Strong interest in building alternative-fueled tonnage helped drive an ordering boom at shipyards in the early months of 2025, but with uncertainty about the path ahead for emissions regulation, that activity has cooled. According to DNV's statistics, only 14 alternative-fueled ships were ordered in September, and none at all in August. 

"Following a record-breaking first half of the year, zero new orders in August and relatively low activity in September signal a clear slowdown in the alternative-fueled market in the third quarter," said Jason Stefanatos, Global Decarbonization Director at DNV Maritime. 

The newbuild market as a whole is weaker than it was early in the year, and costs are rising, he said. But decisions about new alternative-fueled ships are also being put off because of the uncertainty surrounding emissions regulation at IMO. The tentative deal agreed in April 2025 was approved by a strong majority of member states, but support was far from a unanimous. The agreement's critics - led in part by the United States, which has changed tack on climate policy since the beginning of the Trump administration - are pressing for changes, or even a pause on implementation for a rethink of the terms. 

Given the renewed uncertainty over the future direction of the regulatory environment, it may be no surprise that owners are holding back until after the next IMO MEPC meeting in October. Of those few who are still buying dual-fuel ships in the interim, the majority are ordering LNG-fueled propulsion, DNV's numbers show. 

"Uncertainties around the IMO’s Net-Zero Framework, including lifecycle assessment factors for certain fuels, are prompting many owners to adopt a ‘wait and see’ approach to new orders. It is, therefore, essential that the industry receives greater regulatory clarity in the coming months," Stefanatos said. 

Top image: An LNG-fueled PCTC at Tianjin, 2024 (file image courtesy China News Service / CC BY SA 3.0)

[By: Birdon]

Birdon has officially launched its inaugural apprenticeship cohort, marking a major milestone in its commitment to developing the next generation of skilled maritime tradespeople to support both U.S. defense and commercial shipbuilding.

The first group of apprentices includes individuals specializing in the shipfitting trade. These apprentices will receive a comprehensive blend of classroom instruction, hands-on training, and on-the-job experience at Birdon’s Bayou La Batre shipyard, which is home to the U.S. Coast Guard’s Waterways Commerce Cutter (WCC) program.

“Launching our first apprenticeship class is more than a workforce initiative, it’s an investment in our community and the national maritime industrial base,” said Tony Ardito, President “We’re proud to help shape the future of shipbuilding on the Gulf Coast.”

The program is registered with the Alabama Office of Apprenticeship and supported by Central Gulf Industrial Alliance and aligns with NCCER standards. This arrangement ensures apprentices earn nationally recognized credentials. 

Program Highlights:

• Hands-on learning in ship manufacturing facilities, including welding booths, modular training units, and live vessel projects.
• Career pathways with competitive pay, benefits, and clear career progression in high-demand trades.
• Support for national security by expanding capacity within the Gulf Coast maritime industrial base.

“This is about more than training workers—it’s about creating our shipbuilders of the future, strengthening families, and ensuring the Gulf Coast remains a hub for shipbuilding excellence,” said Mark Scott, Workforce Development Manager.

Birdon plans to expand the program with future cohorts, adding apprenticeships in pipefitting and marine electrical trades.

[By: SRC Group]

Nippon Kaiji Kyokai (ClassNK) has granted approval in principle (AiP) to SRC for Methanol Superstorage, the innovative tank design concept that uses a Sandwich Plate System (SPS) technology to almost double shipboard storage capacity for both methanol and ethanol.

The ClassNK AiP confirms that Methanol Superstorage is feasible for the intended application in accordance with the Society’s 'Guidelines for Ships Using Alternative Fuels, Part A: Guidelines for Ships Using Methyl/Ethyl Alcohol as Fuels (Edition 3.0.0).'

In contrast to traditional fuel tanks, where internal and external walls are separated by a cofferdam of at least 600 mm, Methanol Superstorage features SPS technology - a solid elastomer core ‘sandwiched’ between two steel plates that is 25-millimetre-thick. The solution delivers 85% more storage capacity than a conventional tank. 

“With many methanol-ready ships now in operation, under construction or on order and ethanol also gaining traction, fuel storage has become an area of intense industry interest,” said Mr Ryohei Sakai, Manager (Project Hull), Technical Solution Department, ClassNK. “Because of its low volumetric energy density compared to HFO, a methanol tank would need to hold over twice the volume to generate the same energy, for example. This has consequences for ship range and design. SRC’s methanol fuel tank concept represents an approach to addressing this challenge.”

Methanol-fuelled vessels must follow the alternative design process, in which the final approval rests with the flag state. To reflect this, Panama’s expertise was brought into the review, with Panama also granting AiP to Methanol Superstorage. For final approval of an actual fuel tank design applied to a specified ship, a complete set of documentation covering design details would need full approval in accordance with relevant Regulations, Rules and Guidelines.

At the initial stage of designing or before the specific target ship to be implemented is decided, the design is examined based on the existing regulations such as international conventions and ship classification rules, and an Approval in Principle (AiP) is issued as proof of conformity with requirements. It also prevents rework of regulatory aspects in the post-process, shortens the examination time at the time of class registration, and can be used as a technical basis for external appeal of the design status.

“Receiving Approval in Principle for Methanol Superstorage from both ClassNK and Panama Maritime Authority represents a major step forward for SRC in our mission to achieve widespread industry acceptance for the solution,” commented Alex Vainokivi, Innovation Manager, SRC Group. “A Methanol Superstorage tank delivers almost twice the fuel storage volume of a traditional tank, while the SPS provides a triple barrier for fire protection, leak prevention and higher impact protection. It can also be retrofitted with minimal impact on the vessel’s general arrangement.”

[By: Everllence]

At GasTech 2025 in Milan, Everllence signed a Memorandum of Understanding (MoU) with ABB, the global technology leader in electrification and automation, and OceanWings, a global leader in wind-assisted propulsion systems. 

The MoU aims to jointly develop an optimised propulsion concept that builds upon Everllence’s and ABB’s existing DFE+ (Diesel-Electric with variable speed) concept, that enables:

• high engine efficiency, even at partial loads;
• operational flexibility through multiple engines;
• future integration of sustainable energy sources like batteries and fuel cells.

With growing regulatory and financial pressure to reduce emissions and the technological maturity of wind-assisted propulsion systems (WAPS), the partners aim to showcase the benefits of combining WAPS with DFE+.

OceanWings’ proven wingsail technology features an Adaptive Trimming capability, which continuously optimises sail positioning by accounting for each vessel’s unique aerodynamic profile and all aerodynamic interactions.

Romain Grandsart, COO of OceanWings, said: “LNG carriers sail fast and spend typically 70% of their time at sea. This is ideal for harnessing wind and the full potential of OceanWings rigid wingsails. Combined with optimised propulsion, including a DFE+ highly efficient variable-speed concept engine, this unlocks high double-digit fuel savings and greenhouse-gas emissions reduction.”

Rune Lysebo, Head of Strategic Market Development, ABB’s Marine and Ports division, said: “We at ABB believe that the flexibility of our hybrid electrical propulsion system is a good match with the variable power contribution from the wind. By utilising ABB’s advanced power and energy solution, we are able to optimise the operational efficiency of the vessel.”

Dominik Thoma, Global Manager LNG Cargo, Everllence said: “While WAPS introduces highly variable propulsion demand due to fluctuating wind conditions, DFE+ propulsion offers precise load control and operational flexibility, making it exceptionally well-suited to harness the variable and intermittent power contributions of wind-assisted systems. In combination with smart power-management systems and adaptive trimming, we see significant potential for reduced emissions and OPEX.”

The initial scope of the collaboration will focus on a future LNG carrier concept, with further applications planned within the cargo segment. The partners see strong potential for long-distance operations, vessels with sufficient deck space for wingsails and propulsion systems requiring high flexibility. The collaboration also aims to deliver significant reductions in both OPEX and CAPEX for next-generation vessel designs.

The mysterious and provocative drone overflights around Denmark last week were not isolated incidents, new reporting from Germany suggests. Similar drone formations were spotted in and around Kiel last Friday, including parts of the port city's maritime infrastructure, according to Der Spiegel. 

The incident in Kiel occurred on September 26, four days after a small flock of airborne drones forced the closure of Copenhagen's airport. According to Der Spiegel's sources, the drones surveilled the waterfront, the bay, and the facilities in the harbor, including the Thyssenkrupp Marine Systems submarine plant. Security sources reported a larger "mother drone" accompanied by smaller drones, working in a coordinated fashion over Kiel's maritime critical infrastructure. Elsewhere in the state, drones were spotted as far inland as the Heide refinery plant in Hemmingstedt, 40 miles southwest of Kiel along the canal. 

"It is clear that the drone overflights in various EU countries, Germany, and here in Schleswig-Holstein in recent weeks and months are primarily intended to create uncertainty and destabilize," regional Minister-President Daniel Gunther told Der Spiegel on Wednesday. "We also need effective and functioning drone defense in Germany as soon as possible to protect our critical infrastructure and the population."

Danish authorities suspect that the earlier Copenhagen raid may have been launched from the main deck of one or more Russia-linked merchant ships, including the shadow fleet tanker Pushpa, which was boarded and searched by French authorities on Wednesday. Likewise, the Kiel drone operation on Friday may also have been launched from a vessel in the Baltic, according to Der Spiegel. 

On Wednesday, EU leaders gathered in Copenhagen to discuss options for aiding Ukraine and responding to Russian "hybrid warfare" activity, both along the eastern flank and deep in Europe's interior. Most leaders have been circumspect about the source of the drone incidents, but after the meeting, Danish Prime Minister Mette Frederiksen addressed the matter of attribution directly. 

"We meet at a time when Russia have intensified their attacks in Ukraine, where we have seen Russian airspace violations and unwanted drone activity in several European countries," she told reporters. "They are threatening us and they are testing us and they will not stop."

Top image: A sub on the shiplift at TKMS in Kiel (file image courtesy Marco Kuntzsch / CC BY SA 3.0)

 

 

This year’s World Maritime Day theme – Our Ocean, Our Obligation, Our Opportunity – reminds us of our responsibility to safeguard the ocean and highlights the importance of inclusion in supporting a sustainable maritime future, says WISTA International.

Our Oceans

Generating half of the planet’s oxygen, absorbing around 30% of carbon dioxide emissions, holding nearly 97% of Earth’s water and home to some of the most diverse ecosystems on the planet, the oceans are critical to our survival. Some call them the true lungs of our world.

Oceans connect us all and impact many, if not every, aspect of our lives. They regulate temperature, provide food, energy, and livelihoods to billions of people, and carry around 80% of global trade. They are an important sink for greenhouse gases, and they provide us with water and the oxygen we breathe.

The United Nations regards the oceans as our greatest ally in keeping global warming well below two degrees Celsius above pre-industrial levels, as anticipated in the Paris Agreement.

Yet, these vital ecosystems are also over-exploited as a food source, the end point for much of the pollution generated by humans, the subject of irreversible biodiversity loss and a signifier for the consequences of climate change.

As the largest industry operating across the world’s oceans, a duty of care exists, and we must therefore continue to work together to protect the marine environment and prevent further damage where possible.

“The shipping industry is well placed to lead progress in environmental protection, and by embracing inclusivity, it can demonstrate how diverse talent, and perspectives can drive meaningful change,” says WISTA International President, Elpi Petraki.

Our Obligation

The maritime industry is accustomed to adapting to new regulations, and in recent years resolve has strengthened at the International Maritime Organization (IMO’s) to protect the marine environment.

Speaking ahead of World Maritime Day, Arsenio Dominguez, Secretary General of the IMO, said: “Our oceans are struggling to keep up with human pressure. The ocean’s decline isn't a coincidence; it's driven by human activities. But that also means that we have the power to reverse it. It is our obligation to work collaboratively to reduce pollution, protect marine life, and shift to sustainable habits.”

A robust regulatory framework has been established to safeguard the marine environment from the impacts of shipping. Recent years have seen the introduction of major new instruments – to limit air pollution, ban harmful hull coatings, address the damage done by invasive species in ballast water, and reduce greenhouse gas emissions from ships.

During the upcoming IMO Marine Environment Protection Committee (MEPC) Extraordinary Session, formal adoption of the IMO Net-Zero Framework is also expected, in a decisive step towards achieving IMO’s decarbonization ambitions for shipping.

Our Opportunity

However, the regulatory push is only one piece of the puzzle, says Petraki. The pull of leadership is also required – to show what is possible, to create models for others to emulate, and to encourage and inspire.

“That is why achieving environmental sustainability will also need a deeper cultural change – and I firmly believe it must be one that values diversity, challenges norms and champions inclusive leadership,” says Petraki.

“It is not a coincidence that United Nations goals for Sustainable Development, which in Goal 14 urge us to conserve the oceans, seas and marine resources, also aim to achieve gender equality and empower all women and girls as their fifth goal,” she adds.

Added as annex to resolutions by the UN Conference on Sustainable Development in 2012, ‘The Future We Want’ reaffirms “the need to achieve economic stability, sustained economic growth, promotion of social equity and protection of the environment, while enhancing gender equality, women's empowerment and equal opportunities for all”.

Diversity and inclusion widen the range of perspectives, Petraki notes. “Seeking more views – from women, the younger generation and under-represented groups – creates new opportunities for innovation,” she says.

In the case of the marine environment, it is critical that coastal and island nations are represented in global decision-making when ocean degradation is at stake – not least because local knowledge is likely to be invaluable.  In addition, people are more likely to engage with sustainable goals if they are involved in the process.

The shipping industry is already taking concrete steps to support global decarbonization, working collaboratively across borders and sectors to accelerate progress. As part of its own commitment to the environment, WISTA International established an Environmental Committee, bringing together environmental experts from across its 62 National WISTA Associations (NWAs) in response to the deepening climate crisis.

“Inclusion paves the way for innovation and better outcomes – for people, the industry and the planet – and World Maritime Day reminds us that together, we can all make a real difference to the world we live in,” adds Petraki.

 

Welding equipment manufacturer Lincoln Electric has been a big player in U.S. Navy shipbuilding since at least the Second World War, when a massive construction effort drove demand for its arc welding technology. Today, it has also become a leading player in 3D metal printing, not by selling equipment, but by manufacturing printed parts from start to finish - and once again the Navy is tapping Lincoln's technology to accelerate shipbuilding needs.

Additive manufacturing (3D printing) is usually picked for rapid prototyping, complex part shapes or small production runs. Its per-unit costs tend to be higher than casting methods, but the fixed costs for setup and tooling are lower, and the turnaround is much faster. For the U.S. Navy's submarine industrial base, speed and quality are more important than price, and the service is looking for any means possible to de-bottleneck its supply chain for the Virginia-class and Columbia-class nuclear submarine programs. Additive manufacturing fits the bill and will soon be put to the test in a large-scale contract. 

Sponsored by the Navy's Maritime Industrial Base Program, sub builder Electric Boat will begin buying unspecified critical components made by Lincoln Electric at its factory in Cleveland, the company announced Tuesday. The project is big enough to require four large-scale wire arc additive manufacturing printers. It is Lincoln's largest government-backed capital investment to date in additive manufacturing. 

"Material availability continues to drive construction delays across the submarine enterprise," said Ken Jeanos, vice president of supply chain at General Dynamics Electric Boat. “3D-printed parts have the potential to accelerate construction and delivery of submarines to the U.S. Navy by cutting lead times for critical components.” Electric Boat's engineering teams have been working with additive manufacturing technology for some years, Jeanos said, and the firm has a longstanding relationship with Lincoln. 

The welding firm has already been 3D-printing unspecified submarine components for some time under contract to engineering giant Bechtel. Early last year, Lincoln announced that it had won an award to print 10-foot-wide propulsion parts weighing up to 20,000 pounds each. 
 

[By: ABS Wavesight]

Staci Satterwhite, CEO of ABS Wavesight™, the ABS-affiliated software-as-a-service (SaaS) company, has challenged the industry to embrace software as a competitive advantage at a time of growing pressure on performance.

Speaking to delegates at the 15th Annual Capital Link Operational Excellence in Shipping Forum in Athens, Greece, Satterwhite laid out the growing roster of operational risks facing shipping and invited them to consider the importance of software in creating solutions.

Regulatory complexity and pressure are intensifying, operational costs are rising and though operators have more data than ever at their fingertips, it remains fragmented and siloed across vessels, shore teams, and systems, hindering decision-making and slowing response times, she added.

“Software is no longer just a back-office tool. It’s becoming a strategic enabler. It’s the connective tissue between vessels, shore teams, and regulators. It’s how we turn data into decisions, and decisions into impact.”

This month ABS Wavesight unveiled ABS Wavesight Advantage™, a powerful new, intelligent platform designed to transform regulatory complexity into operational clarity. Built as a single source of truth, the platform connects vessels, shore teams, and systems—empowering maritime leaders to make smarter, faster decisions with confidence.

The platform delivers a comprehensive suite of capabilities, including real-time validation, emissions benchmarking, pooling and a simplified process of submitting data for statutory verification to ABS through a convenient digital connection. By transforming disparate data into actionable insights, the platform enables users to optimize compliance strategies, reduce operational risk, and improve fleet-wide efficiency.

“Software helps us find clarity amongst an increasingly complex regulatory environment, which translates to better, faster decisions, which can result in reduced compliance exposure and risk, and safer, more sustainable and profitable operations,” added Satterwhite.

Learn more by visiting www.abswavesight.com/advantage.

[By: Wärtsilä]

Technology group Wärtsilä has signed a ten-year Lifecycle Agreement with Hong Kong based OPearl LNG Ship Management covering a total of 14 LNG Carrier vessels. The agreement is designed to ensure the vessels’ maximum operational reliability by enabling flexible maintenance scheduling and optimising time between overhauls (TBO). The agreement was booked by Wärtsilä in Q3 2025.   

Global LNG demand is rising, making prompt deliveries essential. Wärtsilä’s support agreement will help OPearl’s LNG Carrier vessels maintain strong operational reliability.

“We currently manage tight delivery schedules and require operations with minimal downtime and reduced maintenance interruptions. This long-term agreement with Wärtsilä is intended to support these operational requirements and assist us in reliably meeting our delivery commitments to our customers,” says General Manager, Captain. Nomura – OPearl LNG Ship Management. “We greatly value Wärtsilä’s commitment to innovation and their forward-thinking approach to maritime solutions, which plays a crucial role in enhancing both efficiency and sustainability across our fleet. Their cutting-edge technologies and expertise are instrumental in helping us navigate the evolving demands of our customers.”

The scope of the agreement includes Wärtsilä’s Dynamic Maintenance Planning solution, which will provide flexible maintenance scheduling and extended maintenance intervals, 24/7 remote operational support, as well as contract management. It also includes Expert Insight, Wärtsilä's unique predictive maintenance solution that uses real-time vessel data to detect potential issues and assist in optimising operation and maintenance. By leveraging advanced AI capabilities, Expert Insight will enable OPearl LNG Ship Management to identify anomalies early and address emerging issues proactively, thereby reducing the risk of unexpected downtime and ensuring smoother, more reliable journeys. This AI implementation highlights and matches the "Creativity" part of OPearl LNG Ship Management’s 4C policy.

“The maritime industry has grown increasingly complex, requiring advanced technology, real-time data, and analytics to ensure efficient and competitive operations while also staying in line with decarbonisation objectives. Our Lifecycle Agreements are designed with all of these factors in mind and are invaluable to our clients' operations,” comments Andrea Morgante, Vice President of Performance Services – Wärtsilä Marine.

The 14 vessels covered by this agreement will be delivered between Q3 2025 and Q2 2027. Each ship will operate with two 6-cylinder and two 8-cylinder Wärtsilä 34DF dual-fuel engines. They will also each feature four Wärtsilä Gas Valve Units (GVU). OPearl LNG Ship Management was established in December 2023 as a joint venture by China Merchant LNG, CNOOC and NYK to serve as the ship management arm for all three shareholders.

Austal and the U.S. Navy reached an agreement to resolve a pricing issue related to the first steel hull ships Austal USA is building for the Navy. Nearly a year after the company filed a “Request for Equitable Adjustment,” it reports that they have agreed to build only three of the five contracted ships with limited alteration to the overall original contract value.

The program for the vessels known as T-ATS (Towing, Salvage, and Rescue Ship) was originally awarded to Austal in September 2021 and was largely seen as a trial for the builder, which had worked in aluminum to convert to the Navy’s plan to move back to entirely steel construction. The initial contract was for two vessels valued at $145 million and followed an initial $3.6 million for the functional design of the class.

Austal noted at the time that it was seeking other steel construction projects and won support from the U.S. Navy for the construction of its new steel capabilities in Mobile, Alabama. The U.S. Navy expanded the project with two more hulls in July 2022, adding $156 million to the contract price. A fifth vessel was added to the contract in June 2023 at an additional $79 million. The total project was valued at approximately $380 million.

The shipbuilder reports it had been in discussions with the U.S. Navy for an adjustment due to the additional costs incurred in the program. It says the program “experienced significant challenges, primarily due to late receipt of technical data and design discrepancies.”

 

Rendering of the new class which is Austal USA's first steel ships (Austal)

 

The T-ATS is an ocean-going tug, salvage, and rescue ship designed to support the United States Navy’s fleet operations, with a multi-mission common hull platform capable of towing heavy ships. The ships are designed to support a variety of missions, including oil spill response, humanitarian assistance, search and rescue, and surveillance.  

Work began on the program in July 2022. The first vessel, named USNS Billy Frank Jr., was floated out in Alabama in June 2025. 

While work was proceeding with the program, Austal and the USN had agreed to suspend work on vessels T-ATS 14 and T-ATS 15, the last two of the five-ship order. As part of the new agreement with the Navy, those two hulls are being canceled. The company reports it does not expect a material financial impact on its business.

T-ATS 11, Billy Frank Jr., is being prepared for its prepare for her next major milestone, the engine light off, as she gets ready for sea trials and delivery.

While it is the first steel construction for Austal, the prize was a $3 billion contract for seven ocean surveillance ships for the U.S. Navy awarded in 2023. In addition, after committing to its steel capability, Austal also received a contract for the Navy’s Auxiliary Floating Drydock Medium (AFDM) and, in a contested decision, Austal beat out Eastern Shipbuilding to secure follow-on hulls for the U.S. Coast Guard Offshore Patrol Cutter (OPC) program.
 

[By: Valmet]

Valmet will deliver a Quality Control System (QCS) to Metsä Tissue’s Mariestad mill in Sweden. The intelligent system will support the performance and ensure quality of the mill’s tissue machine PM 35.

“By upgrading to Valmet’s state-of-the-art QCS scanner to PM 35 we’re simplifying operations and enhancing product quality. Integrating the new system with our distributed control system and controls will reduce complexity for our operators and give us the quality control we need to improve runnability and consistency from papermaking through converting,” says Leif Forsander, Technology and Development Engineer, Metsä Tissue Scandinavia.  

The order further strengthens the long-standing cooperation between Metsä Tissue and Valmet. It follows the previously announced deliveries of Valmet Advantage DCT 200 tissue making line (PM 37) and two converting lines to the same mill. 

“Valmet has recently completed two successful start-ups of quality control systems at Metsä Tissue’s Nyboholm and Pauliström mills in Sweden. The cooperation has been excellent, and we are excited to continue with the next QCS project in Mariestad PM 35. By replacing the old quality control system, the customer ensures high performance and quality of the end product also in the future,” says Roger Holmedahl, Senior Sales Manager, Automation Solutions business area, Valmet.

The order is included in Valmet’s orders received of the third quarter 2025. The value of the order will not be disclosed.

Delivery's technical information
The delivery includes a Valmet IQ Quality Control System equipped with a scanner and basis weight, moisture and softness measurements. The system monitors and optimizes end product quality by automating essential control points. Valmet will also supply the complete mechanical installation and sheet transfer modification. A service agreement for predictive maintenance and 24/7 support ensures smooth start-up and reliable operation of the new system.

[By: Portchain]

Unifeeder and Portchain have partnered to improve operational efficiency by reducing waiting times, daily coordination effort, and lowering fuel consumption with Portchain Connect. The platform links Unifeeder directly with its terminal network, giving both sides a shared real-time view of schedules and a faster way to align on berthing windows.

The partnership builds on a successful Proof of Value project in the Americas, Northern Europe, and the Mediterranean. Results included earlier berth confirmations, reduced waiting times, measurable fuel savings, and daily time savings for operations teams. Users reported saving up to 1 hour per day, waiting times were reduced, and vessel speed stability was increased by acting earlier on high-quality terminal data.

By digitizing the exchange of berth alignment information, the collaboration reduces manual communication and provides Unifeeder operations teams with real-time visibility of terminal berthing plans. At the same time, terminals receive Unifeeder’s real-time schedule and move count updates. This ensures faster alignment between Unifeeder and its terminal partners and more reliable data to support Just In Time arrivals.

“Through this partnership, our operations teams see benefits such as more reliable arrivals, more time for planning instead of chasing information, and more stable vessel speeds, leading to more efficient operations and measurable fuel savings.” Christian Jurlander, Head of Global Fleet Optimization, Unifeeder.

Portchain looks forward to working with Unifeeder in the next phase of the rollout and sharing new results as the collaboration expands across Europe and the Americas.

“We are proud to partner with Unifeeder, one of the World’s leading Feeder Operators. We look forward to help them achieve Just-In-Time Arrivals with their terminal partners, for more predictable and efficient port call operations.” Craig Halford, VP Sales, Portchain

[By: Everllence]

An undisclosed Asian shipbuilder has ordered Everllence propulsion packages in connection with the building of 5 × 8,400 teu container ships. The vessels and engines will be constructed in China.

The scope of supply for each vessel covers:

• an Everllence B&W 6G80ME-GI Mk 10.5 main engine featuring proprietary EGRTC (Exhaust Gas Recirculation Turbocharger Cut-out)
• 4 × 9L28/32DF LPSCR (Low-Pressure Selective Catalytic Reduction) auxiliary engines
• a PVU8000 (Pump Vaporizer Unit) main-engine fuel gas-supply system
• a set of TCA77 & TCT30 main-engine turbocharger
• two ETB40 EGR (Exhaust Gas Recirculation) blower
• a TCR turbocharger for each auxiliary engine

Bjarne Foldager – Head of Two-Stroke Business – Everllence, said: “Our ambition has always been to be a world-class provider of complete propulsion packages and this notable project is a perfect showcase of the comprehensive solutions we can provide to the market – in this instance for a modern container-ship series.”

Foldager continued: “In particular, the ME-GI has had a strong start to the year, confirming its status as the default, dual-fuel, methane-fuelled engine. Part of this is due to the current, hot, container-newbuilding market where the ME-GI engine stands out – among other ways – by virtue of its having the lowest methane emissions in its class. Another ME-GI advantage is LNG’s status as an excellent transition fuel for decarbonisation and its mature supply chain. Furthermore, as increased quantities of bio- and synthetic LNG become available at commercially viable prices, the ME-GI engine will ultimately allow shipowners to reach net-zero.”

Christian Ludwig – Head of Two-Stroke Sales and Promotion – Everllence, said: “With its best gas-consumption figures and an attractive pilot-oil consumption, the ME-GI’s installed engine-output power base of over 25 million kW makes it the proven leader in the dual-fuel, two-stroke market. Available from 35- to 95-bore, the ME-GI covers most propulsion needs – even passenger ferries – and it is often accompanied by an order for our PVU.” 

Michael Petersen – Senior Vice President, Head of PrimeServ Denmark at Everllence – said: “The unique selling point for our PVU is its perfect match with Everllence B&W ME-GI/ME-GIE engines with full integration into the main-engine control systems. This delivers first-class performance and efficiency as evidenced by market-leading times-between-overhauls. Notably, our PVU is furthermore prepared for recondensing for an optimised boil-off gas process.”

Dr. Daniel Struckmeier, Head of Sales & Licence Turbochargers & EGT APAC, Everllence, said: “We are very proud that our full range of turbo solutions is being applied in this memorable project. That the turbocharger units for the main engines and for the auxiliary engines, as well as the ETB blower for the EGR systems all originate from Everllence will uniquely optimise engine performance.”

Everllence reports that the ME-GI engine has reached broad acceptance in the market since its introduction in 2014. Earlier this year, it rounded 1,000 cumulative sales with over 400 of these coming from the container segment alone.

The Department of Justice told a federal district court that it plans to review and likely change the approval of the Construction and Operation Plan for New Jersey’s Atlantic Shores South offshore wind farm. While the project has largely been abandoned for months, the move is symbolic because it was where candidate Donald Trump, during a 2024 campaign stop, vowed to bring an end to the offshore wind energy sector.

The filing, which was made on September 27, is similar to others the Department of Justice has made as part of pending lawsuits against wind farm projects from Massachusetts to Maryland. In each of the cases, DOJ has asked the court to stay the pending litigation brought by local activist groups, saying it was “potentially needless or wasteful litigation.” The Department of the Interior and its Bureau of Ocean Energy Management are involved in the cases as the local opposition repeatedly challenges the approvals given to the projects.

The Atlantic Shores South project, which would consist of two large offshore wind farms, received its final approval from BOEM in October 2024 for a project that would have been off the southern New Jersey coast. It called for 197 turbines that would have been at least 8.7 miles from Long Beach Island as part of a project to provide 2.8 GW of energy to the state. 

The project was a joint venture between Shell and EDF Renewables. Despite having gained all its necessary federal approvals, it, however, had yet to gain a power agreement with the state’s utilities. The project had been entered into New Jersey’s fourth round solicitation, but the state ended the round in February without selecting projects.

Trump singled out the project on the campaign trail, and shortly after returning to office, his Environmental Protection Agency challenged an air quality permit granted for the construction of the project. By June, the project told the state it was no longer economical, although EDF had said it planned to pursue the project, while Shell announced it was backing away from the office wind energy sector.

The opponents had lost earlier court challenges but renewed their fight in a case filed in July. DOJ, in its filing to the court last week, said the plan was for BOEM to reconsider the permitting for the project.

The filing states, “At the conclusion of BOEM’s reconsideration proceedings, BOEM will likely make a new agency action, and that action may affect—and potentially moot—plaintiffs’ claims.”  

Earlier, Interior Secretary Doug Burgum had said the government was reviewing five offshore wind projects, inferring that each would be canceled. While the departments have filed motions to stay the local cases for the projects, the administration, however, suffered a setback in its efforts to challenge Ørsted’s Revolution Wind project. A court barred the government’s efforts to enforce a stop work order on the project, which is 80 percent installed. The Danish company has reported that work resumed while the court cases proceed. The company has also said it was in discussions with the government to resolve the concerns over the project.

Bloomberg reported that BOEM today, October 1, also filed with another federal district court announcing that it will also be reviewing the COP approval for Empire Wind 2, a second project planned by Empire Wind off the coast of New Jersey. The company is working on its phase 1 project after a stop work order in the spring, but it has said that phase 2 was unlikely to proceed at this time because of the changed regulatory environment.
 

 

It has been 10 years since the con/ro steamship SS El Faro went down with all hands in a hurricane, and it remains one of the deadliest maritime disasters in recent American history. 33 mariners lost their life in the sinking, and the victims' memory is preserved at memorial sites in Maine and in Florida, as well as annual remembrance ceremonies. 

While El Faro was under way from Jacksonville to San Juan, Puerto Rico, her master put her on a course that would take her past the Bahamas and into the path of a strengthening hurricane. As weather conditions worsened, she took on water in a cargo hold and developed a list, leading to loss of lube oil suction for her steam turbine. El Faro lost propulsion and drifted beam to the seas, and flooding gradually overtook her. Within hours, she went down, in heaving seas and far from any aid. All 33 people aboard were killed, including 28 American mariners and a riding gang of five Polish workers. 

A years-long inquiry identified human mistakes and oversight failures at the root of the disaster. The master was relying on delayed weather data, not the latest forecasts, and the Coast Guard concluded that he and his company did not fully understand the limits of El Faro's operating capabilities in heavy weather - limits that were reduced by a vessel conversion project in 2005-6. Poor bridge resource management, complacency and lack of training were identified as contributing human factors. Once in harm's way, the ship was overmatched by the extreme conditions near the eye of a Category 3 storm.

"The El Faro crew did not have adequate knowledge of the ship or ship’s systems to identify the sources of the flooding, nor did they have equipment or training to properly respond to the flooding," the Coast Guard determined. "Even though El Faro met applicable intact and damage stability standards . . . the vessel could not have survived uncontrolled flooding of even a single cargo hold given the extreme wind and sea conditions encountered in Hurricane Joaquin."

There were regulatory findings, too. After examining the inspection records of the El Faro and sister ship El Yunque - which was scrapped after significant wastage was found - the Coast Guard decided to take a close look at the Alternate Compliance Program (ACP), which allows certain class societies to perform statutory inspections of U.S. commercial vessels. The Coast Guard's inspectors found 660 deficiences aboard 52 ACP-enrolled ships, and they revoked the Certificate of Inspection (COI) for six vessels. Based on this pattern of issues, the service called for "seminal change in the overall management and execution of the [ACP]" in order to make sure that vessels enrolled in the program are safe. In response, the Coast Guard created a new Flag State Control Division at its Washington headquarters to oversee class society performance, and encouraged its front-line safety inspectors to provide more rigorous oversight. 

The Coast Guard's board of investigation also recommended the elimination and replacement of all open lifeboats, like those aboard El Faro. Compared to modern enclosed lifeboats, the outmoded open boats have limited survivability in extreme weather conditions. Coast Guard leadership disagreed with this costly retrofit proposal, and a handful of aging vessels with open lifeboats remain in U.S. service today. 

A day of remembrance

On Wednesday, multiple American maritime institutions and groups paused to reflect on El Faro's legacy and remember her crew. At Maine Maritime Academy, the alma mater of five El Faro victims, the campus held a ceremony to honor their legacy. “There’s still some healing going on,” Maine Maritime Academy President Craig Johnson told local Fox23. 

Another gathering was held in the vessel's home port of Jacksonville, Florida. "The reading of the names and the ringing of the bell, which is very emotional, that was the hardest part," said Deb Roberts, mother of El Faro victim Michael Holland, speaking to WMTW. 

“I want the world to know that my husband tried his best to save that vessel,” said Rochelle Hamm, wife of one of El Faro's crewmembers, speaking to News4Jax at the ceremony. “He did his job and he did it with dignity. So, I’m proud to be his wife.”

[By: SRI]

This is just one of the findings in the second edition of Cabotage Laws of the World, published by SRI and co-authored by Deirdre Fitzpatrick CEO of SRI and Emeritus Professor Hilton Staniland. The authors found that cabotage has spread in several regions of the world, including West Africa, East Africa, the Horn of Africa, the Middle East, Central America, the Pacific Ocean and the Caribbean Sea; and that cabotage now exists along the coastlines of approximately 85% of the world and extends into more offshore zones. 

Staniland observes: “No single reason explains the spread of cabotage but it does appear that when States decide to introduce cabotage, they pay particular attention to the number of States that already have cabotage.”  Staniland anticipates more cabotage changes: “There have been momentous changes since the first edition of Cabotage Laws of the World in 2018.  These include Covid-19; geopolitical tensions disrupting shipping; changing trading tariffs; and the emergence of new cabotage trades, routes and activities.  Cabotage changes are now occurring almost constantly, driven hard it appears by a collection of complex geopolitical issues.” 

David Heindel, President of the Seafarers International Union (SIU) of North America and Chairman of the Seafarers’ Section of the ITF comments that: “When the first edition of this Report was released in 2018 with its headline finding that cabotage exists in 91 countries, it stood as one of the most comprehensive examinations of global cabotage policies and laws ever undertaken. It quickly became a key reference point in national debates. It is hugely significant that only 7 years later, the number of countries found to have cabotage laws has now increased to 105”.  “Good policy,” he continues, “depends on facts and this publication provides an objective, independent and fact-based account of global cabotage today. It is my hope that this second edition will serve as a valuable resource to policymakers, industry stakeholders, and unions alike as we work together to strengthen protections for seafarers worldwide.”

And speaking of seafarers and cabotage, Jacqueline Smith, Maritime Coordinator of the ITF, says that the publication demonstrates that “a majority of States regulate the employment of seafarers in their cabotage voyages and trades and that the reservation of jobs for national seafarers is a very common requirement, sometimes requiring that national vessels are wholly crewed by national seafarers.  Cabotage laws may also provide for minimum wages.  And minimum wages may also be required in offshore zones even though this requirement may not be part of traditional cabotage laws. All this helps to ensure that seafarers get treated decently and shipowners compete fairly.”

Chris Given, President of the SIU of Canada and Chair of the ITF Cabotage Taskforce, says: “The fact that in 2025 there are 105 States with cabotage is remarkable.  It shows that the argument for cabotage is being won in many countries.  This Report provides governments and policy makers with many examples of programs and strategies from around the world that demonstrate how effective implementation of national shipping policies can help safeguard a country’s control over its supply chains and ability to support its people. The benefits of cabotage are universal and domestic maritime shipping is an essential component of a state’s strategic infrastructure and the protection of its national security.”

The updated Report is attracting further international interest and comment.  Stephen Cotton, General Secretary of the ITF, has welcomed the findings saying: “There are multiple reasons why more States are now seeing the benefits of cabotage laws, and just a few of these benefits include increasing the resilience of their international supply chains, the security of their coastlines, the establishment of strategic fleets, and the recruitment, training and reskilling of national seafarers.  In times of crisis if there is no cabotage there is no resilience; and in times of war if there is no cabotage there are no merchant ships to assist naval assets.  So, States should ask themselves whether they can afford to run the risk of not having cabotage.”

The investigation into the shadow fleet tanker that has been accused of various incidents, including the drones over Denmark, has deepened. The French news agency Agence France-Presse is reporting that the police have taken into custody two officers of the vessel, while BFMTV is posting images of the French Navy boarding the tanker.

The French media quotes the prosecutor’s office in Brest, France, as saying the police took two individuals into custody as it is pursuing the investigation into the tanker. They said the individuals identified themselves as the captain and first officer of the shadowy tanker. No additional details were provided or what charges they might be facing.

French President Emmanuel Macron told reporters earlier in the day that France was investigating the tanker for “serious offenses.” Speaking at an EU summit in Copenhagen, Macron said, “There were some very serious offenses committed by this crew, which justify the current judicial procedure.” Macron, however, stopped short of linking the tanker, which is now identifying as Boracay, to the drones spotted over Denmark, which disrupted commercial airplane travel from the Copenhagen airport. AFP reports he said that was for the investigators to determine. Tracking data shows the tanker transiting around Denmark at the time of the drone incident. 

The video posted by BFMTV shows a French Navy launch circling the tanker and troops boarding the vessel. Other images show the armed military members on deck outside the bridge.

 

France has detained two senior crew members of a "shadow fleet" tanker linked to Russia, which data showed was off the Danish coast last month during mysterious drone flights https://t.co/OnhUudqaHU pic.twitter.com/hjKFPgZkiv

— AFP News Agency (@AFP) October 1, 2025

 

???????? French armed forces were spotted boarding the Russian tanker detained off Saint-Nazaire, Loire-Atlantique near the Bay of Biscay.

The 244-meter oil tanker, named “PUSHPA” or “Boracay,” is registered under Benin's flag but has frequently changed flags and names, including… https://t.co/tFJnQLVxMb pic.twitter.com/opD0BHeeB4

— Vanguard Intel Group ???? (@vanguardintel) October 1, 2025

The reports indicate the French first boarded the vessel on Saturday, September 27, while it was sailing from Primorsk, Russia, laden with an oil cargo for India. The prosecutors reportedly said the crew failed to demonstrate the nationality of the vessel and did not cooperate with instructions. The tanker has been anchored off Saint-Nazaire, France, under detention since Sunday.

Russian media is calling the detention of the vessel a “provocation,” but news reports said a Kremlin spokesperson denied any knowledge of the incident. 

The tanker has drawn previous attention and was sanctioned by the UK in December 2024 for its involvement with the Russian oil trade. The European Union sanctioned the tanker in February 2025. Windward Maritime Analytics reports the ship has been sailing in the shadow fleet since June 2024, operating for Gatik, an Indian based company which is reported to be the largest carrier of Russian oil.

The tanker, Windward reports, has had nine ISM managers, four registered owners, and three commercial controllers in 16 months. It has also changed names five times and claimed registry under seven flags. Estonia detained the ship in April when it suspected it was operating under a false flag, but Djibouti gave the ship time to transition. It has also claimed registry in Gambia, Malawi, and now Benin when the French stopped the vessel. All those flags are believed to be false.

The European Union, earlier this year, authorized members' efforts to challenge vessels to prove their registry and insurance. 
 

[By: Maritime Technologies Forum]

The Maritime Technologies Forum (MTF) today released a comprehensive report providing guidelines for the safe inspection of methanol dual-fuel ships. The project was led by the Maritime and Port Authority of Singapore (MPA) with the participation of various MTF members.

As the maritime industry accelerates its transition to alternative fuels under increasingly stringent IMO emission regulations, methanol as fuel has emerged as a particularly attractive option, as documented by the increasing number of orders. However, methanol’s unique properties—including its flammability, toxicity, and corrosivity—present distinct challenges for ship inspectors.

The new guidelines cover the key areas of attention to ensure safe inspection:

1. Pre-Inspection Preparations: Competency requirements, specialized training, thorough ship familiarization, emergency preparedness, and proper PPE selection and use.
2. During Inspection Protocols: Dynamic Risk Assessment (DRA), CMES system testing, hazardous area management, methanol fuel system inspection procedures, and incident response readiness.
3. Post-Inspection Considerations: Decontamination procedures, health monitoring (accounting for delayed symptom onset), and PPE maintenance and disposal.

A total of 41 safety recommendations have been identified across the inspection process, representing an important effort to provide practical guidance and direction to support the industry’s safe adoption of methanol. These recommendations serve as a robust foundation for organizations to establish new safety protocols or strengthen existing Standard Operating Procedures (SOP), which is critical to building users confidence and supporting the development of methanol as a marine fuel.

The guidelines are designed to complement rather than replace existing inspection requirements, addressing the specific risks associated with methanol as a marine fuel. They aim to safeguard inspectors’ health and safety while ensuring effective inspections for this rapidly growing segment of the fleet.

Capt. M Segar, Chief Marine Officer / Senior Advisor, MPA, said, “As a major flag Administration and port State, Singapore welcomes the publication of the report, which addresses the health and safety risks associated with the inspection process of methanol-fuelled ships. The guidelines may also be applicable to other professionals who visit or board these vessels, such as for cargo handling, maintenance and repairs, deliveries, and pilotage. MPA’s participation in developing these guidelines reflects our commitment to supporting the maritime industry’s multi-fuel transition towards a cleaner, greener and safer future.”

Knut Ørbeck -Nilssen, DNV, CEO Maritime, added, “This report is a testament to the collaborative efforts of MTF members and industry stakeholders. By offering 41 concrete recommendations across all phases of inspection, the guidelines provide a practical framework to manage methanol-related risks effectively. They will help the maritime community accelerate the safe use of methanol as a fuel, supporting the decarbonisation of the industry.”

View the full report by downloading here: GUIDELINES FOR CONDUCTING SAFE INSPECTION OF METHANOL DUAL-FUEL SHIPS.

The U.S. Coast Guard may soon be back to working without pay again. Thanks to a spending dispute in the Senate, the federal government entered a shutdown on Wednesday. Effective October 1, the government lacks authority for most spending on salaries - but "excepted employees," including all military members, must keep working anyways. 

The last time this happened was during the 2018-19 holiday season. This time, the circumstances could be more difficult: unlike last time, coastguardsmen will not receive their mid-October pay if the shutdown keeps going past October 13. If the shutdown extends past that date, servicemembers and excepted civilian employees will have to wait for back pay until after the shutdown ends. "Non-essential" civilian employees will be furloughed without pay. 

In the interim, servicemembers still have to pay their bills, and Coast Guard salaries are not ample to begin with. The Coast Guard recommends that servicemembers seek assistance from food banks, nonprofits, and affiliate groups like the Coast Guard Foundation, Coast Guard Mutual Assistance (CGMA) and the Chief Petty Officers’ Association (CPOA). During the 2018–2019 government shutdown, CGMA alone provided $8.4 million in aid to more than 6,200 Coast Guard members and families.

“When the Coast Guard you love can’t pay you, it impacts your family and home,” added Alena Howard, Chief Development and Communications Officer at CGMA and a Coast Guard spouse. “Our donors are an incredible network of people who embody the spirit of Helping Our Own. Their generosity ensures Coast Guard families have the support they need most during times of crisis.”

Military-adjacent banking institutions may also be able to provide zero-interest loans to help servicemembers bridge the gap until the next paycheck. 
 
"Non-essential" public-facing services are visibly affected. The Coast Guard's online presence has been curtailed, and its web portal will not be updated until the shutdown ends. For merchant mariners, the Regional Exam Centers (RECs) and the National Maritime Center (NMC) are closed, bringing mariner credentialing to a temporary halt. 

The activist flotilla bound for Gaza ignored repeated calls for it to turn back or to hand over the material aboard its vessels, and is now reporting that an interception has begun as it neared the coastline. The group has repeatedly accused the Israelis of harassment, while the Israeli Foreign Ministry released a statement calling the flotilla a “provocation.”

The Global Sumud Flotilla, which calls itself the biggest maritime mission to break the siege on Gaza, highlighted that it had reached Wednesday evening, October 1, approximately 100 nautical miles off the coast, the same point where a prior vessel was intercepted and escorted to port. Complicating the already tense situation was the flotilla’s timing, reaching Israel around sunset and Kol Nidre, the start of the holiest day, Yom Kippur, of the Jewish calendar. 

 

The Israeli Navy has officially intercepted the flotilla of several dozen humanitarian vessels attempting to violate the military blockade and exclusion zone off the coast of the Gaza Strip. pic.twitter.com/0l0zRN9fzs

— OSINTdefender (@sentdefender) October 1, 2025

 

The group had earlier accused the Israeli Navy of harassment on September 30. They claimed the Israelis were jamming their electronic signals. They repeated the claim on Wednesday night as they reported that three Israeli naval vessels had met the flotilla and appeared to be targeting the largest vessels for interception. The group’s live tracker showed three of the 44 vessels as having been intercepted, with unconfirmed reports that one was the vessel carrying activist Greta Thunberg.

The group had posted on social media that it saw “20+ unidentified vessels on our radar, just three miles ahead of our fleet.” They claimed the Israelis had threatened to confiscate their vessels.

Hours earlier, the Israel Defense Force broadcast a warning to the flotilla that it was approaching a blockade zone. They instructed the flotilla to sail to the Port of Ashdod, where it said the aid would be landed, inspected, and transferred to Gaza. 

 

The sole purpose of the Hamas-Sumud flotilla is provocation. Israel, Italy, Greece, and the Latin Patriarchate of Jerusalem have all offered and continue to offer the flotilla a way to peacefully deliver any aid they might have to Gaza. The flotilla refused because they are not… pic.twitter.com/pLQj1FLIPA

— Israel Foreign Ministry (@IsraelMFA) October 1, 2025

 

European leaders, including Italy’s Prime Minister Giorgia Meloni, called on the group to accept the compromise of handing over their aid to the Latin Patriarchate of Jerusalem, which would deliver it to Gaza. They had said the flotilla should turn back, with Meloni saying she feared the flotilla “could undermine attempts to reach a peace deal.” The United States and Israel presented a plan and were awaiting Hamas’ response for what they said would be an immediate stop to the war.

The Israel Foreign Ministry said, “The flotilla refused because they are not interested in aid, but in provocation.”

Among those aboard the vessels, in addition to Thunberg, are a grandson of Nelson Mandela, Mandla Mandela, and elected officials. The group claims to have over 500 people on the vessels.

The Israelis intercepted previous attempts to reach Gaza, taking the boats to Ashdod and deporting the activists. In May, another vessel was hit by an explosive off Malta, and the group reported two attacks at the beginning of September, while it was anchored in Tunisia, and a further explosion while it was in the Mediterranean.