious implications. Shore-based operations, such as technical superintendents, fleet managers, and HSEQ professionals, rely on individuals with seafaring backgrounds. Without action, the industry risks losing this critical expertise within a decade or so.

Columbia Group is committed to bridging the gap between education and employment. This month, the company engaged directly with students and graduates at events on Chios and Andros islands, outlining the career paths available both onboard vessels and ashore. The company also runs a graduate trainee programme offering one-year placements across departments, alongside leadership development in partnership with FranklinCovey.

“These engagements matter, but we must start much earlier, ideally in secondary schools, to help young people understand the opportunities maritime careers offer,” says Mr Spourdalakis.

A Call for Reform

Columbia Group is urging stakeholders across the industry to take co-ordinated action to secure shipping’s future talent pipeline. Key priorities include:

• Upgrading maritime education facilities with modern equipment and digital tools.
• Aligning curriculums with the realities of today’s industry, including decarbonisation, automation, and commercial operations.
• Raising the status of maritime qualifications to be equivalent to university degrees, helping attract the best and brightest.
• Promoting awareness in schools about the diverse career opportunities in shipping.

“Shipping is the backbone of the Greek and global economy. “Mr Spourdalakis concludes. “But it can only remain so if we invest in the people who will sail, manage, and innovate in the decades to come. The time to act is now.”
 

The U.S. Coast Guard (USCG) has released a critical report on the demasting of a historic schooner, blaming the catastrophic incident on rotten wood that had gone unnoticed for years due to poor inspections.

About three years after the mainmast of the 144-year-old schooner Grace Bailey broke during a routine voyage, causing the death of one passenger and leaving five others injured, a detailed investigation has established that the structural integrity of the mainmast had long been compromised by rot.

Although the vessel underwent numerous inspections, both by the USCG and third-party inspectors, the inspections lacked depth, resulting in a failure to detect deterioration of the mainmast.

Built in 1882, Grace Bailey is a 118-foot schooner operating excursions in Maine. The vessel experienced the catastrophic demasting during a four-day excursion around Penobscot Bay in Maine on October 9, 2023. On the day of the incident, the schooner had 33 people on board, including 26 passengers and seven crew members. The vessel that was owned by the Grace Bailey Navigation Company had been operating cruises on the Maine coast since the 1990s.

In its 95-page report, the USCG Office of Investigations and Casualty Analysis gives a detailed account of the incident from the moment the Grace Bailey set out for the excursion. While the first three days were uneventful, the situation took a tragic twist on Monday, October 9, when she arrived at Penobscot Bay at approximately 8:30 am.

Things started to unfold about an hour later when a single passenger standing port side abreast of the mainmast heard a noise from aloft but dismissed the noise as normal for a wooden vessel and did not discuss the sounds with any other passenger or crewmember. At 10:11 am, another passenger heard a noise aloft that was later described as a “rope being stretched to its limit.” The passenger visually scanned the sails and rigging, determining that everything seemed normal.

Just a minute later, a third noise reported from aloft was recognized by multiple passengers and crewmembers, prompting the captain and mate to scan the rig. They observed the mainmast bending at a point approximately 75 percent up the mast. Although the captain quickly ordered everyone to get down, it was too late because at that point the mainmast collapsed, twisting and falling to starboard.

 

 

Five passengers, including the deceased Dr. Emily Mecklenburg, age 40, were struck and injured by the falling rigging. Another passenger fell down a ladderway into the vessel's galley while rolling out of the path of falling rigging, resulting in injury.

In its investigation, the USCG established that since she began offering cruise services, the Grace Bailey had a history of bending the rules when it came to her mast installation and material specifications.

A case in point was in July 1990, during the final stages of an extensive drydock and rebuild project, the schooner’s previous owner identified rot in the lower portion of the foremast and went ahead to perform repairs without prior notification to and oversight by the Coast Guard. Despite not being alerted, the Coast Guard undertook an inspection that revealed cosmetic deterioration of the repair but no signs of rot and allowed the vessel to continue operating.

Another repair, still because of rot, was carried out in 2014 on the vessel’s mainmast and foremast, with the works being carried out by local shipwrights and overseen by Coast Guard inspectors.

Over the period between 2014, when the masts were unstepped, to 2023, the Grace Bailey underwent a total of 18 inspections, with eight including data entries reflecting completion of a mast inspection. In one of the inspections in 2022, just before Grace Bailey Navigation Company purchased the vessel, rot was detected on the starboard side of the foremast under the boom saddle, with repairs being carried out the following year.

The USCG investigation team was able to identify a series of factors that caused the demasting, key of which was severe internal rot of the mainmast due to fungal growth. The rot significantly weakened the structural integrity of the mast, making it prone to failure under stress, they concluded.

Notably, Grace Bailey’s Douglas fir masts had almost all sapwood removed during lathing, and the remaining sapwood at the upper portion of the mast had been removed during final shaping. And while a properly treated sapwood shell is essential for preventing decay in grown Douglas fir masts, the owner and operator of the schooner had failed to implement effective preservative treatment.

“Grace Bailey’s masts did not undergo anti-fungal treatment, leaving heartwood unprotected from fungal colonization,” states the report, adding that checks, ideally limited to a treated sapwood shell, penetrated unprotected heartwood, allowing continual moisture intrusion into the mast interior.

The report also criticizes the inspection methods on the schooner, concluding that they lacked depth due to safety constraints. They report that they primarily relied on visual inspections from deck level. Alternative methods like lift cranes were not used.

Following the release of the report, the USCG has issued nine recommendations to prevent mast collapses in the future. Among them is broad collaboration between the agency and the sailing industry to identify wooden mast material characteristics and conditions that can precede, influence, or contribute to fungal decay.

The Grace Bailey was restored and certified by the USCG. She has returned to the seas for her summer cruises.
 

 

The new lock at Terneuzen in the Netherlands officially opened to traffic today, August 1, marking a critical expansion in capacity for shipping heading to the port of Ghent and connecting between the Netherlands, Belgium, and France. It is part of an effort to expand inland shipping and meet the need to handle larger vessels.

Construction of the new lock took seven years and had a cost of approximately €1.2 billion ($1.4 billion). Officials for the North Sea Ports highlight the critical need to accommodate larger ships, noting that two-thirds of the Ghent port area is only accessible via the canal, and the old locks were becoming too small for modern shipping. 

The two original locks date to 1968, one with a length of 280 meters (919 feet) and the other with a length of 290 meters (951 feet), mostly suited for smaller ocean-going ships and inland vessels. The new lock is 427 meters in length and 55 meters wide (1,400 x 180 feet). Because of its design and position, it also serves as a primary flood barrier, and because it is higher than the rest of the complex, it is prepared for the expected rise in sea level.

For the first time, the new lock can accommodate vessels with a draft of up to 12.5 meters (41 feet) regardless of tidal conditions. In the past, deeper vessels could only be handled at high tide.

The lock was dedicated by King Willem-Alexander of the Netherlands and King Philippe of Belgium on October 11, 2024. As part of the ceremony, the bulker Bregaglia (89,772 dwt), registered in Switzerland, made the ceremonial first passage. At 240 meters in length and with a 38-meter beam (787 x 125 feet), she became the largest vessel to ever sail on the Ghent-Terneuzen Canal and the largest ship ever to sail to Ghent.

 

Test locking before the new lock (center) officially opened on August 1 increasing shipping capacity to Ghent (Nieuwe Sluis Terneuzen)

 

Since the ceremonies, final work has been completed on the bridges, and they addressed an unexpected mix of salt and fresh water seen during the first locking. Starting in May, transits began as part of an effort to complete training for the operators and vessel crews.

The lock has a maximum depth of 16.44 meters (54 feet), but shipping is limited by a roadway tunnel that passes under the canal. Also, the canal requires further dredging. Currently, its capacity will be limited to vessels of a maximum of 366 meters in length and with a beam of 49 meters or less (1,200 x 160 feet).

The Belgian news agency reports discussions are underway between Flanders and the Netherlands about further modifications to the canal to support additional shipping.

NATO is reporting that a task force of ships is currently operating in the Arctic and High North in an effort to strengthen its maritime presence and practice operations in the region. NATO joins the rush to the region, which has also seen a Chinese research vessel, the yearly visit by the US Coast Guard’s icebreaker Healy, and recent Russian-Chinese naval exercises.

The alliance highlights that seven of its nations, Canada, Denmark, Finland, Iceland, Norway, Sweden, and the United States, have territory within the Arctic Circle and play a key role in supporting the Alliance’s cooperative and inclusive approach to Arctic security. The task force was sent to the region to reaffirm the Alliance’s commitment to collective security in this increasingly strategic region.

NATO’s maritime presence in the region, the organization says, reflects growing international focus on the Arctic. It notes that melting sea ice is opening new shipping lanes and access to natural resources is being created. At the same time, the Alliance is enhancing its maritime domain awareness across the region to understand the environment and increase readiness to respond to contingencies. By maintaining a routine and resilient maritime presence, the Alliance states that it is ensuring this strategically vital region remains secure, accessible, and peaceful for all nations.

“Our operations in the Arctic and High North reflect the Alliance’s enduring commitment to peace, stability, and freedom of navigation,” says a NATO spokesperson. “Operating in this region demands resilience, adaptability, and seamless cooperation – qualities NATO forces continue to demonstrate every day.”

The current operation brings together ships and aircraft assigned to Standing NATO Maritime Group 1 (SNMG1) to conduct maritime presence operations throughout the region. Defense News identifies the ships it believes are in the task force as including the flagship vessel De Ruyter from the Netherlands, the Thor Heyerdahl from Norway, the Bartolomeu Dias from Portugal, and the Rhön from Germany.

NATO says its maritime forces are committed to the challenges of learning how to operate in a dynamic and changing maritime environment in the Arctic and High North. As maritime traffic increases, NATO forces continue to work closely with regional Allies and partners to preserve safe sea lanes, gain operational experience in the region, and deter potential destabilising activities.

 

As a federal court in Baltimore continues to hear pre-trial motions and collect evidence for the claims pending related to the containership Dali’s March 2024 incident destroyed the Francis Scott Key Bridge, the owner and operator of the vessel are now suing the builders of the vessel alleging negligence or gross negligence in the design, construction, and/or manufacture of the critical switchboard which has become the focus of the investigations into the cause of the blackout aboard the vessel.

The National Transportation Safety Board and the teams from the U.S. Coast Guard and other agencies investigating the cause of the allision with the bridge quickly centered in on the power supply, critical circuit breakers, and the switchboard for the ship’s electrical systems. It has long been recognized that something caused the vessel’s breakers to trip, shutting off the power to the motor and critical systems, including the hydraulics to control the rudder.

As early as June 2024, it came out that the NTSB had found "an interruption in the control circuit” linked to the main breakers. A subsequent report revealed that a check of the wiring on the transformer and a relay found a “cable was loosely connected,” a condition which representatives from the shipbuilder Hyundai informed could create an open circuit and interrupt the 110VDC power on the HV side of the board. According to the report, the engineers said it would trigger an under-voltage release trip, which would result in a 440V blackout, and they later demonstrated it in tests.

In a suit filed on July 31 in U.S. District Court, Eastern District of Pennsylvania, the owners of the Dali, Grace Ocean, and the operators of the vessel, Synergy Marine, allege, “HHI (Hyundai Heavy Industries) defectively designed the switchboard in such a manner that wiring connections were not secure, could not be verified as secure, and could lose connection during normal operation, such that the signal wire was not designed to remain securely connected to the terminal block, which design defect caused the switchboard and the vessel to be unreasonably dangerous and in a defective condition when it left HHI’s control.”

The court filing reveals that a UVR coil for the circuit breaker was not receiving control voltage, and that it was discovered that one of the control signal wires in the UVR control circuit was not securely connected to its terminal block. They go on to say that because the signal wire was not securely connected, the insufficient contact created an open circuit.

The suit alleges the wire was not securely connected because the “labeling band identifying the wire was installed too close to the ferrule crimped on the end of the wire.” It goes on to assert, “As a result of this and other defects, the signal wire could not be inserted fully into the terminal block’s spring clamp
gate.”

The law regarding maritime products liability claims, they state, requires that a manufacturer sold or manufactured the product, and it was unreasonably dangerous or was in a defective condition when it left the defendant’s control. 

Construction on the Dali started in July 2014 and was delivered by Hyundai Heavy Industries in March 2015. HHI they allege “defectively manufactured the switchboard and vessel by failing to ensure that all wires were securely connected to their terminal blocks when installed and unable to loosen during normal operation.”

The companies are seeking the cost of damage to the vessel and resulting repair costs as well as contribution and/or indemnity as it relates to the 45 claims ranging from property damage to economic damages, clean-up costs, personal injury, wrongful death, survival, workers’ compensation reimbursement, and cargo and general average in the Maryland civil case. The court is set next year to hear the first of two phases in that case centered on Grace Ocean and Synergy Marine’s limitation of liability claim, and based on that outcome, the potential size of the liability.

The Dali, of course, was in service for nine years after its delivery before the allision with the bridge. There have been multiple reports about power problems and failures on the vessel before that night, including at the dock in Baltimore. The NTSB, in its reports, has also highlighted the maintenance of the vessel, citing examples of wear and makeshift repairs. The U.S. has claimed the vessel was not seaworthy, and Maryland and Baltimore, in their claims, cite the training and maintenance of the vessel.

Hyundai Heavy Industries has been served in the product liability case and will file its response in due course. This will start the parallel case seeking to place blame for the defects found on the vessel.
 

 

 

Malaysia’s maritime authorities are taking several new steps to strengthen enforcement in an attempt to stop the illegal anchoring and ship-to-ship transfers taking place in its waters. Because of its location near the busy Singapore Strait, Malaysia is one of the areas cited as a hotbed of activity with reports of frequent enforcement activities.

Effective as of the end of July, the Malaysian Marine Department has imposed new rules. It is reiterating the requirement for vessels to keep their AIS transmission on at all times. It reports that it will be regularly monitoring for vessels that go dark (ie, turn off their signals). 

Vessels also now have a dual permit requirement before they can anchor in key eastern water areas known to be frequently used for illegal activities. They are required to submit an anchoring plan, which must be approved by the Malaysian Marine Department. This covers the area near the eastern entrance of the Singapore Strait.

“We anticipate that the authorities will adopt a strict approach to monitor vessels in Malaysian waters,” warns a notice posted by the Britannia P&I Club on July 31.  It warns, “They will act strictly against vessels found conducting operations without their approval. The process of releasing a detained vessel can be stressful and may take several weeks.”

The Malaysian Maritime Enforcement Agency, which is already known for its strict enforcement and frequent efforts at enforcement, has been instructed to further increase its vigilance. The notices warn that vessels will be immediately detained if they are found not to have the proper approvals for anchoring or other activities in Malaysian waters.

The waters east of the peninsula have been known to be a frequent stopping point for shadow tankers and those coming from either Iran or Russia seeking to disguise their cargoes. The illegal activity is also carried out by smaller vessels making transfers. 

On July 11, for example, the MMEA reports it came across two tankers alongside each other at 0400. One vessel was crewed by four individuals, including the captain and another from Indonesia, and two Indian nationals. The second vessel was crewed with one Indonesian and one Myanmar citizen, and two Vietnamese citizens. The MMEA reported that the Myanmar crew and two Vietnamese crew failed to produce valid identification documents. In addition, it seized 169,600 liters of diesel oil.

At the end of July, the MMEA reported that a tanker registered in Barbados was detained for illegally anchoring in Batu Pahat waters. The ship they reported was operated by a crew of 18, including the captain, who were Indian nationals. The tanker had departed from Dubai and entered the Tanjung Bruas Port, Melaka, to load a cargo of 6,894 metric tonnes of tar on its way to Vietnam.

The Singapore Shipping Association issued a confirming note. It warns that Malaysia “intended to strengthen enforcement against unauthorized ship-to-ship oil transfers.” It is advising members to closely follow the regulations and work with port agents to secure the necessary approvals before entering Malaysian waters.
 

A day after Panama’s Comptroller announced that his office is seeking to void the concession for the terminal operations in Balboa and Cristobal, CK Hutchison issued a statement calling for coordination with the Government of Panama. The Hong Kong-based company is seeking to protect the concession, which is seen as one of its key assets, despite the political firestorm that has been created in 2025.

The Panama Ports Company was formed in 1997, and Hutchison owns 90 percent of the company, with the Government of Panama holding the remaining 10 percent. It is responsible for the operations of the terminals at each terminus of the Panama Canal. Balboa is the larger of the two terminals, handling approximately 2.3 million TEU in 2024, while Cristobal handled just over 1 million TEU. Most of the volume handled in the ports, however, is transshipments. Data shows that 90 percent of Cristobal’s volume is transshipments, while it is 95 percent at Balboa.

After Panama filed two lawsuits seeking to rule the contract extension for the terminals unconstitutional and void, Panama Ports Company, via Hutchison, responded with a statement calling for “respectful coordination and constructive consultations” to protect the concession. It highlights that it has had a positive impact on Panama, creating jobs and contributing to the economy.

“Regarding the ongoing legal actions, we firmly believe that respect for legal protection and the rule of law are essential in order to provide businesses and investors with the certainty that Panama is a safe country to invest in,” the company states.

Panama, under pressure from the Trump administration, has sought ways to reduce its involvement with China. The concession for the port terminals has become one of the focal points criticized by the Comptroller’s office, which contends the extension was not conducted legally in 2021.

Panama’s President Jose Raul Mulino yesterday, July 31, told reporters he did not think the concession would continue. He said they would await the court’s decision but suggested a new public-private partnership might be formed to run the terminals.

Panama has also been critical of the sale process after CK Hutchison agreed to sell its interest in the Panama company to a consortium led by BlackRock and MSC’s Terminal Investments Ltd. Hutchison addressed the criticisms in its statement.

“At the appropriate time within the sale process, PPC (Panama Ports Company) will communicate with relevant parties, including the Government of Panama,” writes Hutchison. “We affirm that we believe engagement with the Government of Panama is vital to discuss the way forward for PPC and that we want to work with the Government for a better future to support the people of Panama.”

China has been highly critical of the sale process, accusing the U.S. of driving it. China says the deal would threaten its global trade and has reportedly demanded a role for a Chinese company in the consortium. Hutchison confirmed at the beginning of the week that it was exploring reworking the deal and inviting a major Chinese company to participate in the purchase of its terminal portfolio.
 

 

The Russians and Chinese have commenced a joint naval exercise in the Pacific Far East area. While the large exercise was getting underway, on July 30, it also encountered one of recent history’s largest undersea earthquakes.

Exercise Maritime Interdiction 2025 officially starts today, August 1, and is scheduled to conclude on August 5. A Russian Pacific Fleet press statement suggested that exercise serials will include coastal operations, search and rescue, anti-submarine, air defense, and combined fire support operations involving the use of the Pacific Fleet’s training ranges. Diesel-electric vessels and aircraft from both nations will take part in the exercise, to be directed from the Pacific Fleet’s headquarters in Vladivostok. The exercise will start with a command post phase in Vladivostok. The exercise follows on from a global exercise held last week by the Russian Navy involving over 150 ships and 15,000 personnel across the Pacific, Arctic, Baltic, and Caspian seas.

The lead Russian ship on Exercise Maritime Interdiction 2025 will be the Udaloy Class anti-submarine destroyer Admiral Tributs (D564), while the Type 052D destroyer CNS Shaoxing (D134) will lead the Chinese contingent. 

 

The sheltered Russian submarine bases (Google Earth/CJRC)

 

The Russian submarine bases due west of the earthquake epicentre (Google Earth/CJRC)

 

Seen in the East China Sea heading towards the exercise area by the Japan Maritime Self-Defense Force (JMSDF) on July 24 was the PLA Navy’s Type 926 Dakai Class submarine rescue vessel CNS Xihu (841). CNS Xihu is believed to be on its first operational deployment since being launched. The Xihu was following in the wake of a lead group of ships also spotted by the JMSDF made up of CNS Shaoxing and fleet oiler CNS Qiandaohu (886), as well as Type 052D destroyer CNS Urumqi (118), which last year was the lead vessel in the 45th Naval Escort Group deployed to Djibouti. These movements had been preceded by increased maritime surveillance of the Sea of Japan area by Russian Ilyushin IL-20M patrol aircraft.

The launch of the exercise as planned suggests that the Pacific Fleet has not been seriously impacted by the undersea earthquake on July 30. The US Geological Survey measured the quake as being of 8.8 MMS magnitude, occurring at a depth of 12.86 miles and 80 miles southeast of Petropavlovsk-Kamchatsky on the Kamchatka Peninsula. The tsunami generated by the earthquake appears to have manifested as a series of flood surges rather than by massive waves. Flooding of the fishing village of Severo-Kurilisk, some 195 miles away on the Kamchatka peninsula, was seen in social media. But there appears to have been little damage suffered by the two important Russian nuclear and ballistic missile submarine bases at Rybachiy and Vilyuchinsk, which are only about 65 miles from the epicenter, save for damage to a pier at Rybachiy evident in radar imagery.

 

 Radar imagery comparison on July 23 and 31, showing damaged pier post earthquake (Sentinel-2/CJRC)

 

Given the submarine focus of Exercise Maritime Interdiction 2025, vessels from the two bases are likely to be involved in sea phases of the exercise. But both bases may have been protected by their sheltered location within the Petropavlovsk-Kamchatskiy bay, to which there is only a narrow sea opening. The Vladivostok area, home to the Pacific Fleet headquarters, some 1,280 miles from the epicenter, was effectively screened by the land mass of the Japanese islands.
 

The recent efforts by the European Union and the UK to target more tankers linked to Russia’s oil trade and the United States’ large sanctions action this week against an Iranian trading network are beginning to impact across the shipping industry. As the efforts are now reaching beyond tankers to also include containerships, analysts expect the sanctions will continue to reshape shipping.

Tankers were the first target of the sanction packages, and reports that individual ships have been idled became common as the sanctions grew. However, the impact seems to be growing as the U.S. and now the EU have begun to go after refineries and products refined from Russian oil. Donald Trump has said he would target more buyers of Russian oil if his deadline for a Ukrainian ceasefire is not met.

The United States, already this year as part of its “maximum pressure” campaign against Iran, sanctioned several smaller Chinese so-called “teapot” refineries, and in July, the EU, in its efforts to clamp down on the Russian oil trade, closed loopholes on refined products. It specifically listed the Indian refiner Nayara Energy due to its investments from the Russian oil giant Rosneft. 

After a report by Reuters on July 31 that India’s state refineries were suspending imports of Russian oil due to fears over the sanctions, at least four tankers are reported now to be idling off India, according to Bloomberg’s tracking. The report highlights that more than a third of India’s oil comes from Russia, and the vessels holding offshore all appear to have loaded in late June from Russia’s terminals in Primorsk and Ust-Luga.

Three other tankers inbound toward India, which were included in the U.S.’s widened net of sanctions against Iran, are also reported to be diverting, according to an exclusive report from Reuters. The ships are carrying Russian oil and were listed by the U.S. as part of the network run by Iranian Mohammad Hossein Shamkhani, the son of Ali Shamkhani, a top political advisor to the Supreme Leader of Iran, and a former commander of the Islamic Revolutionary Guard Corps Navy.

The U.S. sanctions, however, did not stop at tankers as it listed more than 50 vessels, including 22 containerships that it said were also used by Hossein’s network also carrying cargo both to and from Iran, among other locations. The containerships the U.S. Treasury asserts are using similar obfuscation tactics to the tankers, including turning off automatic identification system (AIS) transponders and misrepresenting cargo information in bills of lading.  

One of the companies snared with the inclusion of containerships in the sanction regimes is Singapore-based SeaLead, an emerging carrier with a charter fleet of vessels. The company issued a statement on July 31 saying it had been made aware that multiple vessels, chartered by the company for commercial purposes, had been added to the U.S. sanctions list.

“SeaLead confirms the termination of all charterparties and contracts related to the sanctioned vessels and entities. The company maintains full compliance with applicable sanctions laws and regulatory requirements,” it writes in the statement.

A total of 16 vessels listed by the U.S. are linked to SeaLead, which reports say could represent as much as a third of the company’s fleet. The company, in previous statements, says it operates over 55 vessels with a total capacity of just over 200,000 TEU. SeaLead says that this places it in 13th place in Alphaliner’s league of carriers.

Concurrent with the listing of the containerships, the U.S. Department of the Treasury's Office of Foreign Assets Control (OFAC) issued a “General License” which authorizes limited safety and environmental transactions and the offloading of cargo involving certain persons or vessels blocked on July 30. The 22 containerships, including the 16 linked to SeaLead, have till midnight on October 1 to offload cargo that was already aboard except at ports in Iran or Russia. They, however, are also barred from entering into new commercial contracts.