South Africa’s government is moving to forestall port strikes, which in the past have left a massive dent to the country’s economy. In a new directive, the Department of Labor is proposing to expand its list of essential services to include port operations. This step would ban strikes for certain categories of employees of Transnet, the national port and rail authority.

The government directive suggests that marine services, including navigation, pilotage, towage and berthing, will be listed as essential services. Cargo services will also fall under this category when the cargo to be offloaded consists of explosives, flammable and pharmaceutical products. Port security, emergency and firefighting personnel have also been added to the essential services list.

The directive, which was published last month, comes a few weeks after Transnet and its majority union UNTU reached a wage agreement. UNTU members had voted to approve a labor action back in May, and the deal averted a major port strike in South Africa. Transnet agreed for an 18 percent salary increase over three years, although UNTU was pushing for a 10 percent rise in a single year agreement. Earlier in March, the smaller union SATAWU had settled for a 17.5 percent increase over three years.

In 2022, an UNTU-led port strike almost left South Africa’s economy at a standstill, with serious disruption to exports of minerals and fresh products. According to the South African Association of Freight Forwarders (SAAFF), the 11-day strike (beginning October 6, 2022), led to over $3 billion in export losses.

The new directive on port services is seen as part of a government reform effort to return Transnet to profitability. In the six months to September 30 last year, Transnet reported a loss of $117 million, citing higher costs and operational challenges. In May, the government agreed to give the state-owned logistics group a $2.8 billion guarantee facility. The funding would go to operations, servicing debt and capital investments over a period of two years.

However, Transnet in the last two months has celebrated achieving significant milestones in its port operations. With MSC now deploying ultra-large containerships to Africa, Transnet has successfully berthed this kind of vessels at its two ports. In June, Port of Durban received MSC Rifaya, the largest boxship to ever dock at the port. The vessel is nearly 400 meters long and has capacity for up to 19,499 TEUs.

Last week, Transnet celebrated yet another historical moment with the docking of MSC Nicole Mastro at the Port of Ngqura, in the Eastern Cape. Mastro is larger than Rifaya and has capacity for around 24,000 TEUs.

On Tuesday morning, a sudden storm swept over the coast of Croatia, tearing down trees and disrupting traffic - and sending a runaway ferry careening into a line of moored passenger vessels. 

At the port of Split, Croatia, the ferry Petar Hektorovi? was tied up at the pier when the storm hit. In unexpectedly high winds, its lines parted, and it drifted into two vessels. First it made contact with a catamaran, then struck a tourist excursion vessel, which was damaged by the impact and sunk. No passengers were aboard and no personnel were injured, harbormaster Zvone Perkusic told local outlet tportal - adding that it could have been much worse. The crew of the Hektorovi? dropped both anchors and started the main engines quickly, averting further damage, operator Jadrolinija said.

“Ono kad se prošlost doslovno sudari…
Petar Hektorovi? trajekt mog djetinjstva, što me nosio na Vis, udario je danas u drugi brod.
Nije slu?ajno da baš on “puca po šavovima”.
Nešto veliko se sprema. ?????????” pic.twitter.com/FwGJQwQq2B

— Tea Mratini? (@TMratinic3107) July 8, 2025

"The ferry captain's ingenious and courageous maneuver should be commended, thanks to which a tragedy and much greater damage were avoided," Perkusic said. 

First responders and a commercial salvage company attended the scene to control the risk of pollution. 

The storm also injured at least three people on shore in Split, and was powerful enough to damage the roof of the city's soccer stadium. Further up the coast, in Barbariga, a waterspout was reported just offshore. 

Separately, near the island of Kaprije, a small excursion catamaran capsized, and nine people - including seven Swedish nationals and one German - went over the side. Good Samaritans and police responders rescued all nine and brought them to shore, including two who were taken to a hospital for medical care. 

 

Eight people have been sentenced to spend more than a decade in prison in connection with the 2023 drug bust aboard the merchant bulker Matthew, the largest cocaine seizure in Irish history. 

In September 2023, Irish authorities received intelligence indicating a planned handoff from the bulker Matthew to the small trawler Castlemore at a designated transfer point off the coast of Cork. Several days in advance, the Irish Navy patrol vessel William Butler Yeats got under way and loitered in the area to observe. 

On the morning of September 26, the Yeats received orders to chase the bulker down. When it failed to comply with directives to head for the port of Cork, the crew of the Yeats fired warning shots, which the bulker ignored.

As the Yeats increased the intensity of its warning shots, ramping up towards disabling shots at the Matthew's engine room, it received orders to stand by. Instead, a team of Irish Army Ranger Wing commandos boarded the vessel by helicopter to enforce compliance. The boarding was hazardous, the team told Irish Mirror: the helicopter's blades came dangerously close to one of the Matthew's deck cranes as the vessel continued to maneuver. After the commando team fast-roped onto the rolling, pitching deck, the operation proceeded as planned and the ship was under control within minutes. 

During the process, the boarding team had to stop some of Matthew's crewmembers from attempting to burn the cocaine in a lifeboat, they told the Irish Mirror.   

Overall, the operation netted 2,200 kilos of cocaine, valued at $170 million. Six people aboard the vessel were arrested, and all pleaded guilty to smuggling charges. Two men on shore - one Ukrainian national and one British national - also filed guilty pleas for attempted drug smuggling. 

During sentencing, the judge took into account the involvement of a transnational drug cartel in the planning and execution of the shipment, an aggravating factor. Given the size of the bust, the authorities believe that at least part of the shipment was likely headed to other markets after landing in Ireland. 

The court handed down a sentence of 20 years for crewmember Cumali "Jimmy" Ozgen, who was considered the cartel's ringleader on board. The others were sentenced to 13.5-18 years. 

[Brief] In the early hours of Monday morning, a marine pilot was seriously injured while boarding a vessel from a pilot boat. 

At about 0015 hours Monday, a 66-year-old pilot was transferring from a boat of the Belgian Pilotage Service to a ship. While climbing the pilot ladder, he fell a distance of about 20 feet back onto the pilot boat, sustaining severe injuries. 

The pilot was evacuated to a hospital in the town of Goes for urgent treatment, and was reportedly in critical condition. He was later transferred to another hospital in Antwerp.

The cause of the accident is under investigation. Belgian media services report that the victim was set to retire next month.

The climb from a moving pilot boat up the side of a moving ship involves risk, and tragic pilot ladder accidents are all too frequent. SOLAS V Regulation 23 provides specific measures for pilot ladder arrangements and equipment, but many marine pilots report that these rules are not always followed.  

 

Once one of the leading shipbuilders in South Korea, the former STX Yard, which was relaunched as K Shipbuilding, is celebrating a remarkable turnaround. According to a report in The Korean Economic Daily, after having posted its first profit in 14 years, the investment group with revived the shipbuilder is now looking to cash out.

KHI Investment and United Asset Management Company (UAMCO), South Korea's biggest bad debt investor, took control of the troubled shipbuilder in 2021, paying more than $180 million for the company. Timing was ideal as shipbuilding was entering a strong upcycle, and although they were a smaller mid-sized yard, the business, renamed K Shipbuilding, was able to grow quickly.

The investment group believes that despite the slowing in orders, it is still a good time to cash out with the news report saying they are seeking as much as $732 million for the company. As part of the sale, KED reports that UAMCO also seeks a debt refinancing of more than $100 million in financing provided to restore K Shipbuilding. The investors have also decided to exclude bids from foreign private equity investors instead seeking a Korean buyer for the company, which it views as a strategic asset for Korea.

STX was a thriving company with 1,500 employees in Korea in 2017, shortly before it collapsed. It had grown quickly, adding international operations, but suffered badly from the downturn in shipbuilding at the end of the 2000s and into the 2010s. After a series of refinancing and asset sales, STX went into receivership in 2016. 

The Korean Economic Daily reports that the company last year posted its first profit in 14 years. The forecast is that the yard could exceed 1 trillion won ($735 million) in revenues in 2025. It would be the first time the company has reached those levels since 2019.

The Korean shipbuilding looks to new emerging opportunities as the Trump administration looks to counter China’s dominance of shipbuilding. Last year, Hanwha Ocean also broke into the U.S. Navy repair sector, and reports are that Korea’s midsized shipbuilders are looking to follow, also bidding for U.S. Navy projects.

In addition to its investment in K Shipbuilding, KHI also joined an investor consortium that acquired another midship shipbuilder, Daehan Shipbuilding. Like STX, it had fallen on hard times and went through more than a decade of debt refinancing. KHI is the last remaining investor, and it has announced plans for Daehan to go public on the Korean Stock Exchange later this month.
 

Canada granted an investigative Use Permit to Oceanic Wind Energy for what could become the country’s first offshore wind farm. The company, which is in partnership with a First Nation company, Coast Tsimshian Enterprises, is calling the permit a milestone in its effort to advance offshore energy to power the growing industrial areas of Northwest British Columbia.

The plan calls for developing a 600 to 700 MW offshore wind farm that would be just west of Stephens Island on the Hecate Strait. It would be approximately 20 miles from Price Rupert and not far from the border with Alaska. The company highlights the energy demands of the Port of Prince Rupert, which is expanding operations, and the growing industrial and resource sectors in the northern reaches of British Columbia. Among the developing industries in the region is the LNG export operations.

While the location is in a sheltered strait, the companies highlight that it is a strong location for offshore wind power development.  They highlight that the Hecate Strait is home to one of the world’s most powerful and consistent wind resources.

“With Class 7 wind conditions, low shear and turbidity, average annual wind speeds exceeding 10 m/s, and a winter capacity factor of over 65%, the area offers an unparalleled opportunity to generate clean, reliable energy—especially during BC’s peak demand season,” said Mike O’Connor, President of Oceanic Wind Energy.

Issuing the Investigative Use Permit is the latest in a series of approvals the project has gained. In January, the company reported its Crown Land Tenure Application for Windpower Investigation had also been approved. At the end of 2024, the British Columbia Ministry of Water, Land and Resource Stewardship advised that they had also completed their initial review and the application was accepted, launching a comment period that was due to end in February.

Oceanic calls these approvals the first phase of its plan. It will continue to proceed with the investigation to define the project. The company is in a race with other projects that also look to develop Canada’s offshore wind power industry. Efforts are also underway to define the industry on the Atlantic coast between Nova Scotia, Newfoundland, and Labrador. 

The Nova Scotia Department of Energy and Natural Resources in May 2025 outlined five potential zones. Four would be along the Atlantic coast, while the fifth would be to the north in the Cabot Strait. Nova Scotia has outlined a target to offer leases for 5 GW of offshore wind energy by 2030

 

Russia’s Navy is facing huge pressures, primarily as a byproduct of President Putin’s over-ambitious attempts to claim great power status.

The most obvious pinch-point is in the Black Sea, where Russia’s fleet has pulled back out of danger and forced into distant ports, primarily by the effectiveness of Ukrainian drone attacks. Even more astonishing because Ukraine lost most of its obsolescent naval vessels in early rounds of the conflict, the net effect is that Russia has lost control of the Black Sea, and Ukraine has now been able to resume imports and exports through Odesa and other ports in the south-west of the country. The residual capabilities which the depleted Black Sea Fleet retains are the ability to launch cruise missiles from the Eastern Black Sea, and to deter offensive naval operations which Ukraine might otherwise have sought to mount along the Crimean coast.

In the Mediterranean, it is a similar story. The Russian Navy has lost the homeport for what was once its Mediterranean Flotilla in Tartus, where it perhaps retains a foothold but not apparently the right to dock and support warships. This loss is compounded by the Russian Navy’s inability to support its flotilla in the Mediterranean by rotating warships though the Bosporus, which Turkey has unilaterally closed to all warships, as is its right in times of war under the 1936 Montreux Convention. The net effect has seen Russia’s naval presence reduced from a standing force of about five warships and a submarine operating out of Tartus, to the occasional deployments to the Mediterranean of one or two frigates and a submarine drawn from the Baltic and Northern Fleet, along with a lingering presence of a couple of oilers and intelligence collection vessels operating solo.

While the situation in the Black Sea and Mediterranean has been evident for some time, the Russian Navy’s predicament has worsened considerably in recent months. The new pressure has been a concerted and coordinated international campaign to clamp down on Russian oil exports using dark fleet tankers. 

In March 2023, Lloyd’s List defined dark fleet tankers as being vessels “aged 15 years or over, anonymously owned and/or having a corporate structure designed to obfuscate beneficial ownership discovery, solely deployed in sanctioned oil trades, and engaged in one or more of the deceptive shipping practices outlined by US State Department guidance issued in May 2020.” Shipment of Russian oil by accurately registered tankers operated by established owners and agencies does not necessarily qualify a tanker for this dark fleet status, as such vessels can legitimately ship Russian oil purchased below the $60 per barrel price above which Russian oil is sanctioned. Nonetheless, over 700 tankers have been formally sanctioned by the US, UK and EU authorities, a dark fleet that Lloyd’s List estimates to be about 10% of global tanker tonnage.

Action to curb dark fleet tanker operations has been stepped up in recent months.

Denmark, without referencing dark fleet membership, has begun to challenge the insurance status of dark fleet tankers in the Skagen anchorage and the Øresund. Under the 1857 Treaty of Copenhagen, vessels have the right of innocent passage through the Danish Straits. But the Danish Maritime Authority is now asserting that it will board ships if it has information “that the safety or working conditions of the seafarers are not in compliance with international regulations including obligatory insurance requirements.” It justifies such action by the need to protect seafarers and the environment, especially in confined waterways where the consequences of an accident or oil spill incident could be horrendous. The United Kingdom is pursuing a similar approach in the English Channel, and sanctions vessels that fail to respond adequately to an average of 40 radio challenges for proof of insurance status made per month. In April, Estonia detained the Djibouti-registered tanker Kiwala (IMO 9332810, now the Malawi-registered Pushpa) off Tallinn while safety deficiencies were rectified, before allowing the tanker to continue on to the Russian port of Ust-Luga.

These actions are probing the right of innocent passage provisions of the UN Convention on the Law of the Sea, and their success or otherwise have still to be legally - and practically - proven. But Russia is heavily dependent on the sale of its oil to fund its war economy. This fiscal need is becoming ever more acute as signs of economic weakness emerge; for the first time since 2022, Russia’s quarterly GDP declined (by 0.6%) in 1Q25. So Russia has had to take steps to defend its economic interests and dark fleet earnings at sea.

In April, the Baltic Fleet carried out an exercise with 11 warships, a submarine and fighter aircraft, practicing drills to prevent the boarding of civilian vessels under escort. The Finnish Ministry of Defense reported in May that Russian naval vessels had begun to escort dark fleet tankers transiting the Gulf of Finland. The Russian Steregushchy Class corvette Boiky (F532) escorted the tankers Sierra (IMO 9522324) and Naxos (IMO 9336426) through the English Channel in late June. These and other such escort duties are in themselves a further drain on the availability of Russian naval vessels, and an additional overhead cost on the shipment of oil. But a further difficulty is that the presence of dark fleet tankers is worldwide, and Russian Navy cannot be everywhere at the same time. There are choke points across the globe through which the dark fleet needs to transit and where the Russian Navy would find it difficult to maintain an escort presence.

While the legality of interceptions is probed, the dark fleet also faces a more immediate threat. In late June, the tanker Vilamoura (IMO 9529293, registered in the Marshall Islands) was damaged by an explosion off Benghazi. The Vilamoura has within the last year been seen loading at two Russian oil terminals, Ust-Luga in the Baltic and Novorossiysk in the Black Sea. She is the fifth foreign-flagged oil tanker to be hit by explosions after visiting such Russian ports. These attacks, because they would weaken Russia economically and would mirror Russian attacks on Ukraine’s economic interests, might be considered legitimate by many in the context of the war between Russia and Ukraine.

 As yet, there has been no major kinetic incident stemming from attempts to close down the activities of the dark fleet trading Russian - and also Iranian - oil. On the balance of probability, such an incident is likely to occur in the not too distant future, and the pressure is being felt most immediately by the stretched and struggling Russian Navy.

Canada’s Davie shipbuilding is buying a second, smaller shipyard in Finland as it looks to integrate its operations, focusing on Arctic projects, including large icebreakers. The Mantyluoto shipyard in Pori, Finland, will be integrated with the Helsinki Shipyard, which David acquired at the end of 2023.

The shipyard is being acquired from Finnish energy company Enersense at a cost of €7.5 million, with the acquisition expected to be completed by the end of September 2025. Enersense acquired the yard in 2021, highlighting its expertise in steel constructions for the Arctic. The yard had previously delivered the frame for the world’s first floating offshore wind turbine and built a pilot offshore wind power project for deployment in icy conditions. Known as Enersense Offshore, the company emphasized the opportunities in offshore wind development.

Media reports indicate the yard employs about 100 people. However, currently, the operations are furloughed.

“The Enersense Marine and Offshore Unit possesses unique expertise in steel production for the Arctic marine industry,” said Kim Salmi, CEO of Helsinki Shipyard. The companies emphasize by integrating operations, Helsinki Shipyard will become Finland’s only specialized shipbuilder with capacities ranging from design to final assembly. The plan calls for the Mantyluoto yard to focus on block production, which will be supplied to the yards in Helsinki and Canada.

Davie made the acquisitions in Finland, emphasizing the opportunities to tap the deep expertise in icebreakers as opportunities were emerging in Canada, the United States, and elsewhere. 

In March 2025, Davie entered into an agreement with the Canadian government to build a Polar Max vessel based on Aker Arctic’s original Aker ARC 148 hull form. The vessel, which will be 22,800 tonnes with a length of 138.5 meters, will be an icebreaker functioning as a research vessel and capable of performing oil spill response operations and emergency towing.

Block production for the first vessel will begin as soon as possible as soon as possible reports Helsinki Shipyard, with the first phase at Mantyluoto. The hull assembly and completion will be undertaken at the Helsinki Yard before the vessel transfers to Davie in Canada for final outfitting and commissioning.

Using this new model, Davie is strengthening its capabilities to build multiple special-purpose vessels simultaneously.  

Last month, Davie announced it would also acquire facilities in Galveston and Port Arthur, Texas, from Gulf Cooper & Manufacturing. It will gain a shipbuilding capability in the United States as it looks to bid for future U.S. icebreaker projects. 
 

 

The Kerala State Government in India followed through on its earlier assertions and filed a compensation claim in the courts against MSC for damages as a result of the loss of the MSC Elsa 3 off the coast in late May. As part of the claim, the High Court ordered the MSC Akiteta II, which was in port in India, detained until the company can post a bond in the case.

The admiralty court case seeks damages, citing the impact on the economy, environment, and the livelihood of fishermen following the sinking of the ship. In addition to the direct costs, the state claims a loss of confidence, which will have a long-term impact on business. 

The total claim is for $1.1 billion, with the bulk, $1 billion, for damages as a result of pollution. It is also seeking $44 million to restore the environment and a further $61.3 million in economic loss for the fishing community.

While there has been a minimal release of oil that was stopped by divers who capped the tanks, media reports cite a range of impacts. A total of 61 containers have been retrieved from the 643 that were aboard the ship when it went down. The Directorate General of Shipping reported that as of the beginning of July, an estimated 450 to 500 tonnes of nurdles have been collected from the shoreline. Volunteers continue to comb the beaches.

The media also reports that six large carcasses have been retrieved, including a dolphin and a whale. They are suspected of having died due to exposure to the microplastics or other toxic substances from the vessel.

MSC Akiteta II (30,592 dwt) happened to be the vessel in the Vizhinjam port when the case was filed. Built in 2001 and with a capacity of 2,226 TEU, it is slightly larger than the MSC Elsa 3 (1,730 TEU). The court ruled it was acceptable collateral and that it would be held pending MSC posting a bond. The court has permitted the vessel to continue to load and unload containers, but it is not permitted to depart. A hearing was scheduled for July 10.

The court followed a similar pattern with some of the individual claims that have already been filed. Other MSC vessels were detained until bonds were posted.

The case was filed while the investigation into possible safety lapses is ongoing. Previously, the Indian authorities contended the containers were improperly handled and secured. The media writes that an interim report has been sent to the Directorate General of Shipping, but it is still pending information from the VDR. The equipment was retrieved last month by divers and was taken ashore to be analyzed. The captain and crew of the ship remain in Kochi facing charges from the local police related to negligence in handling of the vessel and the dangerous cargo aboard.

Clean-up efforts for the vessel are also stalled pending a change in salvage companies. After the first phase was completed, which included capping the oil leaks, MSC elected to change salvage companies for the next phase. SMIT has filed a new plan with the government and reports that its equipment and divers will be arriving in India later this month. Weather permitting, they hope to begin diving on the wreck in August, and the plan calls for siphoning the fuel from the vessel’s tanks.

 

Yemen's Houthi rebels have released video footage of the sinking of the bulker Magic Seas, which they attacked and boarded last weekend. 

The footage begins with a single blast on Magic Seas' hull on the starboard side amidships, potentially one of the two unmanned bomb boats that reportedly reached the ship and detonated. Drone footage follows, showing black marks on both sides of the hull amidships from possible explosions. 

Scenes of the targeting and sinking of the Magic Seas ship, whose owner violated the Yemeni Armed Forces' ban. pic.twitter.com/sD5H7gy6Ck

— Ahmed Hassan ???????? ???? ??? ??? (@Ahmed_hassan_za) July 8, 2025

In what may have been a staged performance, a carefully-filmed video of a boarding shows a team of four Houthi fighters running down the main deck and entering the wheelhouse, unopposed by crew or security contractors. (All crewmembers abandoned ship and were rescued by another passing vessel before the vessel's capture.) A choreographed display by three armed militants atop the deckhouse brings the boarding segment of the video to its conclusion.  

As in previous attacks in which the militant group managed to seize control of the vessel, the militants placed multiple explosive charges to penetrate the hull. At least seven discernable blasts below the waterline occurred, followed by rapid flooding. The ship settled low without any sign of a list and foundered, meeting her end on an even keel. 

The physical appearance of the ship in the Houthi footage validates previous crew videos (below), confirming their authenticity. 

????? ????? ???? ??????? MV MAGIC SEAS ??? ????????? pic.twitter.com/FGCxhwBTVJ

— ???? ???????? (@saeedalmaini) July 7, 2025

The Houthis did not stop their campaign with the attack on the Magic Seas. On Monday, they also launched a prolonged and concerted attack on the bulker Eternity C, killing three crewmembers and disabling the ship. The vessel's fate is unknown.  

 

After repeated attacks by Houthi rebels, the bulker Eternity C has lost propulsion, and three members of her crew are dead, according to EUNAVFOR. On the morning of July 9, the vessel began sinking and the crew abandoned ship to await rescue, according to maritime risk management consultancy Vanguard Tech.  

The Eternity C was under way on a voyage from Berbera to Jeddah with a cargo of soy and 22 crewmembers aboard when it was attacked by armed militants in skiffs southwest of Hodeidah, the Yemeni port controlled by the Houthi rebel faction. On July 7, the vessel was attacked three times by as many as eight boats firing small arms and RPGs, resulting in three dead, two injured, significant engine room damage and loss of propulsion, EUNAVFOR Operation Aspides and Vanguard Tech reported.

Houthi boats returned for a fourth attack on July 8, and the incident is ongoing. The ship's lifeboats have reportedly been destroyed, leaving the crew unable to abandon ship. No warships are present in the vicinity to respond, and nearby good Samaritans have been unable to assist because of the continued threat of an attack. 

Multiple media outlets have reported that a private attempt to rescue the seafarers aboard Eternity C is under way, with participation from maritime risk firm Diaplous and security contractor Ambrey. The objective is to bring the survivors to safety and to recover the bodies of the victims.

The chief engineer is reportedly among the deceased, along with an oiler and an engineering cadet. One of the injured, an electrician, reportedly lost a leg. 

A video circulating on maritime social media appears to provide VHF audio of Eternity C's distress call during the attack, including the crew's urgent request for medical assistance for the wounded. 

???????? ????????? ?? ??????? Eternity C ???? ????? ?????? ???? ??? ? ??????? ?? ???? ????? ??????? ?? ???? ??????#ship #bulk #eternity_c #yemen #redsea #sea #port #theseainarabic #TSIA pic.twitter.com/qo5Ebkjnnm

— The Sea In Arabic ????? ??????? (@Theseainarabic) July 8, 2025

Yemen's Houthi rebels have yet to claim responsibility for the attack on Eternity C, but the event occurred in a Houthi-dominated region and the group has claimed a nearly identical attack on the bulker Magic Seas last weekend. 

"The recent period of relative calm may have led to a sense of reduced urgency across parts of the industry to carry out ownership affiliation checks," said Vanguard Tech head of intelligence Ellie Shafik. "However, the pause in Houthi activity did not necessarily indicate a change in underlying intent. As long as the conflict in Gaza persists, vessels with affiliations [with Israel] - both perceived and actual - will continue to face elevated risks." 

Vanguard Tech noted that Eternity C's owner has multiple other ships that have called at Israeli ports, including Haifa, which is under a remote "blockade" by Yemen's Houthi rebels. Vanguard identified these vessels as the HSL Nike, which called Haifa last month, and Faith, which called at Ashdod in November. The Houthis have previously threatened to attack the interests of shipowners who have any vessels that call in Israel, and the group did not withdraw that threat after a partial ceasefire was agreed with the U.S. earlier this year. 

The group has released a video of its earlier attack on the Magic Seas, and it shows that the vessel was boarded by militants after the crew abandoned ship. As in previous Houthi sinkings, the bulker was mined with explosive charges in order to send it below. The vessel settled slowly in the water and sank on an even keel. 

Scenes of the targeting and sinking of the Magic Seas ship, whose owner violated the Yemeni Armed Forces' ban. pic.twitter.com/sD5H7gy6Ck

— Ahmed Hassan ???????? ???? ??? ??? (@Ahmed_hassan_za) July 8, 2025

"These attacks demonstrate the ongoing threat that Iran-backed Houthi rebels pose to freedom of navigation and to regional economic and maritime security," said the U.S. State Department in a statement Tuesday. "The United States has been clear: we will continue to take necessary action to protect freedom of navigation and commercial shipping from Houthi terrorist attacks, which must be condemned by all members of the international community."

[By: RINA]

RINA, the global engineering consulting, inspection and certification company, has secured a high-profile World Bank-funded assignment to help accelerate Brazil’s transition to a low-carbon industrial economy. RINA will deliver a comprehensive water assessment study for securing industrial water for green hydrogen production at the Complexo Industrial e Portuário do Pecém (CIPP), a flagship low-carbon development hub in Brazil. The project will not only support industrial innovation but also contribute to social and environmental equity, improving water access for nearby communities in the state of Ceará.

A Strategic Step Toward Green Hydrogen at Scale

To support large-scale green hydrogen production, the study explores two key water sourcing strategies: reuse of treated effluent from sewage treatment plants in Fortaleza’s western region and seawater desalination. Both options will be assessed for their technical feasibility, economic viability, environmental impact, and compatibility with local infrastructure and regulation.

The water assessment study, to be delivered by RINA in partnership with local firm Krypton, will provide:

• A comparative feasibility study of reclaimed water reuse vs. seawater desalination.
• A detailed environmental impact analysis Assessment of water demand at the CIPP over the next 5–10 years, aligned with anticipated industrial growth.
• A regulatory and infrastructure evaluation, ensuring compliance with Brazilian standards and effective use of existing water systems.

Crucially, the study will also evaluate how the proposed infrastructure could enhance water access for surrounding communities, ensuring that industrial progress contributes to broader regional sustainability.

This award follows RINA’s successful delivery of the first consultancy at World Bank Group, focused on industrial decarbonisation. That assignment encompassed developing a comprehensive GHG inventory, energy balance, and decarbonisation roadmap for the region’s energy-intensive industrial cluster. The continuity between both projects positions RINA as a key contributor to the development of the project in the Port of Pecem, as one of Brazil’s premier clean energy and green export hub.

“This project reflects the power of RINA’s global knowledge base and our ability to apply it in support of sustainable industrial development,” said Andrea Pestarino, IFI and Organizations Engineering Commercial Management Director at RINA. “As a knowledge-led organisation, we bring together experience across sectors and geographies to deliver tailored, high-impact solutions. This World Bank contract reinforces our long-term commitment to the region and to Brazil’s clean energy future.”

[By: Damen Shipyards Group]

Damen Shipyards Group has signed a contract with South Korea’s Starline Co. Ltd. for the delivery of a new Damen Fast Ferry 4212. Available from stock at Damen Song Cam Shipyard in Vietnam, the shipbuilder expects to deliver the vessel just seven weeks after the contract signing on 12th May.

Starline has purchased the vessel to operate the route between Busan on the mainland and the Japanese island of Tsushima. Currently, the company operates a Damen Fast Ferry 4010 and wanted a slightly larger vessel, suited to the sometimes harsh, open sea conditions experienced on the route.

Ready for the season
Due to its practice of building standard vessels in series for stock, Damen already had the Fast Ferry 4212 available. Additionally, Damen had already outfitted the vessel to ensure that it would be ready for delivery in time for the summer season. Damen is continuing to construct and outfit vessels, such as the Fast Ferry 4212 design, for stock to provide its clients around the world with rapid access to their next vessel.

Preparing the ferry in this way reduces the already quick delivery time from six months to just a few weeks. The success of the Fast Ferry 4212 – Damen has sold eighteen such vessels to date – has provided Damen with a clear view of market requirements enabling them to bring the vessel almost to completion in advance of a purchase. In the coming weeks, the shipbuilder will finalise the vessel, making minor customisations to meet Starline’s requirements.

Suited to South Korea
The Fast Ferry 4212 is an aluminium catamaran vessel designed to offer optimal passenger comfort with high fuel efficiency and low maintenance requirements. The 42.2 metre vessel is able to transport up to 439 passengers at speeds of up to 40 knots.

The Damen Fast Ferry has proven to be a very suitable vessel for the South Korean market. To date, the company has sold eight vessels from the series to the country, six of which are of the Fast Ferry 4212 design. Following the order, Damen has assisted Starline with the sale of its existing vessel, the Fast Ferry 4010, via its in-house brokerage service, Damen Trading.

Damen Regional Sales Director Asia-Pacific Thomas Röwekamp said, “We are very proud that Starline, already an existing Damen client, has once again placed its trust in us for the purchase of a second Fast Ferry, as well as the sale of its previous vessel. I’m looking forward very much to continuing to work together with Starline in the future.

“This contract is a clear demonstration of the benefits of the Damen stock building strategy in action, providing clients with the fastest possible delivery of a proven product. It also reaffirms the suitability of the Damen Fast Ferry designs to the requirements of the South Korean public transportation sector.” Mr. Choo, representative of Starline said, “When we decided to invest in a new ferry we knew where to go. Damen has an excellent track record in serving the public transport sector in South Korea.

Additionally, having operated the Damen Fast Ferry 4010 since 2016, we were aware of the high quality of the series. We were impressed that Damen was able to deliver the vessel we were looking for in such a short space of time. Besides this, the assistance Damen is providing in the sale of our current vessel is very much appreciated.”

One of the targets now confirmed by the Israeli Air Force in its recent attack on the Houthis in Yemen was the car carrier Galaxy Leader. The Israelis reported the vessel was being used by the Houthis to monitor maritime traffic in the Red Sea area near Hodeidah.

The Israel Air Force released a video showing its strike on the vessel, which is anchored at the port of Al-Salif, one of the three ports targeted in the strikes on July 6. The announcement confirmed it was a deliberate attack on the 17,127 dwt car carrier, which has been detained since November 2023.

“IAF fighter jets strike & dismantle terrorist infrastructure belonging to the Houthi terrorist regime at the port of Ras Isa, Yemen. Among the terror targets struck was the merchant ship Galaxy Leader,” the Air Force reported. While it did not report the damage to the vessel, the video shows two large explosions.

It was reportedly not the first attack on the vessel. The Houthis’ media outlets claimed the U.S. also targeted the vessel with two air strikes in March after it launched the campaign against the militants. That attack was unconfirmed.

 

IAF fighter jets strike & dismantle terrorist infrastructure belonging to the Houthi terrorist regime at the port of Ras Isa, Yemen. Among the terror targets struck was the merchant ship Galaxy Leader, which was seized by the Houthi regime in November 2023.
Watch: pic.twitter.com/Vqu4qUCnEV

— Israeli Air Force (@IAFsite) July 7, 2025

 

The latest Israeli attack, which included the Galaxy Leader, came days before the Houthis resumed their attacks on merchant ships. While the militants had been threatening shipping associated with Israel, there had been no attacks in 2025. That changed on Sunday and again on Monday when they attacked two bulkers in the Red Sea.

The Galaxy Leader caught international attention in November 2023 when the Houthis staged a commando-style raid from the air to board and seize the car carrier. The vessel, which is managed by the UK-based Ray Car Carriers with Israeli investments, was directed to port. The crew was detained in Yemen for over a year despite repeated international pleas. The Houthis finally released the crew of the Galaxy Leader, and they were evacuated by the Omanis in January 2025.

The Israelis reported that the July 6 attack included approximately 20 fighter jets using over 50 munitions. They struck targets controlled by the Houthis in the ports of Al Hudaydah, Ras Isa, Salif, and the Ras Kanatib Power Plant.

Israel has repeatedly targeted the ports as they say they are being used to import arms and parts of the missile and drone programs. In May, the Israelis attacked port infrastructure, including destroying tugboats. 

The Houthis had announced that ports in Hodeidah had returned to full operation as of July 1. There had been reports that the Houthis were refusing permission for ships to depart the port after the strikes began this spring. The Indian Directorate General of Shipping recently reported that it had facilitated the release of the last of the vessels in Ras Isa. It said 11 vessels with over 150 Indian seafarers had been in the port, but the last one departed on June 29.
 

A report to the U.S. Congress in the U.S. Navy’s budget revealed that the new carrier John F. Kennedy is now scheduled for delivery in March 2027. Bloomberg highlighted the 20-month delay in the program, reporting that shipbuilder Newport News is still working to resolve issues with the Advanced Weapons Elevator system and complete certification of the Advanced Arresting Gear.

During Congressional hearings in April, the U.S. Navy confirmed that a further delay was expected for the massive carrier, which had been scheduled for delivery this month without specifying the new date. Bloomberg quoted Navy Secretary John Phelan telling Congress, “All our programs are a mess.” HII highlighted that Phelan visited the Kennedy in April along with a Congressional delegation and witnessed topside testing of the electromagnetic aircraft launch system (EMALS). 

It is not the first delay for the carrier or challenge HII has faced with these systems. The first ship of the class, Gerald R. Ford, was delivered in 2017, but it took till 2021 for all the elevators to be fully certified. In 2023, the Navy cited a change in strategy for the carriers and authorized additional work and budget to HII for the Kennedy. The Navy reported an additional $400 million in its budget to allow HII to complete more "baseline work" on the ship before it delivers, rather than catching up after delivery in the post-shakedown availability period. They said that would push back delivery for June 2024 to July 2025.

The Navy also altered the plan for the Kennedy in 2020, adding two years to the schedule to allow for modifications. This included fixing problems identified during the construction of the Ford, the substitution of a different radar system, and changes to accommodate the F-35C stealth fighter.

Bloomberg quotes a Navy spokesperson saying it is, “exploring opportunities for preliminary acceptance of the vessel prior to formal delivery and is coordinating closely with stakeholders to ensure the fastest possible transition to fleet operations,” for the Kennedy.

Since the pandemic, HII has been citing supply challenges, delays in material availability, staffing shortages, and supply chain performance for the carrier program. The new budget document again cites these issues reporting delivery of the third carrier, Enterprise, is being delayed from September 2029 to July 2030. The report does not indicate if dates will be impacted for the fourth carrier, Doris Miller, which began dry dock work this year. She is scheduled to be commissioned in 2032.

HII told Bloomberg that it was learning from the early phases of the program, especially with the Ford, but that the Kennedy was in a “fairly advanced stage,” making it difficult to incorporate all the lessons learned. The hope is that the lessons learned will improve the process for the later carriers. In addition, HII reported last week that it was testing a new approach, including the use of Artificial Intelligence (AI) in a partnership with C3 AI to employ advanced algorithms for its yards' work scheduling and planning. 

The delays present challenges for the Navy and the Trump administration, which has promised a strengthening of the armed forces. The U.S. Navy needs the new carriers to replace the aging Nimitz class, which is approaching its scheduled end of service. The USS Nimitz was commissioned in May 1975 and is scheduled to be decommissioned in 2026. The urgency is magnified as the sistership Dwight D. Eisenhower is likely to follow the Nimitz in 2027, and the Carl Vinson is only five years younger.
 

[By: Anemoi Marine Technologies]

Anemoi Marine Technologies, a global leader in wind propulsion solutions, is proud to announce the official opening of its new Rotor Sail production facility in China. This landmark development significantly enhances Anemoi’s manufacturing capabilities and underscores its commitment to accelerating the maritime industry’s transition to zero emissions.

Strategically located on the banks of the Yangtze River, Anemoi’s facility is located in Jingjiang City, Jiangsu Province, within Daming Heavy Industry’s manufacturing base. The facility provides direct access to port infrastructure, enabling seamless logistics for import, export, and delivery. With barge transport available on-site, Rotor Sails can be transported efficiently and installed directly at nearby major shipyards, streamlining operations and minimising environmental impact.

"This is more than just a new site," said Clare Urmston, CEO of Anemoi. "It’s a fully integrated, end-to-end production hub where every stage, from steel fabrication and precision assembly to rigorous testing and quality assurance, is handled under one roof. That means faster turnaround, uncompromised quality, and complete oversight by our expert team, on site, from start to finish. Anemoi’s strategy is quality first and this site enables exactly that.”

Anemoi has been working in China since its pilot installation in 2018, and subsequently established its Chinese entity, ANEMOI Marine Technologies (Changzhou) Co., Ltd., ???????????????, in 2021. The company has built strong strategic partnerships over time. For example, Anemoi has maintained close cooperation and formed a strategic partnership with CRRC Qishuyan Institute Co., Ltd., a first-tier subsidiary of CRRC, the world's largest rail transit equipment manufacturer. With a strong foundation in materials science, key manufacturing processes, key components, and intelligent manufacturing of high-end equipment, the two parties have forged a deep cooperative relationship across the entire value chain, from key component production and system assembly to testing and technical services. Together, they have jointly established this state-of-the-art facility which serves as an advanced manufacturing platform, integrating both production and verification capabilities. The site has been co-designed to enable full speed testing, commissioning and balancing of our Rotor Sails prior to delivery to the Customer to minimise the risk during vessel installation and operation. The site can accommodate Anemoi's full suite of Deployment Systems including Fixed, Folding and Rail types.

This collaboration not only enhances Anemoi’s industrial footprint but also brings the quality assurance associated with China’s high-speed rail to Anemoi’s Rotor Sails. Importantly, Rotor Sails align seamlessly with the CRRC Qishuyan Institute’s development strategy of “High-end Transportation Equipment + Clean Energy Equipment” in the clean energy sector. Moving forward, both parties are committed to advancing global efforts in maritime energy conservation and emissions reduction.

“We are proud to support this milestone project, which reflects the power of international cooperation. By combining British innovation in wind propulsion with China’s advanced manufacturing expertise, we are delivering impactful solutions on a global scale,” Shared by Mr Fang Jun, Vice General Manager of CRRC Changzhou Tech-Mark Industrial Co.,Ltd.

Anemoi has also built a long-term, successful collaboration with Lianyungang Zhongfu Lianzhong Composite Material Group Co., Ltd. (Zhongfu) to produce its composite rotor skins using Anemoi’s patented filament winding manufacturing process. This method, which is unique to Anemoi, ensures additional strength, durability, and uniformity across every product, which is vital for high-performance and withstanding cargo operations. Composite skins are thoroughly tested, painted, and inspected before being transported to Anemoi’s facility in Jingjiang for Rotor Sail assembly.

Ms. Xu Xiuming, Marketing Director of Zhongfu, a leading manufacturer of wind turbine blades, said “We are proud to be contributing to the shipping industry’s decarbonisation journey through our close partnership with Anemoi since 2020, producing high-quality composite Rotors at scale.”

Now, Anemoi has partnered exclusively with Daming Heavy Industries, a global leader in high-end precision manufacturing services for steel fabrication and port services. The collaboration strengthens Anemoi’s position, drives consistent quality in delivery and provides flexibility to scale as global demand for wind-assisted propulsion grows.

Mr. Ren Lei, Marketing Director of Daming said: “Our partnership with Anemoi reflects a shared commitment to quality, efficiency, safety, and timely delivery. With our one-stop, fully integrated facility, we are confident in our ability to support Anemoi’s vision and contribute to a more sustainable maritime future.”

With an annual production capacity of 250 Rotor Sails, and the option to expand further and store units for fast turnaround, the new site positions Anemoi to meet surging global demand and support its customers in achieving critical decarbonisation goals. The scale and capabilities of this facility make it the first of its kind for wind propulsion, cementing Anemoi’s leadership in this transformative sector.

“Our presence in one of China’s key shipping hubs not only strengthens existing strategic relationships but also paves the way for new collaborations,” added Nick Contopoulos, Chief Commercial Officer of Anemoi “Getting to zero emissions requires forward-thinking action and partnerships like these. Together, we are shaping the future of sustainable shipping.”

[By: London International Shipping Week 2025]

 

Global leaders in maritime regulation, shipowning, finance and chartering will grace the stage of the International Maritime Organization (IMO) Plenary Hall on Wednesday September 17th as confirmed speakers at the London International Shipping Week 2025 (LISW25) headline conference. 

Chaired by Michael Parker, member of the LISW25 Board of Advisors and Chairman of Global Shipping, Logistics & Offshore at Citi, the conference has as its theme 'The management of paradox in global shipping’.

Arsenio Dominguez, Secretary-General of the IMO will give an opening keynote address while Nusrat Ghani MP, Deputy Speaker, House of Commons, will moderate the opening panel which will pose the question: Can shipping save globalisation? She will be joined by, among others, Nikolaus H. Schües, Immediate Past President, BIMCO  and CEO and owner of Reederei F. Laeisz. 

The second panel session: Does international regulation work in the contemporary geopolitical environment?, will be moderated by Richard Meade, Editor of Lloyd’s List and will feature, among others, Mikal Boe, Chairman & CEO, Core Power; Arsenio Dominguez; and Katy Ware, Head of Regulatory Affairs at Zodiac Maritime.

In the third session: Where Chaos Meets Code: Thriving at the Intersection of Geopolitics and Innovation, to be moderated  by Julian Bray, Editor-in-Chief of Tradewinds, Ben Palmer, President, Inmarsat Maritime and Chair of the LISW25 Technology & Innovation Working Group, will provide a thought piece from the findings of the Working Group challenging panelists, and delegates, to think about how they will prosper in an always on, data abundant, digitally-enabled, AI-led, application heavy-world.  Confirmed speakers include Nick Brown, Chief Executive of Lloyd’s Register; Emanuele Grimaldi, Chairman of the International Chamber of Shipping; Paul Jennings, Managing Director of NorthStandard; and Karrie Trauth, EVP and Global Head of Shipping & Maritime at Shell.

As Ben Palmer noted: “Much of the conference agenda is focused on how shipping can adapt in the here and now to the challenges posed by a volatile, uncertain, complex and ambiguous geopolitical environment.  

“But we cannot ignore the parallel reality that we are living in an exciting era of transformation, much of it enabled by new technologies opening up fresh possibilities.  How the shipping ecosystem embraces such opportunities will shape how successful it is in navigating the uncertainties of the future, enhancing sustainability, operational efficiency, effectiveness and security and creating new sources of customer value,” he said.  

This session aims to challenge attendees, asking them to consider how they will prosper in an always on, data-abundant, digitally-enabled, AI-led, application-heavy world.

Michael Parker, Conference Chairman, said: “Global trade relies heavily on shipping, a sector vital to the world economy. It plays a crucial role in supply chain security and is at the forefront of decarbonising hard-to-abate sectors. Its importance cannot be understated. Join our leading politicians, industry leaders, regulators and policy makers to discuss these critical issues and be part of the conversation.”

If you would like to register for this important industry event, then please visit https://lisw.com/#tickets

[By: Militzer & Münch Group]

The Militzer & Münch Group continues on its growth course in Southeast Asia and today opened a new country unit in Singapore. The location will play an important role as a regional coordination centre for cross-border logistics in Southeast Asia.

As an important economic and logistics location, Singapore is a logical building block in Militzer & Münch's growth strategy. With land transport, air and sea freight, project logistics, and customs services, customers in Singapore have access to the entire range of M&M services.

“Our goal is to tap into the local market, build a strong local team, and establish Singapore as a regional logistics hub for Southeast Asia,” says Abdul Razzak, Managing Director of the new company. Together with Asheeq Morris, Director, he is responsible for setting up and managing the country unit.

Coordination in Asia
With its own companies in China, Malaysia, Indonesia, Vietnam, India, Sri Lanka, Taiwan, Mongolia and New Zealand, Militzer & Münch has a strong presence in Asia. Singapore complements the network as an efficient hub with excellent international connections, political stability, and reliable infrastructure. As one of the world's most highly networked economies with a high share of foreign trade, the city-state has been one of the leaders in the World Competitiveness Ranking for many years.

“As a service provider, we have to be where our customers are,” says Andreas Löwenstein, Regional Managing Director Asia / Far East at Militzer & Münch. “Singapore is not only geographically well located, but also one of the most important business centres in the world. With the new company, we are creating proximity to important decision-makers, and offering our customers even greater operational reliability.”

[By: McCullough Engineering Services]

McCullough Engineering Services (MES) is proud to announce the successful completion of restoration efforts on the Stuyvesant, a trailing suction hopper dredge owned by The Dutra Group. The vessel suffered significant fire damage on November 2, 2024, and was returned to full operational status in less than eight months— successfully completing sea trials on June 20, 2025, and resuming work just days later.

The repair work was conducted at BAE Systems Jacksonville, with MES leading the project from damage assessment through final commissioning. Under the leadership of Devin Smith, Vice President of Commercial Programs, MES delivered a comprehensive engineering and project management effort to restore the Stuyvesant to fully certified, mission-ready condition.

Key Milestones and Scope of Work
McCullough Engineering Services performed a wide range of services during the restoration, including:

• Initial assessment of fire damage in the Engine Room and Machinery Control Room (MCR)
• Development and oversight of the recovery plan
• Liaison role with insurance providers
• Design and installation of a new ABS/USCG Certified Switchboard and Main Engine Control System
• Complete rebuild of the Machinery Control System and MCR console
• Redesign and installation of the Dredge Generator AVR system and MCCs
• Relocation of Variable Frequency Drives (VFDs)
• Removal, replacement, and testing of all damaged cables in the Engine Room
• Commissioning of the Electric Plant, Main Engines, and Machinery Control System
• Installation of a new Fire Detection System

“This project is a testament to what’s possible when engineering precision, fast decision-making, and client collaboration come together,” said Devin Smith, Vice President of Commercial Programs. “The Stuyvesant is back to work and fully capable—proof that even the most complex maritime setbacks can be overcome with the right team in place.”

[By: Everllence]

At a ceremony at Hapag-Lloyd’s headquarters in Hamburg, Dr. Uwe Lauber, CEO of Everllence, presented Hapag-Lloyd’s CEO, Rolf Habben Jansen, and Managing Director Fleet, Silke Lehmköster, with a plaque commemorating the company’s order for an Everllence B&W ME-GI dual-fuel engine – the 1,000th ME-GI ever ordered by the market. The engine, a 7G95ME-GI type, is bound for a container vessel currently under construction at Jiangsu New Yangzi Shipbuilding Co., Ltd. where it is designated as hull #1721.

Habben Jansen said: “We are proud to mark this milestone with our partner, Everllence. The order for the 1,000th ME-GI engine reflects our commitment to decarbonising global supply chains. Dual-fuel technologies like the ME-GI are a key step on our journey to a low-emission fleet and support our ambition to drive change across the industry.”

Dr. Lauber said: “Considering that the strongest interest in the ME-GI engine has come from the container segment, it is fitting that this significant milestone should be reached with an order from such a prestigious container player as Hapag-Lloyd. On the path to net-zero, the marine industry needs pioneers and Hapag-Lloyd is leading the way by example.”

Lauber continued: “2025 has seen a large increase in ME-GI orders as methane makes for an excellent transition fuel on the way to decarbonising shipping. The ME-GI’s market-leading efficiency and technological maturity – as well as lowest methane slip – have confirmed its status as the marine industry’s default, dual-fuel, methane-fuelled engine.”

The ME-GI engine was originally introduced in 2014, since when it has been broadly accepted by all marine segments.