It’s possible that I shall make an ass of myself. But in that case one can always get out of it with a little dialectic. I have, of course, so worded my proposition as to be right either way (K.Marx, Letter to F.Engels on the Indian Mutiny)
Saturday, May 30, 2026
Court Dismisses Lawsuit Against Porsche Over Felicity Ace Fire
Judge ruled that the shipowner hadn't proven that an electric sports car started the fire
A 2022 Porsche Taycan electric car (Press handout photo courtesy Porsche)
A lawsuit against carmaker Porsche over the fire aboard the car carrier Felicity Ace has been resolved in favor of the famous German auto brand.
Felicity Ace departed the ro/ro port of Emden, Germany on February 10, 2022 with a load of 4,000 cars on board, all built by the Volkswagen Group. The consignment included high-value autos from VW's luxury Audi, Porsche, Bentley and Lamborghini brands. Some of these vehicles were all-electric or hybrid-electric, fitted with lithium-ion batteries.
On February 16, a fire broke out on a vehicle deck while the ship was about 200 nautical miles off the coast of the Azores. The crew were not able to control the blaze, and they abandoned ship successfully. All 22 were rescued by the Portuguese Navy, and no injuries were reported. The ship, however, was badly damaged: burn patterns on the exterior suggested complete combustion in most cargo holds and spaces above the waterline. The vessel burned for about one week, and when it was finally out, salvors boarded to rig up a tow. The salvage team began to tow the hulk to a port of refuge, but while under way, the Felicity Ace took on a severe list; the wreck suddenly sank on the morning of March 1 - taking with it hundreds of millions of dollars in burnt cars.
The Felicity Ace after the fire, February 2022 (Portuguese Navy)
After the sinking, shipowner MOL and its insurers filed two lawsuits against Porsche in two different German regional courts, one in Braunschweig and another in Stuttgart. The plaintiffs alleged that the batteries inside of a new Porsche Taycan all-electric sports car was responsible for starting the fire on the vehicle deck. More than 100 high end Taycans were on board; depending on options, these vehicles were each worth about $80-180,000 each (MSRP) at the time of shipment.
The plaintiffs contended that the risks of the battery technology were new and little-known at the time, and that the automaker should have given more warning. VW countered that the fire could have started a different way, and that the vessel's firefighting procedures and systems were at fault for the spread of the blaze. Initial attempts at mediation were not successful, and both suits proceeded to trial.
On Wednesday, the Stuttgart court concluded that it had not been given conclusive evidence that a Taycan had started the fire, and ruled in Porsche's favor. The ruling is still subject to possible appeal.
The Braunschweig trial is still under way.
Product Tanker Catches Fire Anchored Off Bangladesh
Teams were fighting the fire aboard the product tanker anchored at Chittagong (Bangladesh Coast Guard)
The Bangladesh Coast Guard reports it was working to control a fire that was burning on a product tanker anchored off Chittagong. The fire was reported at 0725, coming on the holiday of Eid al-Adha, one of the holy days of the Islamic calendar, coinciding with the culmination of the annual Hajj pilgrimage to Mecca.
The tanker Meghna Trader (13,000 dwt) was built in 2007 and is owned by Meghna Group of Industries (MGI), one of the largest conglomerates in Bangladesh. The ship is part of a fleet operated by Meghna Edible Oils Refinery, a major industrial facility and producer of edible vegetable oils, including soybean, sunflower, and mustard oils.
The ship had been at anchor for the past 10 days after arriving from Indonesia. The fire teams reported they were able to rescue 22 crewmembers without injury.
Coast Guard and rescue teams were reported to be working tirelessly on fire control and extinguishing the fire. Images showed fireboats spraying down the vessel. The Coast Guard vessel Shyamol Bagla and a Coast Guard tug, Promatta, responded. In addition, two high-speed boats from the fire departments and shore teams were also assisting.
In just under three hours, the Coast Guard reported the external portion of the fire had been extinguished. However, the fire was continuing to burn on the interior of the ship, and they were continuing efforts to extinguish the fire.
Fire Breaks Out Aboard Ro/Pax Ferry at Port of Naples
Firefighters at the port of Naples, Italy have successfully controlled a blaze that broke out yesterday aboard a moored ferry near the city's famous Piazza Mercato.
The incident occurred aboard the ferry GNV Phoenix, a ro/pax ferry that was moored at La Nuova Meccanica Navale for maintenance work. The blaze broke out on the seventh deck at about 1845 hours on Wednesday evening. All 85 people who were aboard the ship at the time of the fire evacuated safely, and there were no injuries reported.
Firefighting work continued through the night, aided from the waterside by one fireboat and three tugs and from shore by the Vigili del Fuoco, Italy's national fire department. As a precautionary measure, the city of Naples' health authority issued a shelter-in-place order, recommending against going outside or using ventilation systems. So far, air quality readings suggest no issues, according to regional environmental agency ARPAC.
Firefighters worked through into Thursday morning and finally got the blaze under control, preventing it from spreading through the ship. Decontamination work was under way as of Thursday morning, according to Vigili del Fuoco.
The port of Naples has remained continuously open to marine traffic, with the exception of Piers 29 and 30, where firefighting operations were under way.
GNV Phoenix (ex name Athara) is a 23-year-old ro/pax ferry, and was previously owned by Tirrenia. She trades domestically and has no history of overseas port state control inspections.
USCG Catches Four Chinese Stowaways on Barge Arriving From Florida
Chinese and Dominican stowaways under guard on a patrol boat in San Juan Harbor (USCG)
Last weekend, the U.S. Coast Guard busted a group of eight stowaways on a barge in San Juan's harbor, the latest in a string of interdictions on tug-and-tow traffic to Puerto Rico. This time was different in the unusual composition of the would-be immigrant group and the last port of call: the group was on board a vessel that had departed from the continental United States, not a foreign country.
On May 22, Sector San Juan received a report from CBP's Air and Marine Operations Center, which reported that possible stowaways had been spotted aboard the barge tow connected to the U.S.-flagged tug Southern Dawn.
AIS data provided by Pole Star Global shows that Southern Dawn's port of departure was Jacksonville, Florida. She left on May 16 and got under way for Puerto Rico, maintaining a steady speed of 7-8 knots throughout the voyage and making no foreign port calls, stops or diversions.
Though the tug had been on a domestic route, foreign nationals had managed to get on board the tow at some point before arrival in San Juan, according to the Coast Guard. Four Chinese nationals and four Dominican Republic nationals were apprehended by a Coast Guard boat crew, and were transferred to CBP for processing at the Puerto Nuevo Terminals in San Juan's harbor.
“The coordination and swift response of the Coast Guard and our partner agencies to apprehend and process these stowaways demonstrates our collective commitment to securing and protecting the U.S. maritime border and navigable waterways in Puerto Rico and the U.S. Virgin Islands,” said Cmdr. Matthew Romano, Coast Guard Sector San Juan's chief of response.
Chinese nationals account for about 2-3 percent of all illegal immigrants in the United States, but apprehensions of unauthorized Chinese migrants have been on the rise on the southern border in recent years. About 25,000 arrests of Chinese nationals occurred at the border in 2024, according to the Border Patrol.
It is unclear whether the stowaways boarded in Jacksonville or at sea, and why they attempted to reach Puerto Rico rather than Florida, Southern Dawn's port of origin and next port of call.
Southern Dawn is a twin screw, EMD-powered line-haul tug originally built at Bollinger as the Hoku Ke'a, delivered to Young Brothers and used in the Hawaiian trades. She was resold in 2021 to a company based in Louisiana and given her current name, according to Tugboat Information. AIS data shows that she has since returned to Jacksonville.
CRIMINAL CAPITALI$M
Maritime Leader SS Teo Takes Leave of Absence to Fight Price-Fixing Charges
SS Teo, 2018 (press handout courtesy Singapore Business Federation)
Well-known Singaporean executive Teo Siong Seng (SS Teo) is taking a leave of absence from his role as chairman of Pacific International Lines in order to focus on his defense against U.S. charges of price-fixing. The charges are connected with his role as CEO of container manufacturer Singamas, a related company.
Teo, 71, is one of seven executives in the container-manufacturing industry who face U.S. charges of conspiring to restrict production and drive up equipment prices during the pandemic-era cargo surge. The U.S. Department of Justice alleges that in 2019-2020, a group of Chinese container manufacturers - Dong Fang, CXIC, Singamas, market leader CIMC, and two unnamed co-conspirators - began working together to suppress production and raise their prices for standard dry shipping containers. They allegedly agreed to restricted shifts and hours for their respective production lines and to install video cameras so that all cartel members could verify each others' compliance. By late 2022, the conspirators expanded the restrictions to include comprehensive caps on "total allowable capacity" for each company's annual production, DOJ alleges.
The arrangement allegedly boosted profit margins by massive amounts for the participants. Singamas, under SS Teo's leadership, swung from a $110 million loss in 2019 to a profit of $190 million in 2021.
Facing these charges, Teo has announced that he will be putting his high-profile posts in Singapore's business world on pause. He plans not to seek reelection to his post as chairman of the Singapore Business Federation when his term expires at the end of June, and he will be taking a leave of absence from his roles at the Singapore Economic Resilience Taskforce, Enterprise Singapore, National University of Singapore and Pacific International Lines, where he is executive chairman.
Another Singamas executive, Chinese national Vick Ma, is under arrest in France and facing extradition to the United States.
SS Teo is the son of Chang Yun Chung, a well-known shipowner who founded Pacific International Lines in 1967. Teo took over as managing director of the firm as 1992, and became chairman in 2018. Today, PIL has about 100 ships and 300,000 TEU of capacity, making it the 12th-largest container line globally. With vessels ranging from feeders to ULCVs, it operates transoceanic as well as regional services.
Cable Layer Holed in Collision with Boxship off Pakistan
Damage to the bow of a cable ship after a collision off Pakistan (Pakistani TV)
Officials in Pakistan are investigating to understand what happened overnight on May 28 when a cable ship and a containership maneuvering outside the port of Karachi collided. No one was injured, but there are reports that containers have fallen overboard, and the hull of the cable ship is holed, and it is showing significant damage.
The cable ship Niwa (7,900 dwt) is owned and managed from the UAE. The ship, which is 146 meters (479 feet) in length, was underway, maneuvering toward the port of Karachi. The ship was built in 1991 and was arriving from Salalah, Oman.
A Turkish-owned containership, Papu (38,000 dwt), was outbound from Karachi to Jeddah, Saudi Arabia. The ship is registered in Liberia and has a capacity of 2,700 TEU. It was built in 2008 and is 215 meters (705 feet) in length.
Government officials and the port authority report that the collision took place outside the port near an anchorage. Port tugs quickly responded and escorted the holed cable ship to a dock in Karachi while the containership was instructed to hold in the anchorage. There are no reports of damage to the containership, but media reports indicate an undetermined number of containers went overboard.
Pakistan’s Federal Minister for Maritime Affairs Junaid Anwar Chaudhry said the authorities were assessing the structural damage to both ships and evaluating the environmental impact, but that operations in the port were continuing as normal. He said the initial information suggested negligence on the part of the masters of both vessels.
The containership was cited by Chinese officials in November 2025 for 17 deficiencies during a Port State inspection. Among the issues listed were the auxiliary engine and the condition of the steering gear.
Thai Government Invests to Secure the Gulf of Thailand
HTMS Thepha shepherds Cambodian fishing boats out of Thai waters (@warship525)
The still relatively-new Thai government, reflecting a greater concern than previously over fractious relations with Cambodia, is further strengthening its defenses in areas where they might be particularly needed if conflict breaks out again, particularly in the Gulf of Thailand.
Conflict between the two countries was focused last summer on the disputed border in Sa Kaeo, Ubon Ratchathani and Si Sa Ket provinces on Thailand’s southeastern border. Cambodian villagers who had built homes and farmed on the Thai side of the border attempted to claim squatters’ rights, and to have the border adjusted. But there was a popular revolt at concessions being made to Cambodia in the dispute, which many believed was due to a corrupt relationship between previous Thai government figures in the Shinawatra family and the casino interests of the Cambodian Hun Sen ruling family. The Thai military insisted that a more robust line should be taken with Cambodia, which was a mandate supported in the election that followed. A peace agreement imposed in July last year was felt by many Thais to be too lenient to Cambodia, whose forces had been pushed back from the disputed areas.
Trouble erupted once again in February this year when it was found that Cambodia had been laying mines on the Thai side of the border. But more troubling were clashes at sea, when on February 9 and 12, about 25 Cambodian fishing boats intruded approximately one nautical mile into Thai waters off the islands of Koh Kut and Koh Klang, at the southern end of the Khong Yai panhandle of Thai territory in Trat Province.
On both occasions the Krabi Class patrol boat HTMS Thepha (P525) intercepted the fishing boats and escorted the intruders out of Thai waters after warning shots were fired. The Thai Prime Minister General Anutin Charnvirakul in response suspended border negotiations in progress and concessions previously made relating to Thai territorial control of waters in the area, where Thailand had producing oil fields. The border with Cambodia remains closed.
Soon to be in Royal Thai Navy colors, a pair of C-295 maritime surveillance aircraft (Airbus)
In the light of these clashes, and election promises to bolster Thailand’s defenses made by General Charnvirakul, Thailand has ordered two C295 maritime surveillance aircraft. The aircraft will be based at U-Tapao near Pattaya, adjacent to the disputed waters in the Gulf of Thailand, and will be operated by the Royal Thai Navy. Equipped with maritime search radar and an electro-optical/infra-red sensor suite, they should be able to build a single day and night onboard maritime intelligence picture. Thailand already has three C-295 transport variants operated by the Army, with two additional C-295s on order for the Air Force.
The Khong Yai area of Thai-Khmer coastal dispute, the Ranong to Chumphon Land Corridor (red) and the Funan Technical Canal shortcut from Kep to the Mekong River (blue) at Phnom Penh and thence China (Google Earth/CJRC)
Strengthening maritime and coastal surveillance is an important issue for Thailand. The realization that the Strait of Hormuz was vulnerable to closure has prompted a review of other maritime choke points, of which the Strait of Malacca is most prominent, and through which 30% of global maritime sea traffic passes. Singapore and Malaysia are opposed to imposing transit or pilotage fees on transits through the Strait, and after some hesitancy Indonesia now agrees with this line as well. But China is keen on reducing its dependency on the choke point and its potential exposure to closure. So it is a keen sponsor of the Funan Techno Canal links the Mekong from Phnom Penh to the Gulf of Thailand through a compliant Cambodia, avoiding a possibly belligerent Vietnam; it is scheduled to open in 2028. Thailand’s planned Southern Economic Corridor would then reduce the need to run the Strait of Malacca, and also save 650 nm and four days of sea passage. The Thai plan, still in the project definition phase, is to build road, rail and pipelines, all linked with two deep-water ports at Ranong and Chumphon, rather than a canal. Despite Singapore’s attractions as a highly efficient port, the corridor would have strong cost advantages, and could be transformative for Thailand: so it wants to make sure it dominates the Gulf of Thailand and the waters between Chumphon and Kep, notwithstanding the border dispute with Cambodia and the presence of the Chinese naval base at Ream.
US Adds Sanctions on Tankers and Iranian Oil Awaiting Trump’s Decision
U.S. forces continue to press the blockade while talks are reported to be near a conclusion (CENTCOM)
The United States Treasury and Department of State continued with their efforts of “maximum pressure” with sanctions on Iran as the decision on the new ceasefire to end the war was reportedly near. The United States has been increasing the financial pressure through sanctions and the blockade in an effort to bring Iran to the negotiations and win favorable terms.
Donald Trump said he would be meeting with his advisers on Friday to review the status of the agreement. They said he would be making a “final determination,” although the Iranian said terms have not yet been reached.
U.S. forces continue to enforce the blockade against Iran. CENTCOM said as of May 29, a total of 115 commercial vessels have been redirected to “ensure no commerce enters or leaves Iranian ports.” TankerTrackers.com said on Wednesday that it calculated that “There are close to 60 million barrels of Iranian crude oil trapped by the U.S. Navy blockade. That is nearly $6 billion in oil revenue that currently is not reaching Tehran.”
The Department of State on Thursday reported it was increasing the sanctions to reduce the revenue that the Iranian regime receives. It said it was adding eight tankers and the companies involved in their operations, as well as three energy traders. Concurrently, Treasury reported it was sanctioning an oil sales network that facilitated the movement of tens of millions of barrels of Iranian oil. They asserted the funds were being funneled to the IRGC, Iran’s Armed Forces General Staff, and its military apparatus.
The sanctions were extended to ship managers based in Hong Kong and the United Arab Emirates, and a shipping company registered in the Marshall Islands. The tankers included both product and crude oil vessels, and they ranged from registries in Palau to the Marshall Islands, Panama, Comoros, Cameroon, and San Marino.
The NGO UANI (United Against Nuclear Iran) tracks around 200 tankers that have been sanctioned since 2020. It says that about one-in-three of the nearly 600 vessels it has tracked over the past six years involved in the Iranian oil trade.
The U.S. State Department also imposed sanctions on three traders of Iranian-origin petrochemical products. It included a trader based in Qatar, a Singapore-based company that it says was involved in the export of over $900 thousand worth of Iranian petrochemical products, and an India-based trader that it says imported approximately $54.6 million of Iranian petrochemical products.
Iran is believed to be pushing not only for the end of the U.S. blockade but also for an end to these sanction programs.
Trump, on social media on Friday, listed three conditions, Iran’s nuclear program, the opening of the Strait of Hormuz, and all sea mines destroyed. Reports indicate the ceasefire would be for 60 days, during which time negotiations would proceed on the enriched uranium and to finalize the terms of the agreement.
Trump Says U.S. Will End Naval Blockade of Iran
The U.S. has redirected 115 ships in the past six weeks during the blockade (CENTCOM)
Listing out his conditions for the ceasefire agreement on social media on Friday, Donald Trump said the U.S. would lift its naval blockade. He did not give a timeline, but said ships caught in the region may start the process of “heading home.”
Roughly a quarter of the large oil tankers trapped inside the Persian Gulf at the outbreak of the Iran war have managed to slip out, reports Bloomberg. Based on AIS signals and other data, it believes 29 of the 109 supertankers stuck in the Persian Gulf have either slipped out or gained permission from the Iranians for the transit.
However, traffic through the Strait has continued at a trickle, with even fewer vessels willing to chance a return trip back into the Persian Gulf due to the fears they could become caught. On Friday, the International Energy Agency, International Monetary Fund, World Bank Group, and World Trade Organization issued a statement warning of the lasting impact. In addition to a rapid drawdown of the world’s oil reserves, they warned that the continued disruption was having broad impacts on food and other critical supply chains.
Shortly before Trump’s statement, CENTCOM provided its daily update, reporting that a total of 115 commercial vessels have been redirected to ensure no commerce enters or leaves Iranian ports. While it no longer cites the four vessels that were disabled, it said the enforcement was ongoing. The number of vessels rose by a few each day.
“Ships caught in the Strait due to our amazing and unprecedented naval blockade, which will now be lifted, may start the process of ‘heading home!’ Say HELLO to your wives, husbands, parents, and families…” wrote Trump.
The lifting of the blockade, Trump said, was part of the efforts to fully reopen the Strait of Hormuz. He asserted that Iran had to immediately open the Strait with no tolls, for unrestricted shipping traffic in both directions. He also said the U.S. had already detonated most of the mines, but made another condition that Iran would complete the immediate removal and/or detonation of any mines that are left, while asserting, “which will not be many.”
The key conditions are that Iran will never have a nuclear weapon or bomb, and he asserted the U.S. would “unearth” the enriched uranium, which is buried deep underground in the collapsed structures bombed last year by the United States. He said only the U.S. and China have the mechanical capability to unearth the uranium. He said the International Atomic Energy Agency would also be involved, and the uranium destroyed. He made no mention of Iran’s enrichment capabilities.
No timeline was provided, but he said that he was heading into the Situation Room to meet with advisers. He said he would be making a “final determination.” Trump has not commented, but reports said he left the meeting after two hours and had not reached a decision.
Iran has yet to make a public statement on the terms or if it has agreed to the terms. Hours earlier, a military adviser to Iran’s Supreme Leader Mojtaba Khamenei warned Iran would launch attacks if the U.S. naval blockade “continues beyond a certain timeframe.
Experts agree that Iran’s exports of oil have largely been brought to a halt. TankerTrackers.com on Wednesday estimated that “There are close to 60 million barrels of Iranian crude oil trapped by the U.S. Navy blockade. That is nearly $6 billion in oil revenue that currently is not reaching Tehran.”
Iran has repeatedly said that any agreement would have to include a pullback of U.S. forces. The U.S. currently has approximately 20 warships in the region to maintain the line east of the Strait of Hormuz to enforce the blockade that Trump announced in mid-April.
Victims’ Families Settle on the Eve of the Dali Civil Trial
Dive teams recovered the bodies of the six victims while one person was rescued after the bridge collapsed
With the civil trial due to start on Monday, June 1, additional settlements were reached with the families of those killed when the containership Dali destroyed the Baltimore roadway bridge, as well as some of the other plaintiffs. Experts have said the trial, which could run three weeks, could be one of the most consequential in U.S. maritime law.
Shortly after the allision in which the containership Dali blacked out and struck the Francis Scott Key Bridge in March 2024, the vessel’s owners, Grace Ocean, and its operators, Synergy Marine, filed with the U.S. District Court to invoke an 1850s law that would let the companies limit their liability to the value of the ship and its cargo. The law has been invoked in historic cases such as the loss of the Atlantic liner Titanic in 1912, and more recently, it was invoked with the Deepwater Horizon. Transocean, the owner of the Deepwater Horizon rig, attempted to invoke the 1851 Limitation of Liability Act to limit its payout to the value of the sunken rig. It attempted to limit the liability to around $27 million, but losing in the courts, it agreed to settle for $1.4 billion in criminal and civil fines to settle its liability.
Grace Ocean and Synergy have asked the court to decide if they can limit the liabilities to just over $40 million. In the first phase of the case, which starts next week in a bench trial, Judge James Bredar will hear the arguments on limitation. The second phase would move on to the individual claims.
Lawyers for five of the six victims of the disaster announced on Thursday, however, that they have reached a settlement and will withdraw from the case. They called it bittersweet, noting that the families still have to deal with the losses, but they could now move on. Six roadworkers died when the bridge collapsed, and a seventh was rescued from the water. One family had previously reached a settlement, and the other five reported they too have come to terms.
In addition to the victims’ families, the Baltimore Banner news outlet reports the road crew’s employer, Brawner Builders, has agreed to a settlement, as has Baltimore Gas and Electric. Earlier, the State of Maryland also reported it had settled for a record $2.25 billion.
Those still pursuing claims in the court include the one survivor. The City of Baltimore and the County also still have claims, as do many local businesses that claimed financial losses from the destruction of the bridge and the closure of the harbor.
The Baltimore Banner reports that five subpoenas were issued to compel individuals to appear in court, but it notes that the crew has invoked its right against self-incrimination. Several crewmembers have been held in Baltimore for more than two years waiting for the trial. Some crewmembers and employees of Synergy Marine also reportedly used their rights during the deposition phase. Synergy Marine has said, based on the criminal charges that were unsealed weeks ago, crewmembers and employees will not come to the United States, fearing they too could be detained or face the potential of additional criminal charges. It said it was unlikely they would testify via video, but it can use the depositions in the trial.
The trial is likely to involve mostly expert witnesses. The court has ruled that the National Transportation Safety Board report is inadmissible, but evidence collected during the investigation can be cited
The case and its outcome will be closely followed for its potential impact on future maritime liability cases. There is the potential that there could be some more settlements before the start of the trial, and still Synergy Marine and one of its technical superintendents have been indicted on criminal charges. In a separate case, the companies are pursuing claims against HD Hyundai Heavy Industries, claiming manufacturing defects in the vessel, which was built in 2015.
New Zealand Funds Upgrades for Aging Navy Ships Ahead of Fleet Renewal
New Zealand looks to add a decade to the service of its two primary warships (NZ Defence Force)
New Zealand is planning to extend the service life of three aging navy ships that have been the cornerstone of the country’s maritime combat capability. The government says the effort will ensure the navy continues to be well equipped even as plans for fleet renewal are being advanced.
In its 2026 budget, the government has allocated NZ$1.5 billion ($924.6 million) for defense funding, a significant portion of which will be spent on drone systems, critical ship maintenance, and work to replace an aging naval fleet. In the spending outline, the government has allocated an additional NZ$880 million ($516.8 million) for operating funding and $700 million ($411 million) of new capital funding for activities and operations, as well as priority projects with a strong focus on maritime security.
A major focus will involve undertaking critical maintenance work on the Navy’s two aging Anzac-class frigates, HMNZS Te Kaha and HMNZS Te Mana, as well as the multi-role vessel HMNZS Canterbury, in order to extend their lifespan until they are replaced. Commissioned in 1997 and 1999, respectively, Te Kaha and Te Mana have been the main combat-capable ships for the New Zealand Navy, playing vital roles in protecting the country, its exports, and maritime resources. Originally designed to have a lifespan of 30 years, the Navy has carried out technical studies that have indicated it is possible to extend the frigates’ lives until the mid-2030s.
Apart from the two frigates, New Zealand also intends to extend the service life of the 2007-built Canterbury. The 131-meter (430-foot) multi-role vessel provides sealift capabilities for the transport and deployment of equipment, vehicles, and personnel for the Navy. Built by Merwede Shipyards in the Netherlands, the vessel is also capable of transferring cargo and personnel ashore in benign conditions when port facilities are not available.
The nearly 20-year-old HMNZS Canterbury is also slated for upgrades (NZ Defence Force)
“New Zealand’s prosperity and security depend on the sea. For many years, New Zealand’s geographic distance has been seen as a shield from instability elsewhere in the world,” said Chris Penk, NZ Defense Minister. He added that recent events have served as a reminder of how quickly disruptions to international shipping routes can affect economies and supply chains across the globe. “The oceans are not a barrier to danger, but a vital national interest that must be actively secured.”
New Zealand is allocating funds to extend the life service of three navy ships at a time when it is progressing with its maritime fleet renewal program, which is part of the Defense Capability Plan.
On this, the country has begun discussions with the Royal Australian Navy and the United Kingdom’s Royal Navy, which are expected to inform the next stage for potential frigate replacement. Sometime next year, New Zealand intends to decide on whether to settle for Japanese Mogami-class frigates that were selected by Australia or the UK’s Type 31 frigates in its fleet renewal program.
The future fleet, which is expected to be built over the 2029-2039 period, will support a broad range of functions, including maritime combat, patrol and security, sealift, hydrography and diving operations, assistance to other government agencies, and support for humanitarian and disaster response.
“In the interim, we are continuing to ensure the current frigates remain operational. We know this will be a significant decision for New Zealand and we are determined to work with our partners, focus on what is in our best interests and get it right,” said Penk early this month.
First Ethanol-Methanol Bunkering Operation Completed in Rotterdam
The first bunkering with a pre-blended mix of ethanol-methanol took place in Rotterdam (X-Press Feeders/METHANAVE)
In a closely watched development that is being called a groundbreaking bunkering, the Port of Rotterdam recently hosted the first ethanol-methanol operation. It comes as there is growing interest in the maritime sector of ethanol as a possible easy addition to alternative fuels.
Singapore-based shipping company X-Press Feeders partnered with consultancy firm METHANAVE to trial the bunkering of the blended fuel on the container ship Eco Levant. The bunkering was conducted at the Port of Rotterdam, marking the first time that a bunker vessel supplied ethanol to a seagoing vessel. Maersk has also reported that it was trying ethanol on its pioneering methanol dual-fuel feeder ship Laura Maersk, and engine manufacturers WinGD and Everllence reported progress adapting engines to ethanol.
Operated by X-Press Feeders, the 148-meter (485-foot) Eco Levant was built in 2024 and sails under the flag of France. The dual-fuel vessel was designed to operate on green methanol, thus enabling her to reduce greenhouse gas (GHG) emissions by up to 65 percent. The vessel was ideal for the trial that involved delivering and bunkering a marine fuel blend consisting of 10 percent ethanol and 90 percent methanol under controlled operating conditions.
While methanol bunkering is established in the commercial shipping industry, ethanol and methanol have, in the past, been bunkered separately on the seagoing vessel. In the trial bunkering of the blended fuel on Eco Levant, both fuels were delivered separately by a single inland bunker vessel, with the batches mixed (blended) on board the receiving vessel.
The successful bunkering of the blended fuel is a critical milestone for X-Press Feeders, which is pursuing ambitious decarbonization goals targeting net-zero by 2050. Part of this strategy has been exploring and evaluating practical low-emission fuel solutions that can support greater fuel flexibility and long-term decarbonization. The fact that ethanol has the ability to reduce GHG emissions by as much as 90 percent compared with heavy fuel oil has seen the alternative fuel start to gain attention in the shipping industry.
“Maritime fuel pathways are continuing to evolve. At X-Press Feeders, we believe it’s essential to continue evaluating and advancing viable solutions that can support the long term decarbonization of our fleet,” said Shivendu Gadkar, Head of Fleet Efficiency and Performance at X-Press Feeders.
Rotterdam, Europe’s largest port, has strategically positioned itself as a hub for alternative fuels. Today, the port ranks as the world’s second-largest bunker facility, with approximately 10 million tonnes of fuel bunkered annually. Its commitment to various alternative fuels has been evident following the successful ammonia bunkering pilot that was conducted last year.
“This milestone demonstrates that Rotterdam is ready for a wide range of alternative fuels. Together with all parties in the port, we aim to enable the bunkering of all alternative, low-carbon fuels in the future, promoting greater sustainability for international shipping,” said Matthijs van Doorn, Port of Rotterdam Authority commercial director.
With the availability of ethanol and its proven ability to be an additive in fuels, stakeholders will be following the Eco Levant trial. It will further enable the industry to assess bunkering procedures, fuel handling processes, and onboard operational performance associated with blended alcohol fuels under commercial operating conditions.
Vard Secures Norway’s Highest Value Order to Build Deep-Sea Research Vessel
Vard reports the order for the research vessel is the highest value single-ship contract for the company and for Norwegian shipbuilders (Vard)
Norwegian shipbuilder Vard, a subsidiary of the Fincantieri Group, signed its highest value single ship contract and the largest order of its kind for any Norwegian shipyard. Valued at nearly €700 million (US$816 million), the contract is for the design and construction of a deep-sea research vessel for US-based research organization Inkfish.
The vessel, project-named RV11000, is based on a Vard design for specialized research vessels. Developed by Vard Design in Ålesund, Norway, in close collaboration with Inkfish, RV11000 will be a tailor-made platform designed for seafloor mapping, coring and sampling, submarine operations, and ROV activities at depths of up to 11,000 meters.
The ship will enable a wide range of deep-ocean missions, including the deployment and support of submersibles, ROVs and autonomous vehicles. The new research vessel will be 162 meters (531 feet) in length and is scheduled for delivery in Q1 2030. It represents a significant advancement in capability, building on the engineering and design foundations established with the RV6000 vessel, which Vard contracted in 2025 and is currently building for Inkfish.
“The project combines scale, technological complexity, and scientific ambition, reflecting our ability to design and deliver next-generation solutions for deep-sea exploration,” said Pierroberto Folgiero, CEO and Managing Director of Fincantieri. “It also underlines the strategic importance of the underwater domain for Fincantieri, where we continue to invest and innovate, leveraging our distinctive capabilities to support increasingly complex missions, from scientific research to the monitoring and protection of critical underwater infrastructure.”
The vessel will feature one of the largest battery installations ever fitted on a ship, enabling up to 12 hours of silent operations for scientific missions, alongside a highly advanced propulsion system combining DC technology with battery hybrid solutions. The hull will be optimized for high-performance seafloor mapping, ensuring excellent station-keeping and enhanced operational efficiency, while advanced stabilizers will minimize motion and accelerations.
The unit will also be certified in accordance with the latest IACS cybersecurity requirements, ensuring a high level of resilience and protection of critical onboard systems against evolving digital threats.
Onboard facilities will include state-of-the-art laboratories, workshops, and scientific spaces, as well as high-level accommodation for up to 130 crew members and researchers, designed to ensure optimal comfort and enable the highest standards of scientific work.
Vard will manage the project, including design, hull construction, outfitting, integration, and commissioning. The hull will be built at Vard Shipyards Romania in Tulcea, while outfitting, commissioning, and delivery will be carried out at one of the group’s shipyards in Norway.
