An American affiliate of Canadian shipbuilder Davie has released its first detailed plans for a proposed "American Icebreaker Factory" at the Gulf Copper yard in Galveston, Texas. The budget for construction is in the range of $1 billion, according to Davie, and the facility would be purpose-built for delivering on the Trump administration's icebreaker procurement priorities. 

The renderings appear to show at least half a dozen new assembly bays, along with a new apron of reclaimed land along the waterfront. Four existing finger piers at the Gulf Copper facility appear to be removed in the rendering, replaced by two shiplifts.

Davie also owns Finland's Mantyluoto Shipyard and Helsinki Shipyard; the latter is a leader in medium icebreaker construction, and built a substantial share of Russia's non-nuclear icebreaking fleet. Under Davie's ownership, Helsinki is providing its expertise in design and construction for Canada's heavy icebreaker acquisition programs, as well as Davie's pitch for the U.S. Coast Guard. 

Thanks to the One Big Beautiful Bill Act, the Coast Guard has an unprecedented budget for shipbuilding, including $3.5 billion for medium icebreakers. The caveat is that the service needs to spend it fast: the Coast Guard has been soliciting information from U.S. and foreign shipyards for an "Arctic Security Cutter" that could deliver within three years of an order signing, in time for the first vessel to enter service during President Donald Trump's current term. Since no American yard has delivered a full size icebreaker in a generation, and the only icebreaker program under contract is years behind schedule, all of the options reportedly under consideration involve foreign construction - or at minimum, foreign partnership.

"Recapitalization of the nation’s icebreaker fleet and closing the shipbuilding gap with China are now clear national priorities," Kai Skvarla, CEO of Davie Defense.

Davie Defense has plans to refit the leased Gulf Copper yard in Galveston, and (if it secures a Coast Guard contract) could support as many as 2,000 people at the site and more than 7,000 statewide. If that occurs, the  economic impact across Texas is estimated at $9 billion.

After more than 15 months of effort, the Port of Portland (Oregon) has completed a long-term agreement for the operation of Terminal 6, which is the state’s only active international container terminal. The port had announced in early 2024 that it planned to close the terminal due to mounting financial losses and the collapse of negotiations for a private operator.

"Scores of businesses throughout Oregon rely on Terminal 6 to ship their goods," said Governor Tina Kotek, who played a critical role by providing interim financing and state support to keep the terminal operating. "Oregon communities will be better off because we came together and worked toward this shared goal."

While it is located more than 100 miles from the ocean, the port plays a vital role in the state’s agricultural and seafood sectors. Without the port, they would have had to truck goods through other ports, raising costs. However, in 20214, with high fixed operating costs, loss of a rail service partner, BNSF, that had provided a connection to Seattle and Tacoma, and collapse of negotiations for a potential private operator, the port authority said it had no choice but to begin winding down the operation. It was pointed out that the Columbia River is shallow, limiting the size of vessels that can reach the port. In addition, it is a relatively small consumer market.

“The Port of Portland is the gateway connecting our farms, small businesses, and manufacturers to global markets,” noted Representative Shelly Boshart Davis.

The Port has been rebuilding container service since 2018 and was working to secure a private operating partner, highlighting that Terminal 6 is an important piece of Oregon’s economic infrastructure. California-based Harbor Industrial, which had been providing stevedoring services, reached a tentative agreement last December to become the operator.

The company will lease the 200-acre facility from the port authority for an initial seven-year term. It also has four options to extend the lease for a total of 20 years. Harbor has agreed to purchase seven new cranes for the terminal and will pay the port rent based on the amount of cargo it moves through the port. It will take over both the container and breakbulk operations at Terminal 6 as of December 31.

In June, Oregon legislators also approved $20 million recommended by Governor Tina Kotek for necessary capital improvements at the terminal. 

The port and Harbor Industrial report they are committed to maintaining the significant benefits of shipping goods through Oregon ports. The port released a long-term plan that calls for doubling the size of the operation, and together they said they look forward to continued operations and growth of the container terminal.

Officials gathered in the Port of Rijeka, Croatia, to mark the arrival of the first commercial container vessel as the port transitioned from trial operations. Rijeka Gateway, they reported, represents the largest private investment in logistics in Croatia, and it becomes the most modern and technologically advanced container terminal in the region. 

The concession for the new terminal was awarded in November 2021, creating a joint venture between Maersk’s APM Terminals and ENNA Group. Croatia’s Deputy Prime Minister and Minister of the Sea, Transport and Infrastructure, Oleg Butkovi?, highlights that it was the largest agreement in the history of the Port of Rijeka.

Maersk committed to a €380 million ($445 million) investment for the operations, which have been under construction for the past two years. It includes a 400-meter (1,300-foot) quay, which was in part financed with a World Bank loan, along with construction of access and internal roads, a new intermodal terminal, and rail interface. The terminal will have an initial annual capacity of 650,000 TEU, and they are also making investments in hinterland and terminal equipment.

“This terminal is more than just infrastructure. It is a symbol of Rijeka as a modern, sustainable, and technologically advanced port that creates value and drives both the local and national economy,” said Peter Corfitsen, CEO of Rijeka Gateway.

Emphasizing its role as a regional center, the Rijeka Gateway Terminal is being included in the new Gemini Cooperation between Maersk and Hapag-Lloyd. It becomes part of the route linking ports in East Asia with locations in the Mediterranean and Adriatic Sea.

The first commercial vessel to berth at Rijeka Gateway was Al Jasrah (157,374 dwt). Built in 2016, the vessel is registered in Liberia and operated by Hapag-Lloyd. It has a capacity of approximately 15,000 TEU. It was arriving from Port Said, Egypt.

After a planned expansion, the port will grow to 680 meters (2,230 feet) of quay and a capacity of over one million TEU. The terminal is equipped with four remotely operated ship-to-shore cranes (STS), 15 rubber-tired gantry cranes (RTG), two rail-mounted gantry cranes (RMG), and 28 terminal tractors. All systems are integrated into a single control center, and terminal operations will be managed with cutting-edge technology, full automation, and renewable energy, making Rijeka Gateway the first terminal of its kind in the Adriatic region.
 

 

According to officials in San Juan, Puerto Rico, a passenger from the cruise ship Rhapsody of the Seas jumped over the side during disembarkation - not because he wanted to end his life, but because he wanted to escape his gambling debts. 

Jey Gonzalez-Diaz (aka Jeremy Diaz) was caught by Customs and Border Protection officers near the Port of San Juan, where Rhapsody of the Seas was unloading passengers. He has been charged with trying to avoid reporting currency while entering the U.S., by intentionally jumping over the side.

The suspect was rescued by jet-skiiers and brought to safety,then arrested. The officers who searched him found nearly $15,000 in cash on his person, along with five different ID documents - one apparently belonging to his brother - and two mobile phones. He allegedly told officers at the scene that he was trying to get past customs so that he wouldn't have to declare the cash and pay duties on it. 

Royal Caribbean, operator of Rhapsody of the Seas, reportedly told CBP that Gonzalez-Diaz owed  nearly $17,000 for his onboard activities, almost all of it for casino expenditures. The cruise line declined to comment further. 

Gonzalez-Diaz has been released on bail. If convicted, he could face a fine of up to $250,000 and five years in prison.

Top image: Rhapsody of the Seas (BVI4092 / CC BY 2.0)

 

The Port of Long Beach, California, is reporting that all its terminals have resumed operations a day after the dramatic container collapse on a berthed vessel. Pier G, where the vessel Mississippi is berthed, is open and operating except for the immediate area around the vessel.

In a statement issued on Wednesday, a day after the collapse, the Port of Long Beach now reports that there was one minor injury tied to the incident. They avoided a worse situation, especially with the emissions barge that was alongside and attached to the containership when some of the containers collapsed onto the barge. The U.S. Coast Guard reports the barge sustained damage. Other containers collapsed onto the dock alongside the ship.

Additional videos have been released showing the sequence of events. After the first collapse, it appears the area around the vessel had been roped off for safety before the subsequent collapse. The situation continued with additional boxes that had been hanging from the ship also giving way and falling overboard. 

 

Video footage of containers falling from vessel Mississippi taken by @uscg Sector LA-LB Incident Management Division while on scene. #longbeach #vesselmississippi #polb #uscg pic.twitter.com/bAMNlhDUFB

— USCGNorCal (@USCGNorCal) September 10, 2025

 

The Unified Command for the incident, which consists of federal, state, and local agencies, is working to ensure the recovery of the cargo containers. The Coast Guard raised the estimated number of 75 containers from the 67 it reported yesterday. 

Sonar surveys are being conducted to locate approximately 25 to 30 containers submerged in the harbor to ensure the safe navigation of ship traffic. The Coast Guard is maintaining a 500-yard safety zone, and a salvage plan is being developed and will be implemented as soon as possible.

The port has clarified that the manifest shows shoes, apparel, furniture, and electronics as the cargo. The vessel operates one of Zim’s express services, making only four port calls: Vietnam, China, and California. TV reports from the port showed images of a chair floating in the water as well as packages of slippers washing ashore.

The Long Beach Fire Department used one of its fireboats with high-powered nozzles to corral and direct the containers. They were seen pushing them toward a berth area as well as harbor boats that were being used to nudge the boxes toward the dock. The port said in its statement on Wednesday that the fallen containers had been recovered.

 

Floating containers were moved into a secure location away from vessel traffic (Port of Long Beach)

 

Speculation is mounting on the cause of the incident. It is unclear if the ship, which had arrived earlier in the morning, had begun container handling.  The published schedule reflected a planned departure later today for the return to Vietnam.

The Mississippi, registered in Portugal, was built in 2024. It had undergone five port state inspections, the last in April 2025 in Shanghai. It was cited for deficiencies, including with its Voyage Data Recorder and the crew’s safety drill, but did not receive a detention. 

Operations are continuing at the port to stabilize the containers aboard the vessel, including several that are continuing to be suspended over the side of the ship as well as the collapsed stacks. The U.S. Coast Guard reports it will be leading an investigation into the incident as will the National Transportation Safety Board.
 

The U.S. Department of Justice filed a motion in an ongoing case challenging the licensing for the construction of the Empire Wind offshore energy project, citing the lack of merit in the opposition’s claims and defending the licensing process. The filing contradicts some of the positions the Trump administration has taken to challenge other offshore wind projects.

The filing was made on September 5 in the U.S. District Court for the District of Columbia in a case filed by local opponents of offshore wind that call their group Save Long Beach Island. The group has repeatedly filed claims in court seeking injunctions against the permits issued for the wind farm projects. The current case against the U.S. Department of Commerce is seeking emergency injunctive relief to enjoin the construction of Empire Wind, which is underway, as well as the effective dates of the project’s Record of Decision and the National Marine Fisheries Service’s Letter of Authorization.

In the past, the Trump administration has cited concerns over the regulatory approvals for offshore wind projects and claimed the Biden administration rushed projects through the approval process. In April, the Bureau of Ocean Energy Management stopped offshore activity for Empire Wind, citing some of these same concerns, but a month later reversed its order and permitted the project’s offshore work to resume.

Save Long Beach Island, in its case, argues against the approval under the Marine Mammal Protection Act, after having twice before made similar claims in a New Jersey court. DOJ responds citing the history of the approval noting that notices were first published in 2022, and after conducting a review and public comments, a proposed rule for Empire Wind was released in 2023. It was finalized in February 2024 and modified in January 2025.

The response from the DOJ cites the significant delay in filing the court case and the lack of responses in the public comment period as evidence that disproves any allegation of an emergency. It points out that the plaintiffs have had numerous occasions to challenge the permitting, in addition to the two prior cases. Citing that construction has been underway for well over a year, it also says disproves claims that the orders would “preserve a status quo,” or prevent irreparable harm.

“The public interest would undoubtedly be harmed by Plaintiffs’ unwarranted interference with government-issued permits and approvals,” DOJ concludes in its motion. “The public is best served when the government is permitted to use the expertise of its federal agencies to decide issues within their areas of specialization, such as the complex scientific and environmental matters at issue here. Plaintiffs attempt to improperly influence this process by asking the court to grant “emergency” relief on the basis of their layman opinions. Allowing such an outcome would harm the public interest by unnecessarily disrupting years of work and analysis that Federal Defendants conducted in connection with issuing the challenged Project approvals.”

While DOJ defends the review process and licensing for Empire Wind, it has recently told other courts that it would be moving to revoke licenses for other projects, including Maryland’s offshore wind project being developed by US Wind and Massachusetts’ SouthCoast Wind being developed by Ocean Wind North America, a joint venture between EDP Renewables and Engie. It is also targeting New England Wind, which is being developed by Avangrid, a subsidiary of Spain’s Iberdrola.

Interior Secretary Doug Burgum, Bloomberg reports, announced on September 10 during an energy conference in Milan that the U.S. is currently reviewing five offshore wind projects. This came after the administration issued a stop work order on the 80 percent installed Revolution Wind project being built by Ørsted. 

“Right now, under this administration, there is not a future” for offshore wind projects, Bloomberg reports Burgum said at the conference. “I think the fact that subsidies have been either cut back or limited means that it’s likely that there won’t be future offshore wind built in America.”

Ørsted completed the U.S.’s first commercial-scale offshore wind project called South Fork Wind in 2024. Several others are under development, including Empire Wind and Vineyard Wind 1. While several developers have said they remain committed to their projects, many others have deferred or written down the value of the projects, citing the uncertainties under the Trump administration.
 
 

 

The U.S. Coast Guard's Helicopter Interdiction Tactical Squadron (HITRON) has completed its 1,000th drug-running interdiction, racking up yet another disabled go-fast boat. 

On August 25, a HITRON team aboard USCGC Midgett was operating about 375 nautical miles southwest of Acapulco, in the Eastern Pacific transit zone. A trafficking vessel was spotted and refused to heave to for boarding, so the team disabled the boat for law enforcement boarding. Midgett's crew recovered more than 3,600 pounds of cocaine from the vessel.

HITRON was commissioned in 2000 with a mission to stop suspect go-fast vessels and slow the flow of cocaine into the U.S. Its tactics are unique: its sharpshooters operate from helicopters deployed aboard Coast Guard cutters in U.S. Southern Command, and they give pursuit when a smuggling boat is in range. If radio hails and warning shots do not bring the suspect boat to a halt, the HITRON team uses .50-caliber rifles to shoot out the boat's outboards. This compels the smuggling vessel to stop, generally in safety; loss of life is accidental, vanishingly rare, and investigated when it occurs.

pic.twitter.com/ULaDOVo9KH

— September 5, 2025

An example of a HITRON interdiction earlier this year (USCG file)

HITRON hit its 500th interdiction mark in 2017, having stopped a combined 422,000 kilograms of cocaine with a wholesale value estimated in the range of $17 billion (at the time). Over the past 12 months alone, HITRON squadrons have added another $3.3 billion to the existing tally. 

After each vessel is interdicted and the suspects arrested, the suspect boat may be destroyed as a hazard to navigation, often using kinetic means. 

ASMR: @USCG captures, burns, and sinks a drug boat.

Over the weekend, as part of Operation Pacific Viper, the @USCG Cutter Stone conducted three interdictions in a single night—seizing nearly 13,000 pounds of cocaine and apprehending seven suspected drug smugglers. pic.twitter.com/wHRGUGYtTw

— Homeland Security (@DHSgov) September 9, 2025

The only hard drug interdicted at sea off Latin America is cocaine, much of which is bound for high-priced European markets via ports in the Caribbean and Central America. The remainder makes its way to North America, predominantly overland via Central America, Mexico and the U.S. southern border. 

Cocaine accounted for about 30,000 fatal drug overdoses in the U.S. in 2023, the most recent year for data from the National Institutes for Health. Fentanyl, typically manufactured within Mexico and smuggled in by land, accounted for about 74,000 deaths. 

The protracted annual wage negotiations between the Metal Workers Union and HD Hyundai for its shipyards are continuing without an agreement, while the union called management’s negotiations “insincere.” Workers at the three shipyards in South Korea staged a partial strike on September 10, with reports that they will begin a general strike starting on the 11th, which is likely to further impact production at the yards.

To demonstrate the union’s frustration with the slow pace of the talks, the branch head of the union, Baekho-seon, began a “50-meter-high sit-in.” On the morning of the 10th, coinciding with the start of a seven-hour strike at the yard, the head of the union branch climbed the yard’s 164-foot-tall crane used to move blocks. He emphasized the lack of progress and no new offers from management for the wage negotiations while urging management “to make a decision.”

Workers at the HD Hyundai Heavy Industries’ yard were on strike for the day, while union members at the HD Hyundai Mipo and Samho yards stopped work in the afternoon. Reports said there have been between 10 and 20 negotiating sessions since May and that the union staged seven partial strikes at HHI and more than 10 at all the facilities, and now will move to a full strike.

 

The union branch head climbed the key crane and banners have been unfurled (Metal Workers Union)

 

Baekho-seon called the wage demands “completely justified” and said they are “neither excessive nor unusual compared to the company’s ability to pay.” The talks have reportedly been stalled with no new offer from management since union members in mid-July rejected a tentative agreement. The union asserted that the workers “are not being treated with respect or compensated” for their role in helping to elevate the yards’ importance with the Make American Shipbuilding Great (MASGA) initiative. The union rejected the tentative agreement which called for an increase in base pay of approximately $100 and a $3,800 bonus.

HD Korea Shipbuilding & Offshore Engineering, the holding company for the shipbuilding operations, reported on September 8 that it has received orders for a total of 86 ships worth $11.75 billion so far in 2025, achieving 65 percent of its annual order target of $18.05 billion. Media reports, however, indicate that the union's partial strikes and now the sit-in on the critical crane are impacting production. As part of its protests, union members have also used motorcycles on the main roads to slow or stop the movement of blocks and equipment.

Tensions with the union also increased after the company announced plans to merge the shipyards in Ulsan, with Mipo becoming an offshoot of HHI. The union fears job transfers and reassignments after the merger. It has threatened to oppose the merger and the MASGA initiative, which was a key part of the trade and tariff negotiations between the Koreans and the Trump administration.

The activist group calling its efforts the Global Sumud Flotilla, released a video showing a second incident on one of its vessels in Tunisia, apparently involving an incendiary device dropped from above. The group insists that it is undeterred and will set sail understanding the dangers as it attempts to break the blockade on Gaza.

The video released by the group shows a device being dropped onto the deck of their vessel and people yelling fire. The report said there were no injuries and only minor fire damage to the deck of the vessel named Alma. Reported to have a length of 108 feet (33 meters) and registered in the UK, it is said to be one of the largest vessels in the flotilla.

The group asserts in its statement today that Alma was attacked on the evening of September 9, approximately 24 hours after the first incident with the vessel named Family. In last night’s incident, they are saying an “unlit drone released an object that ignited the deck of the Alma boat. Experts believe it may have been an incendiary device coated with fuel-soaked materials, deliberately designed to spark fire upon impact.”

They report the fire was extinguished on the Alma. The passengers and crew are reported to be safe. The organizers contend that Israel is organizing activities to “distract and derail our mission.” 

 

???? BREAKING: A second assault on the Global Sumud Flotilla within just 48 hours—this time in Tunisian waters. Footage shows an unlit drone releasing an object that ignited the deck of the Alma boat. Experts believe it may have been an incendiary device coated with fuel-soaked… pic.twitter.com/dy7QRYS4Mx

— Global Sumud Flotilla (@GlobalSumudFlot) September 10, 2025

 

Tunisian officials yesterday denied that the incident on Monday was a drone attack and only commented on the fire. On Wednesday, the Interior Ministry said it believes that it was "a premeditated attack." They said an investigation is underway so that everyone would be able to know "who planned this attack, who colluded, and who carried it out."

The boats had been expected to depart Tunisia on September 10, and they will meet up with additional boats from Sicily. The tracking system shows 20 boats in two locations in Tunisia, but as of late on Wednesday, they are not yet underway. The group said it was timing the departure based on weather and logistical conditions.

Yesterday, it reported a similar incident with a boat named Family, homeported in Madeira. It was also in the anchorage in Tunisia’s Sidi Bou Said port when a fire started on the forward deck. The group released a video showing something being dropped from above, saying that it was another drone that had attacked. Damage was limited to the area and lifejackets stored on deck.

The U.S. military strike that destroyed a suspected smuggling boat off Venezuela last week was different from past practice: it was more muscular than law enforcement interdiction, sending a lethal message for deterrence - and some in the region, like Trinidad Prime Minister Kamla Persad-Bissessar, are very supportive. 

But for some inside and outside the Pentagon, it also raises new legal questions. The recent dismissal of Rear Adm. Milton “Jamie” Sands III, head of Naval Special Warfare Command, may have been related to Sands' concern about the legality of impending strikes in the Caribbean, several government officials told The Intercept; other officials warned of a chilling effect in the ranks of the Judge Advocate General's Corps, which may be preventing internal dissent.

According to the Pentagon, the attack last Tuesday killed 11 people aboard a go-fast boat. U.S. Secretary of State Marco Rubio told reporters that the occupants were engaged in smuggling and were under way for Trinidad and Tobago, a typical short-haul drug route for the Venezuelan cocaine export trade. The destruction of the boat was not a one-off: Secretary of Defense Pete Hegseth pledged that "it won't stop with just this strike," a message echoed by Rubio. Both asserted that the shipment was for Tren de Aragua, a Venezuelan cartel that the Trump administration has designated a foreign terrorist organization. 

Critics of the strike have highlighted several factors that stand out. The boat's occupants did not stand trial, nor was it clear if they were given the option to surrender. The alleged offense, drug smuggling, is not punishable by death in the United States for those who are convicted. 

Inside the Pentagon and among some former military lawyers, these factors have created unease, and some have quietly questioned whether such a strike might be a crime under the laws of war. "Drug traffickers may be criminals but they aren’t combatants," a high-ranking Pentagon official told The Intercept.  

Even if legal, others highlight that it might not be desirable, simply because it sets an example that America's adversaries could follow too. 

"The United States argues that its model of courts, directed by evidence that is weighed at trial, sets it apart from authoritarian regimes. A policy of execution at sea would undermine that claim," wrote attorney Annie W. Morgan and submarine officer Lt. Cmdr. James Halsell for USNI Proceedings this week. "If Washington claims the right to strike suspected traffickers abroad, what prevents Russia or China from doing the same? Would the United States accept Beijing launching a missile at a Taiwanese fishing vessel it accuses of 'smuggling' under Chinese law?"

In the meantime, the administration is moving ahead with forceful action in the Caribbean. In addition to the amphib USS Iwo Jima and her escorts, the White House has ordered 10 F-35 fighters to deploy to Puerto Rico to reinforce the task force. "We are going to take on drug cartels wherever they are, wherever they are operating against the interests of the US," Secretary of State Marco Rubio said Tuesday. 

[By: Svitzer]

The green transition in Denmark’s maritime sector took an important step forward today as Denmark’s – and Svitzer’s – first electric tugboat was named by Her Majesty Queen Mary at a ceremony in Copenhagen.

The new tugboat will carry the name Svitzer Ingrid, as announced by Her Majesty during the naming ceremony, which was attended by more than 100 executives from the Danish maritime industry. Svitzer Ingrid has a battery capacity equivalent to that of 23 modern electric cars and can perform most tasks using electricity, thereby reducing annual CO? emissions by 600 to 900 tonnes.

“At Svitzer, we have an ambition to become climate neutral by 2040, so today marks an important milestone for us. The electrification of our vessels is a key part of achieving this target. Svitzer Ingrid will operate in the Sound with Helsingborg as its home port, and around 90% of all tasks can be completed using electricity,” said Kasper Friis Nilaus, CEO of Svitzer.

Svitzer operates a fleet of over 450 tugboats - assisting large tankers, container ships, and cruise vessels safely in and out of ports. Ingrid is Svitzer’s first fully battery-powered tugboat. A second electric tugboat has been ordered for delivery in 2026, and Svitzer is also in the market for additional four electric tugboats. Since 2016, Svitzer has operated four hybrid tugs in Australia.

“We would like to make a larger share of our fleet battery-powered, but this depends on ports having the necessary charging infrastructure. We are not there yet, although we see positive progress,” added Kasper Friis Nilaus.

“Ultimately, ports will need charging infrastructure similar to that for cars. Shipping companies cannot achieve this on their own. We must work together across our industry, with policymakers and local communities, to develop viable green solutions,” he said.

Svitzer Ingrid will be recharged using renewable energy supply at the Port of Helsingborg.

Facts about Svitzer Ingrid:

• Hybrid vessel with a 1,808 kWh battery, equal to 23 modern electric cars
• Also fitted with a conventional diesel engine• Reduces CO? emissions by 600–900 tonnes per year compared to existing Øresund tugs
• Full charge takes about 3.5 hours; in practice, around one hour of charging is sufficient for operations
• 90% of tasks can be completed on battery power
• Length: 25.4 metres, Width: 12.7 metres, Draft: 5.4 metres
• Bollard pull (BP): 70 tonnes

Svitzer vessels in Scandinavia are named after figures from Nordic mythology, and the Svitzer Ingrid is no exception. The name also carries a royal reference to Queen Ingrid. This is the second time that H.M. Queen Mary has named a Svitzer vessel, having previously named Svitzer Marysville in Melbourne, Australia in 2011.

[By: ABS]

ABS issued approval in principle to HD Hyundai Mipo for its design development of a 30,000 CBM liquefied natural gas (LNG) carrying and bunkering vessel.

The design is intended to carry LNG as cargo as well as bunker fuel for a wide variety of receiving vessels. ABS completed design reviews based on class and statutory requirements.

“LNG continues to be an important option in the alternative fuel mix. We are proud to support pioneering clients like HD Hyundai Mipo whose design has the potential to support LNG supply quickly and efficiently,” said Joshua Divin, ABS Senior Vice President, Marine Business Development.

Dongjin Lee, Executive Vice President, Head of Initial Design Division & Detailed Design Division at HD Hyundai Mipo, said: “The newly developed dual-purpose 30K LNGC/LNGBV highlights our commitment to advancing flexible and sustainable energy transport. By integrating bunkering functions into a LNG carrier, the vessel is designed to meet rising global demand while supporting the maritime sector’s transition to cleaner fuels.”

The ABS Global Gas Solutions team provides industry leadership, offering guidance in LNG floating structures and systems, gas fuel systems and equipment, gas carriers and regulatory requirements. Learn more here.

 

Dutch authorities are taking steps to challenge "shadow fleet" tankers that pretend to operate under the flags of island states in the Netherlands Antilles. 

According to the Royal Association of Netherlands Shipowners (KVNR), several dozen tankers are flying the flags of Aruba, Sint Maarten and Curacao at any given time, though the roster changes regularly (consistent with the "flag-hopping" practices seen in the shadow fleet). 

Aruba and Sint Maarten show up often on the AIS broadcasts and paperwork of shadow fleet ships, but in reality these small nations do not operate registries at all. And Curacao, which does have a shipping registry, has not registered any of the shadow fleet tankers.

"The KVNR considers the flying of fraudulent flags to be very damaging to the reputation of the Netherlands and Curaçao," said the KVNR in a recent statement. 

KVNR called for Dutch authorities to enforce the rules within Dutch waters, since shadow fleet tankers pass by the Netherlands all the time. It also went a step further: it noted that international law "seems to allow for action even on the high seas against stateless ships" - a category that includes any Aruban- or Sint Maarten-flagged ship. Coastal and port states could take similar steps to enforce the law aboard stateless vessels. 

In Curacao, officials have called for foreign port state control officials to take action against tankers flying the Curacao flag, and to pursue criminal charges, according to the local Curacao Chronicle. The outlet reports that the Dutch government is taking the matter seriously and challenging fraudulently-registered vessels wherever possible. Dutch coast guard assets intercepted two vessels flying Aruban flags through the Dutch EEZ in August, but did not board them. Inspections of false Antilles-flagged tankers are expected when such vessels are at anchor in Dutch waters, the Chronicle reported. 

The shadow fleet has expanded rapidly amidst tightening Western sanctions on Russia, and it has shifted towards the use of less-legitimate and nonexistent flag states, as the larger open registries have become wary of the compliance risks of associating with the trade. When including smaller sub-fleets serving Iran and Venezuela, the estimates of the shadow fleet's size range as high as about 900 vessels, per one measure published by S&P Global - up to about 17 percent of all global tanker tonnage, most of it generally aging and underinsured.

Top image: Tanker Eagle S / Finnish Border Guard handout

The start of the U.S.’s reciprocal tariffs and the continued uncertainty over longer-term trade policies have begun to weigh on imports, report both the National Retail Federation and Descartes Systems Group, a software provider for logistics-intensive industries. The latest monthly forecasts highlight a peak in July with a steady decline forecasted for monthly import volumes in the remainder of 2025. 

“Retailers have stocked up as much as they can ahead of tariff increases, but the uncertainty of U.S. trade policy is making it impossible to make the long-term plans that are critical to future business success,” explains Jonathan Gold, the NRF’s Vice President for Supply Chain and Customs Policy. “These tariffs and disruptions to the supply chain are adding costs that will ultimately lead to higher prices for American consumers.”

The NRF, in its monthly Global Port Tracker, reports August volumes were likely down about 1.7 percent from a year ago and at a projected final total of 2.28 million TEU, off nearly 3.4 percent from the 2.38 million TEU in July. They note that July was up 20 percent over June, making it the second-busiest month on record as retailers brought merchandise in ahead of the August start of reciprocal tariffs and a looming deadline for tariffs on China.

Total container imports at U.S. seaports measured by Descartes were at 2.52 million TEU in August, which it says was up 1.6 percent year-over-year. However, it points to a nearly 4 percent year-over-year decline, highlighting the impact of “fast-shifting trade policy.”

The biggest year-over-year drops came in aluminum, apparel, and footwear, reports Descartes. It notes that furniture, toys, and electrical machinery imports also fell in August. It warns that “policy remains the wildcard.”

 

 

Imports are uncertain after Trump doubled the tariffs on India to a total of 50 percent at the end of August. Further, while the deadline for a trade deal with China was pushed back a further 90 days to November 10, it looms over imports.

With the delay coming as retailers head into the busiest season of the year, the NRF actually raised its forecast slightly from last month. The forecast for September calls for the strongest increase, with NRF forecasting 2.12 million TEU, up from its prior forecast of 1.83 million TEU. However, it sees an accelerating month decline as imports move into the fourth quarter of 2025. It expects volumes will level off at just over 1.7 million TEU per month in November and December.

For the full year, the NRF forecasts imports of 24.7 million TEU, which would be down 3.4 percent from 2024. It, however, will still be the fourth-highest year on record, following the peaks during the pandemic and in 2024.

The retailers also released their first forecast for 2026, projecting that January will be at 1.8 million TEU. They expect the new year to start at a level 19 percent below January 2025.
 

 

War risk insurance costs have soared by up to 60% thanks to recent escalated Middle East tensions. Is this increase surprising? No. Is it substantial? Yes. The increase reflects heightened volatility in regions like the Red Sea and Persian Gulf, particularly around the Strait of Hormuz.

For instance, premiums in the Strait area rose from approximately 0.125% to 0.2–0.4% of a ship’s hull and machinery (H&M) value, translating to hefty increases. Meanwhile, vessels servicing the broader Middle East Gulf have seen premiums climb from 0.2–0.3% up to 0.5%, adding extra daily costs for VLCCs. And, although a recent ceasefire between Israel and Iran eased rates slightly, dropping back to the high 0.35–0.45% range, the volatility persists.

Saleem Khan, Chief Data & Analytics Officer, Pole Star Global provides his view on the strategies that charterers, brokers and shippers should consider as they strive to reduce the impact of war insurance costs on their respective organizations.

Prioritize Reputable and Transparent Counterparties

One critical strategy is to work exclusively with known, transparent entities. In a climate where war risk premiums are heavily influenced by perceptions of geopolitical exposure, not just by voyage routes, partnering with opaque or sanctions-linked firms can cause underwriters to hike premiums or withdraw cover altogether. Misaligned ownership can implicate unwitting funding to watch?listed actors.

Leverage Beneficial Owner Data Tools

The digitization and digitalization of various processes and systems across the maritime sector is increasingly prevalent and powerful. This is providing the sector with valuable data and insights upon which to make better decisions for charterers, brokers, shippers and crew.  For example, by using sophisticated and proven maritime intelligence platforms it is possible for the sector to attain detailed ownership and beneficial owner intelligence. This kind of visibility enables charterers and brokers to verify their vessel source chain, avoid inadvertent support of illicit actors, and gain underwriters’ confidence—potentially securing lower premiums.

Embrace Dynamic Route Management & Risk Intelligence

War risk ratings now shift weekly, even daily in response to geopolitical changes. Leveraging real?time intelligence about these developments and changes – including vessel tracking, GNSS jamming alerts, and regional risk analytics – can help avoid costly detours while vessels travel and further insurance upcharges. 

Opt for Bundled Premiums & Fleet Discounts

Underwriters sometimes offer fleet-based packages or longer?period bundling, reducing the per?voyage cost even in volatile zones. Such arrangements can soften steep premium hikes, especially for operators with multiple vessels. Therefore, it’s worth exploring these options.

Integrate Cyber & War Risk Coverage

The modern maritime threat landscape, marked by AIS spoofing, GNSS jamming, and cyber?based vessel interference, demands integrated insurance policies that combine war risk with cybersecurity cover. This ensures comprehensive protection against evolving maritime threats.

Conclusion

War risk premiums are climbing. They are staying elevated due to both physical route hazards and the shadow of sanctions, watchlists, and intermediary integrity. Charterers and brokers can stem the tide and control their exposure, not just by re-routing their vessels and shipments; but by enhancing transparency, deploying forensic ownership data, and actively managing voyages with intelligence-backed insights and smart underwriting strategies.

Saleem Khan is Chief Data & Analytics Officer at Pole Star Global.

There are renewed quality concerns for the most popular marine fuels, and especially for very low sulfur fuel oil (VLSFO) used by many vessels to meet emission requirements. A range of sediments and impurities raises concerns not only of accelerated wear but also clogs and failures of critical components in the fuel system that can cause unplanned stoppages or blackouts.

“Bunkering with off-spec fuel continues to be a real issue,” says David Fuhlbrügge, Managing Director, CM Technologies, a condition monitoring company. “The transition from traditional fuel oils to VLSFO has created ongoing problems for ship operators, with fuel quality issues becoming a persistent concern across major bunkering hubs since the introduction of the fuel more than ten years ago.”

One market analyst they point out reported in January 2025 that more than 45 percent of the global VLSFO supply does not meet ISO standards. CMT says that independent data in the second quarter showed a further increase, with more than half of all VLSFO samples tested off-spec due to excessive sediment. Issues include poor blending and barge contamination.

Leading independent agencies, Bureau Veritas, VeriFuel, VPS, and FOBAS, have indicated that the problem is especially concerning in Europe. With their reports showing higher than expected levels of catalytic fines, sediments, and or viscosity issues. In Skagen, Norway, for example. 84 percent of samples tested were off-spec, while in Piraeus, Greece, one-in-eight VLSFO deliveries were off-spec. The reports highlight concerns in the busy corridor between Amsterdam, Rotterdam, and Antwerp.

CMT says wax formation when low viscosity VLSFO is stored in temperatures above 21 degrees C is a particular problem.
  
“VLSFO is a persistent problem for ship managers and charterers,” says Fuhlbrügge. “Operators must know exactly what is going into their tanks. Effective monitoring onboard and at the bunkering port is the only way to protect machinery, safeguard operations, and preserve reliability.”

The company highlights that catalytic fines in particular present an immediate threat to critical components, acting like microscopic sandpaper on injectors and pumps. Sediment, sludge, and wax formation increase the risk of clogged filters and purifiers, while abnormally high viscosity disrupts combustion and raises fuel consumption. Inconsistent fuel quality can rapidly undermine even the most carefully planned maintenance schedules and compromise a vessel’s emissions performance.

CMT warns of the consequences of poor or non-existent monitoring. It says on-site testing capabilities are a critical tool for crews that can assess fuel quality before it enters an engine.

Fuel purity is a consistent concern for ship operators. There have been several cases in Houston that raised concern, and a serious situation in Singapore in 2022. More than 200 vessels were impacted when more than $120 million in fuel was found to have impurities. The following year, another 32 vessels reported problems in an incident that started in Houston and spread to Singapore.

 

Coasts are places of convergence. They are where ships meet ports, where cities meet tides, and where human infrastructure must coexist with dynamic natural forces. They are also where our data systems often fall apart.

On land, survey agencies and municipalities maintain elevation models, cadastral records, and infrastructure maps. At sea, hydrographic offices chart depths, currents, and hazards. Each operates in its own world, with its own standards, coordinate systems, and governance. At the shoreline—the “white ribbon,” as some hydrographers call it—these systems collide. The result is uncertainty precisely where clarity matters most.

For centuries, mariners coped with charts that ended at the low-water mark, while land surveyors mapped shorelines as static boundaries. In the age of climate change and globalized trade, those divisions no longer suffice. Storm surges, rising seas, and shifting coastlines demand integrated models of land and sea. Ports and shipping require seamless data to manage traffic, dredging, and safety. Coastal communities need accurate, shared information to plan resilience.

This is the story of the Federated Marine Spatial Data Infrastructure (FMSDI) initiative: a global effort to connect the worlds of land and sea through shared data, common standards, and federated access.

The White Ribbon Problem

The “white ribbon” is more than a metaphor. It is the literal band on digital maps where land-based elevation models and marine bathymetric charts fail to meet. This happens because each domain uses different vertical reference systems—mean sea level on land, chart datums at sea. Coordinate systems don’t always align. Surveys occur at different times and resolutions.

For a port authority, this might mean not knowing exactly where dredging is needed. For a shipping company, it can mean uncertainty about safe approach depths. For emergency planners, it can mean blind spots in storm surge modeling. For coastal managers, it complicates habitat mapping and climate resilience planning.

In short: fragmented data creates fragmented decisions.

A Federated Approach

Rather than building one massive system, OGC and its partners launched FMSDI in 2021 to test a federated model. The premise is simple: agencies and operators should keep control of their own data but connect them through open standards so they can be discovered, accessed, and integrated in real time.

By Phase 5 in 2024, the initiative had grown into a collaboration among the UK Hydrographic Office, NOAA, the National Geospatial-Intelligence Agency, Natural Resources Canada, Singapore Land Authority and Maritime Port Authority, Esri, Hexagon, TCarta, and others. The pilots aimed to do two things: develop best practices for interoperability at the land–sea interface; and demonstrate live, technical solutions that show how integration can work in practice.

Demonstrations that Made it Real

The pilots produced three compelling technology showcases. Compusult built unified operational pictures that combined terrestrial elevation, bathymetry, and tidal data. In The Solent (UK) and Chesapeake Bay (USA), the system showed how vessels could be routed based on current tidal conditions and combined topographic-bathymetric models. The result: safer, more efficient navigation in dynamic coastal environments.

Pangaea Innovations applied a 4D Discrete Global Grid System (DGGS) to index data across space and time. This approach allowed direct queries across terrestrial and marine datasets without complex harmonization. For port operations, this means infrastructure and navigation data can be analyzed together through a single framework.

TCarta demonstrated satellite-derived shoreline monitoring. By tying vectors to tidal states, they produced near real-time updates of where the coast actually is. This provides a scalable, cost-effective way to keep intertidal models current—a critical need as sea-level rise accelerates shoreline change.

All demonstrations were anchored in OGC APIs and IHO S-100 standards, ensuring that the work could plug into existing GIS and marine information systems.

Why This Matters for the Maritime World

These demonstrations may sound technical, but their implications are far-reaching:

• Navigation and safety: Accurate land–sea integration reduces risks for vessels in port approaches and congested waters.
• Port and logistics efficiency: Seamless data improves berth planning, dredging strategies, and overall traffic management.
• Resilience and climate adaptation: Harmonized vertical datums allow storm surge and flood risk models to extend across the true land–sea continuum.
• Environmental stewardship: Integrated datasets enable monitoring of coastal habitats, wetlands, and marine protected areas.
• Security and defense: Cross-border data sharing improves situational awareness in contested or vulnerable intertidal zones.
• Insurance and finance: Trusted, authoritative datasets underpin risk models that affect insurance premiums and infrastructure investment.

Five Best Practices Emerging from FMSDI

The pilots distilled their lessons into five principles that any maritime nation or organization can adopt:

1. Unified geospatial reference: Aligning datums across land and sea eliminates discontinuities that undermine models.
2. FAIR data principles: Ensuring data is Findable, Accessible, Interoperable, and Reusable supports discovery and automation.
3. Mind the gap: Filling intertidal data voids through targeted surveys or satellite-derived products ensures continuity.
4. Coordinated governance: Frameworks like IGIF-Hydro clarify responsibilities and reduce duplication across agencies.
5. Scalable resolution management: Integrating high-resolution data where needed, without losing regional context, balances detail with scale.

International Momentum

FMSDI is not operating in a vacuum. It aligns with global efforts such as:

• UN-GGIM’s Integrated Geospatial Information Framework (IGIF): A strategic guide developed by the United Nations to help countries strengthen their geospatial information management and infrastructure for sustainable development.
• IGIF-Hydro: A thematic extension of IGIF focused specifically on water-related geospatial data, supporting integrated water resource management and decision-making across sectors.
• IHO’s S-100 framework: Modernizing the way marine data is structured and exchanged, from navigation to tides to marine protected areas.
• Regional initiatives in Europe, Asia, and the Americas: Where federated SDIs are becoming part of digital public infrastructure.

By grounding its work in frameworks like IGIF, IGIF-Hydro, and S-100, FMSDI ensures that the solutions tested locally can scale internationally and contribute directly to global goals for resilience, sustainability, and efficiency.

Looking Ahead

The shoreline is not static, and neither is the FMSDI initiative. The next phases will focus on:

• Operationalizing vertical datum transformation services.
• Expanding satellite-based shoreline and bathymetry monitoring.
• Broader adoption of DGGS indexing for multi-domain integration.
• Deeper engagement with port authorities, coastal states, and private operators.
• Integration on different concepts of real-world objects (a lighthouse is an obstacle when in flight, a navigation help when on ship, and possibly a tourist attraction while on land)

The vision is clear: a global fabric of federated marine and terrestrial datasets that can support resilience, efficiency, and innovation.

A Coastline of Possibility

The white ribbon once represented a barrier. Today, it represents an opportunity. By bridging land and sea through federated approaches, we can transform fragmented data into a foundation for smarter navigation, safer coasts, and more resilient communities.

The Federated Marine Spatial Data Infrastructure initiative shows that technical obstacles can be overcome, agencies and companies can collaborate, and open standards can provide the glue. For the maritime sector, this is more than a technical breakthrough. It is a path to greater trust, efficiency, and foresight in a world where the coast is never still.

The Open Geospatial Consortium (OGC) continues to coordinate this work with hydrographic offices, space agencies, research institutions, and industry partners worldwide.

Dr. Ingo Simonis, Ph.D. is CTO of the Open Geospatial Consortium (OGC). To learn more, access pilot results, or explore how your organization can participate in the next phase, visit ogc.org or contact OGC directly to join the dialogue.

 

The containership Marie Maersk is still making its way to Malaysia after fighting a box fire, and now the carrier reports it has declared General Average. Maersk is using the well-established law to share the cost of the firefight, which required bringing in additional resources but appears to have limited the scope of damage to the vessel and its cargo.

The carrier has not provided details on the extent of the damage on the vessel, which carries over 19,000 TEU. Pictures from one of the supply vessels that aided the Marie Maersk while it was off the coast of Africa did not show fire damage. Maersk had previously said that the full extent of the damage would only be known once the boxes were offloaded and inspected.

“We have declared General Average (GA) and have already asked affected cargo owners/customers to submit the respective securities for a fast cargo release,” a company spokesperson told The Maritime Executive. 

Cargo claims consultant WK Webster is informing customers that it believes Maersk intends to discharge the entire cargo of the vessel in Malaysia. The ship had been scheduled to proceed to China. Webster advises that General Average security will be required from all cargo interests before the delivery of their cargo. It has cargo surveyors standing by and fire experts to investigate the cause of the fire.

Maersk reported that the crew of the ship spotted smoke on August 13 and began firefighting procedures. They were working to keep the situation under control while external firefighting support was being organized. Initially, two tugboats with firefighting equipment reached the ship off Liberia, and within days, they reported the spread of the fire had been contained. An expert firefighting team boarded the vessel on August 19, and the decision was then made to resume the voyage.

The ship is expected to arrive at the Port of Tanjung Pelepas in Malaysia with the current ETA of September 14. Maersk and the insurance companies are planning an investigation into the cause of the fire.

While the causes of the fire on the Maersk ship are still unknown, the dangers of mis-declared and improperly packed cargo were highlighted in a new report from the World Shipping Council. Analyzing data from port state inspections in seven locations, the trade group reported inspectors had identified problems in 11.39 percent of containers (8,850 containers out of 77,688 inspected). The most frequent issues were with documentation, placarding, and labeling, but they also reported issues in about a third of the cases with stowage or securing freight in the containers, as well as a smaller number of cases of inappropriate or damaged packaging.
 

 

The U.S. Coast Guard and the Port of Long Beach, California, are responding to a container collapse from a vessel that is at Pier G. According to the last report from the Coast Guard, at least 67 containers are in the harbor, but there were no reports of injuries.

The containership Mississippi (65,968 dwt) arrived from Yantian, China, early this morning, September 9, at the terminal. It is unclear if cargo operations had begun, but an emission capture barge from STAX was already alongside. The Coast Guard reports the barge was damaged. Many of the containers floating in the harbor were from Zim.

Pictures show a stack collapse in the last bay at the stern of the vessel and an additional collapse midship on the starboard side. Some of the boxes have landed on the barge, while others are in the water. Local TV news reports indicated they appeared to be spraying water with high-power hoses possibly to stop the boxes from drifting in the harbor and a harbor boat was seen nudging some of the containers. The official reports said it was unclear what was in the containers. TV reports said they have seen apparel and shoes floating in the harbor.

 

Los Angeles - Long Beach @uscg units and local partners are responding to report of containers in the water near Pier G in Long Beach this morning. Safety zone has been established. pic.twitter.com/TebRyBr8lG

— USCGNorCal (@USCGNorCal) September 9, 2025

 

The Coast Guard said the accident occurred about 9 a.m., and early estimates indicate that at least 67 containers went overboard. Full story: https://t.co/ilsn1XbaEl pic.twitter.com/jgL868EKIX

— KTLA (@KTLA) September 9, 2025

 

 

The vessel, built in 2024, has a capacity of 5,500 TEU and is owned by MPC Container Ships of Norway. It is 836 feet (255 meters) in length and registered in Portugal. 

The Coast Guard reports that a safety zone of 500 yards has been set up around the vessel, and all container operations were suspended at the terminal. Multiple vessels and aircraft were dispatched to the scene and surveying the situation. The U.S. Coast Guard, Long Beach Fire Department, Long Beach Police Department, Port of Long Beach, and Army Corps of Engineers were among the authorities responding. 

 

 

The UK Marine Accident Investigation Branch has released a report on the sinking of the fishing vessel Argos Georgia, which went down off the coast of the Falkland Islands in 2024 with the loss of 13 lives. 

On July 21, 2024, the 2018-built fishing vessel Argos Georgia got underway from Port Stanley, Falkland Islands and headed out to her fishing grounds with 27 crewmembers on board. On Monday afternoon, she reported a serious flooding incident at a position about 200 miles to the east of the port. As rescue assets mobilized to the scene, the situation on board deteriorated, and the crew was forced to abandon ship into their life rafts. The vessel sank after they departed. 

Some of the vessel's crew were lost at sea during the abandon-ship evolution, and some of the evacuees passed away due to exposure in the liferafts while waiting for a rescue. Ultimately 14 out of 27 survived and were returned to shore. 

MAIB launched an investigation into the cause of the sinking, and quickly focused in on problems with the shell door (exterior hatch) within the hauling compartment for the trawler's nets. CCTV cameras captured footage of the shell door closed in its elevated position, then slowly descending, allowing water to flood into the compartment. 

Once opened, the door was too difficult for crewmembers to close, and water flowed freely in. The hatches from the hauling compartment into the interior of the vessel were also open, and the water poured inside, putting Argos Georgia into a significant list and leading to progressive downflooding. 

The MAIB swiftly turned around an interim warning to all fishing vessel operators to check on their side shell doors and evaluate the risk of shell door failure - including the risk of progressive flooding through hatches and penetrations into other compartments.

MAIB also launched an evaluation of Argos Georgia's shell door design, using finite element analysis engineering. The review found an "unacceptable level of stress and potential failure of the shell door drive shaft, coupling and key" during operations. If the opening/closing mechanism failed during operation, there was no backstop and the door would lower to the open position. 

In July, MAIB recommended that the designer revise this design and share the findings with other vessel operators that have similar shell doors installed. The final report's findings are coming soon.