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)
Sunday, May 24, 2026
Tanker Near Somalia Fires Warning Shots to Chase Off Suspicious Approach
Small boat approached a tanker marking the third incident in a week (USN)
A tanker sailing in the Gulf of Aden reported on May 22 that its security team was forced to fire warning shots during a suspicious approach. It was the latest in the ongoing incidents in the region being linked to several active groups of Somali pirates.
The company security officer for the unidentified tanker reported the incident to the UK Maritime Trade Operations. The tanker was underway when it was approached approximately 98 nautical miles from Socotra, an island controlled by Yemen.
A small craft with five people aboard was detected approaching the tanker. The armed security team fired warning shots, which caused the small boat to change course.
It was the third approach in the last week, according to data from the EU’s Maritime Security Center for the Indian Ocean (MSCIO). On May 18, a skiff operating near Bosaso, Somalia, was reported to the EU’s Operation Atalanta. It was believed to be a pirate group seeking a merchant ship target. Three days earlier, on May 15, a suspicious high-speed boat was reported to have stopped a fishing vessel. The people aboard the boat were carrying weapons resembling AK-47 rifles.
Three vessels also remain under the control of pirate groups and are being held off the coast of Somalia. The tanker MT Honour 25 was seized on April 21, the general cargo ship Sward was seized on April 26, and the tanker Eureka was seized on May 2. The pirates are reported to be demanding $3 million for the release of the Eureka.
UKMTO warns that the piracy threat level remains severe along the Somalia coast and in the Somalia Basin. MSCIO specifically cited the highest risk to the north near the Puntland region and in the Gulf of Aden. It also rates the risk as moderate along the Somali coast. Vessels have been warned to remain at least 150 nautical miles off the coast, or to avoid the region if possible.
Dali Civil Trial to Begin June 1 After Judge Denies Motion to Delay
A judge refused an effort to delay the civil trial related to the Dali destroying the bridge in Baltimore in 2024 (US Army Corps of Engineers)
The civil liabilities case against the owners and operators of the containership Dali will commence on June 1, as scheduled, a U.S. District Court Judge ruled on Wednesday. The companies had filed a motion calling for staying the trial based on the recent criminal indictments or at least delaying it for 90 days while they resolved issues related to potential witnesses.
Judge James Bredar, who is presiding over the civil litigation and will hear the case as a bench trial (i.e., without a jury), held a hearing on May 20 to review the petition to delay filed by Grace Ocean and Synergy Marine. The companies argued the U.S. Department of Justice had delayed unsealing the criminal indictment against Synergy Marine and one of its employees to less than a month before the start of the civil trial. They also asserted that a dozen employees and crewmembers of the Dali were refusing to come to the United States to appear as witnesses due to a fear that they would be detained and that they might also not testify via video.
The crewmembers and shoreside supervisors invoked their right against self-incrimination during the pre-trial discovery phase. One person had refused to come to the United States and had their deposition taken in London. The companies said they were working with lawyers in an attempt to resolve the issue, possibly having some of the individuals appear through video testimonies, but this required additional time. They also asserted proceeding with the civil trial could harm its defense in the criminal trial
Supporting the call for a delay, the federal government was present and argued that the criminal trial should be held first. They acknowledged that it could be a year or more until the criminal trial proceeded, but asserted the federal government could compel the individuals to testify and has additional tools at its disposal not available during a civil trial.
“The right course, the best course, the most fair course, is to stay the course,” Judge Bredar told the court. He ruled the civil case was ready and that the petitioners had failed to show they would suffer significant harm if the case proceeded as scheduled on June 1.
The City and County of Baltimore, joined by lead counsel for private economic loss claimants, had filed their opposition to the move to delay the trial by Grace Ocean and Synergy. They noted that the companies had initiated this action shortly after the containership hit the bridge in 2024, seeking the limitation of liabilities even before the claims were filed. They argued that “it has been apparent that a federal indictment was a near certainty,” since the Dali destroyed the Key Bridge.
In their opposition motion, the lawyers also argued the companies “seek to use the unsealing of the indictments as an opportunity to convert the Limitation shield into a sword.”
The judge agreed that extensive time has been invested to this point and that the discovery phase has been completed to prepare for trial. In the interest of judicial efficency he said the trial should proceed as scheduled. He said the companies had failed to prove that the issues around the witnesses, or new witnesses, would be available if the trial was delayed. He also denied claims that there would be harm to the criminal case if the civil case proceeded and found that the continuing delay is a hardship to the families and others who have filed claims.
In the first phase of the civil case, Judge Bredar is set to decide on the issue of limiting liabilities. The second phase would directly address the claims from five family members of the road workers killed when the bridge collapsed, as well as the City and County of Baltimore’s claims and those filed by businesses and others claiming economic loss from the port having been closed and the loss of the vital roadway.
During the hearing, it was revealed that a sixth family has reached a settlement over its wrongful death claim against the companies. Previously, the State of Maryland also announced that it had settled its claims for a record $2.25 billion with Grace Ocean and Synergy Marine.
The U.S. Federal Government indicted two Synergy Marine companies and one individual employed by the companies as a port supervisor on criminal charges related to the destruction of the bridge and charges of lying during the investigation.
WinGD Reports First Marine Ethanol-Fueled Engine Orders for Vale Bulkers
WinGD will supply the first ethanol-fueled motors for the massive new ore carriers (WinGD)
Ethanol, although a common and widely available fuel, was mostly overlooked in the discussions on maritime alternative fuels. Last month mining giant Vale announced it was planning two large bulkers that would use ethanol-fueled engines along with wind rotors, and now engine manufacturer WinGD confirmed it will be supplying these first purposely adapted engines for ethanol.
WinGD notes that ethanol is now gaining attention as a ship fuel due to its widespread and cost-competitive availability in several markets. These markets include Brazil, from where Vale will operate vessels. Vale highlighted in its investigations that it believes the use of ethanol can reduce greenhouse gas emissions by around 90 percent compared to heavy fuel, making it a good consideration for alternative fuels.
While there are concerns over supply competition with the food chain, ethanol is easier to handle than ammonia, which is toxic and highly corrosive. It has similar properties to methanol but is more available and requires less infrastructure development. Maersk reported last December that it was exploring ethanol aboard its pioneering methanol-fueled feeder ship, Laura Maersk. Everllence also reported in September 2025 that it had successfully tested ethanol on its large two-stroke engines in the factory.
WinGD received the order to supply its first ethanol-fueled X-DF-M/E engines to Beihai Shipbuilding in China for two 325,000 dwt ore carriers. Each will be powered by a six-cylinder, 820mm-bore 6X82DF-M/E engine intended to run primarily on ethanol fuel. The contract also includes options for further engine deliveries should the vessel series be extended.
“These first ethanol-fueled X-DF-M/E engines build on more than a decade of intensive investigation into alcohol fuels, including ethanol and methanol,” said WinGD Executive Director of Sales Volkmar Galke. “This is a clear signal that the shipboard technology and fuel infrastructure around ethanol as a marine fuel are ready, giving confidence to others considering ethanol as an option for maritime decarbonization.”
WinGD reports the engines will be the first of the X-DF-M/E platform optimized for primarily ethanol use. The fuel supply and injection pressure will be modified from WinGD’s methanol-fueled engine concept already in service to account for the difference in energy density between the two fuels, which otherwise share very similar properties and combustion characteristics.
The engine deliveries are scheduled to take place in early 2029, depending on shipyard requirements. The ships will be owned by Shandong Shipping Corporation and operate on long-term charters to Vale.
The arrival of the first vessel under the ASRY - Priya Blue joint venture marks the transition from strategic partnership to active operations, establishing a world-class facility for compliant and environmentally responsible ship- and offshore asset recycling in the Middle East.
Arab Shipbuilding & Repair Yard Company (ASRY), the leading industrial maritime hub, and Priya Blue Group, South Asia’s largest green ship recycling company, have formally launched their joint venture following the arrival of the first vessel for recycling in Bahrain. As part of this structure, Best Oasis, one of the world's leading cash buyers of ships & energy assets (offshore) for recycling, is supporting the joint venture in sourcing tonnage and managing the commercial acquisition of vessels brought to the Bahrain facility
The partnership combines ASRY’s 49 years of marine and heavy industrial infrastructure with Priya Blue’s three decades of ship recycling experience. The JV provides an integrated recycling solution covering vessel sourcing, recycling operations, safety and environmental management, compliance documentation, hazardous waste management, dry dock and slipway access, heavy lifting infrastructure, and regulatory support within Bahrain.
In addition to conventional vessels, the joint venture is particularly well positioned to support the recycling of complex offshore assets including FPSOs, FSOs, rigs and offshore structures.
The yard holds the licenses required to recycle vessels containing hazardous materials originating from production fluids. This includes the handling, storage, treatment, export and disposal of NORM (Naturally Occurring Radioactive Material) waste, which represents a key challenge in the recycling of offshore assets and production facilities.
Recycling operations can be performed using dry dock, slipway and alongside methodologies, with capability to recycle vessels up to ULCC (Ultra Large Crude Carrier) size as well as receive rigs and offshore structures directly onto berth. The facility incorporates ship recycling, environmental protection and hazardous waste management systems.
The joint venture operates in alignment with the principles of the Hong Kong Convention (HKC) and EU SRR which supports the development of Bahrain as a regional hub for compliant ship and offshore recycling.
Commenting on the launch, ASRY CEO Dr. Ahmed Al Abri stated: “ASRY has been and continues to be the most experienced maritime hub in the region for five decades. We have successfully delivered complex repair and maintenance operations for some of the world’s most demanding vessels, serving operators from across the globe.”
He added: “Partnering with Priya Blue to bring best practices in ship recycling to the Kingdom of Bahrain represents a strategic extension of ASRY’s journey and evolution, while this vessel marks the beginning of this new phase.”
Sanjay Mehta, Chairman of Priya Blue Group commented: “We have recycled over a hundred complex vessels at Alang. We know what compliant, responsible ship recycling looks like - and what it takes to deliver it consistently. Bahrain is not an experiment. It is a deliberate expansion of a proven operation, and this vessel is its opening statement.”
The products and services herein described in this press release are not endorsed by The Maritime Executive.
Expedition Cruise Ship Hondius Arrives in Rotterdam to Begin Disinfection
The expedition cruise ship Hondius docked in Rotterdam on Monday, May 18, operating with a skeleton crew, and will begin an extensive disinfection process. The ship’s operator, Oceanwide Expeditions, and Dutch health authorities are reporting that none of the crew and medical staff remaining aboard were experiencing symptoms of the hantavirus, but as a precaution, they are all being placed in quarantine.
The ship had a crew of 25, mostly from the Philippines, still aboard after disembarking all its passengers and about half the crew in Tenerife 10 days ago. The passengers were all repatriated to their home countries, where most of them remain in quarantine. The hantavirus has up to a six-week incubation period, and the World Health Organization is recommending a 42-day quarantine period.
The World Health Organization reports that as of today, there are a total of 11 cases reported, with nine confirmed and two probable cases. This includes a Dutch couple and a German passenger who died. Officials in Canada were the latest to report that one of the evacuated passengers tested positive over the weekend, but was only displaying mild symptoms. A French passenger remains in a hospital in Paris in critical condition.
The Hondius was met by a crew in hazmat suits, and according to the Dutch health organization RIVM and the Port of Rotterdam, 22 people were disembarked, including two medical personnel from RIVM who joined the ship when it reached Cape Verde. Two Dutch crewmembers are going into home quarantine, while 17 crewmembers from the Philippines, as well as three from Ukraine, are initially going into quarantine at a special facility in the port. RIVM said they might later be repatriated. All the crewmembers were given a medical examination to leave the ship.
The cruise ship was placed in quarantine and will undergo a sanitation process (WHO)
Five crewmembers currently remain aboard the cruise ship to continue its operations and coordinate with EWS Group, which has been hired to disinfect the ship. RVIM reported that an inspection would begin today, along with taking samples.
Officials at the Port of Rotterdam said the port is a safe haven, designated as a quarantine port. They said they were prepared for the situation and expect some of the crewmembers to remain in quarantine until June 18.
Oceanwide Expeditions said the cleaning operation is estimated to require three to four days, subject to the findings of the inspection. The ship will also undergo additional testing and inspections after the disinfection process.
The Hondius, which is a 6,600 gross ton expedition cruise ship, entered service in June 2019 and is registered in the Netherlands. The ship has a maximum passenger capacity of 170 people and 57 crew.
Cruises aboard the ship scheduled to depart on May 29 and June 5 have been canceled. Oceanwide reports the cruise ship will resume full operations on June 13, departing from Longyearbyen, Svalbard.
China’s Second Domestically Built Cruise Ship Starts Trials
Adora Flora City started 12 days of sea trials on May 16 (CSSC)
The Adora Flora City, China’s second, large, domestically built cruise ship, began sea trials over the weekend. It comes as China State Shipbuilding Corp. (CSSC) highlights that it is advancing its expertise in cruise ship construction, the most complex of the shipbuilding projects, and its operator, Adora Cruises, continues to refine its product offering.
The new 141,900 gross ton cruise ship is based on the design of China’s first cruise ship, which was originally developed by Carnival Corporation and Fincantieri. The second ship, however, has been lengthened to increase passenger capacity and amenities. They are highlighting that the added 57 feet (17.4 meters) of length versus the Adora Magic City introduced in January 2024, gives the ship a sleeker exterior look. Aboard, they highlight that the atrium/plaza was doubled in size. The ship has additional entertainment spaces and more retail locations, as well as a new concept all-weather leisure space.
The ship, which is 1,119 feet (341 meters) in length, has a total of 2,130 passenger cabins. It has a passenger capacity of 5,232 people.
CSSC is also highlighting advancements in the technology aboard the ship, including more smart technologies. It is using an AI-powered system to improve passenger boarding and disembarkation, intelligent robot multi-interactive services, intelligent in-cabin features, and more digital systems to achieve paperless operations. Operationally, CSSC reports there are improvements to the automation systems, airflow balancing, water mist system, and fire alarm system.
Construction on the ship began with the first steel cutting in 2022 and assembly in 2024. She was floated in the assembly dry dock and moved out to the outfitting berth in March. The sea trials began on May 15 and are scheduled to run for 12 days. In total, CSSC reports that 149 tests and verifications will be conducted. A total of 937 engineers and technical personnel from 12 countries are aboard for the trials.
China's first large cruise ship sailing past the second one under construction in Shanghai (CSSC)
The ship anchored off Shanghai after departing the Yangtze River channel for its first tests, including propeller debugging. During the trials, the propulsion, side thrusters, anti-roll fins, power stations, communications and navigation, automation, and safety management systems will all be tested. The trials will involve 45 debugging procedures and verify key indicators, including vibration and noise, speed, and EEDI.
Demonstrating CSSC’s development of the construction process, they highlight that the ship will undergo a single sea trial versus two sets of trials on the first cruise ship. CSSC started cruise ship construction, working with Fincantieri as a consultant. Now, CSSC looks to develop its internal capabilities and expand the Chinese supply chain for cruise ships.
CSSC and Adora Cruises announced in March plans to build additional cruise ships using a Chinese-developed design and more Chinese suppliers. Adora has ordered two ships and has an option for a third, with the first ship scheduled for delivery by 2030.
CSSC reports the ship is overall 97.8 percent complete. Interior decoration is 92.3 percent completed, and commissioning is 89.9 percent complete.
The companies are highlighting that Adora Flora City is two months ahead of its construction schedule. It is now slated for delivery on November 6 and will begin cruise service from Guangzhou Nansha International Cruise Home Port. The ship will be operating five- and six-day cruises to Hong Kong and Vietnam, as well as a nine-day itinerary to Vietnam, Malaysia, and Brunei. A special 17-day cruise is also scheduled, sailing to Singapore, Malaysia, Brunei, the Philippines, Indonesia, and Vietnam, retracing what Adora called the Maritime Silk Road.
Aboard the Adora Flora City, the company reports passengers will find a “more Chinese” experience, integrating Chinese culture into dining, entertainment, and services. It has made changes to better reflect the Chinese culture as it continues to develop its cruise operations. Adora highlights its approach as “cruise and culture.”
With the introduction of the new cruise ship, Adora will have a total of three ships in service. The company was originally formed as a joint venture with Carnival Corporation, which later became a minority investor. Adora continues to develop its operations, including the introduction of its first cruise to nowhere, running for three days from Shanghai. Longer-term, the company says it is also actively planning its overseas homeport as it seeks expansion into international markets and enhancing the international competitiveness of Chinese cruise brands.
EU Funds Pilot to Demonstrate Offshore Power Zones to Charge Vessels
Stillstrom is developed offshore charging for wind farm vessels and in this pilot with test a pwoer zone in an anchorage (Stillstrom)
The European Union’s flagship Horizon Europe research and innovation program is providing a €5 million ($5.8 million) grant to an international consortium led by Stillstrom, a Maersk company, to develop and demonstrate offshore charging infrastructure for stationary vessels at anchor with their engines running. The project is due to kick off next month, June, and is expected to run for 36 months, demonstrating the concept and also assessing commercial viability and regulatory pathways to support wider adoption of offshore charging.
Efforts to develop the concepts for offshore charging were started in 2019 by what was then Maersk Supply Services and later spun off to become an independent company, Stillstron, in 2022. The company has been pursuing the development of its technology, aiming at two key segments. It looks to power offshore wind farm operations vessels through electrification. It has developed the ability for the battery-powered vessels to recharge by plugging into the wind farm.
Stillstrom also highlights that at any given time, more than 6,500 vessels are idle at approximately 200 anchorages worldwide. They estimate these vessels are collectively emitting over 30 million tons of greenhouse gases (GHGs) and associated air pollutants.
“Near shore idling vessels represent a significant and often overlooked source of GHG emissions, making them a clear and immediate opportunity for decarbonization,” explains Stillstrom CEO Kristian Borum Jørgensen. He highlights that the project will “bring together partners from across the maritime ecosystem, enabling us to collectively accelerate offshore power from concept to real-world deployment, delivering a practical and economical solution for the maritime sector.”
SPARK will create the first trial for a zone that could eventually charge many vessels using shore pwoer and cut emissions (Stillstrom)
The SPARK project calls for creating one of these offshore power zones outside Skagen, Denmark, one of the busiest anchorages in Northern Europe. The project will develop and test a pilot that will enable vessels to plug into an at-sea power point with electricity provided via the nearby Port of Skagen. The pilot will initially support a single ship connection to prove the concept in a live operational environment.
Stillstrom will spearhead the project, working alongside its partners Aalborg University, DNV, Maersk, MARIN, Port of Malta, Port of Skagen, and University College London.
Belfast Outlines Ambitious 25-Year Growth Plan with $1.75B Investment
Belfast Harbor looks to meet future growth needs with its Masterplan (Belfast Harbour Trust)
Northern Ireland’s premier port, Belfast, has launched an ambitious 25?year Masterplan setting out £1.3 billion ($1.75 billion) of planned investment to ensure that the port remains resilient, efficient, and competitive. The plan entitled Horizons of Opportunity sets out how the Trust Port will expand and adapt to meet rising demand for trade, providing critical additional capacity and further strengthening Belfast’s position as a leading maritime gateway.
External forecasts prepared by port master?planning experts Haskoning indicate that trade volumes through Belfast Harbour could increase from around 24 million tonnes today to over 30 million tonnes by 2050 under steady growth, and to between 40 million and 50 million tonnes under higher?growth scenarios. Under every scenario other than decline or stagnation, growth will outpace current infrastructure without planned investment.
The Masterplan was developed against the backdrop of clear evidence that capacity at ports along Ireland’s east coast will tighten over the next 20 years. As demand for trade continues to grow and space becomes constrained elsewhere, Belfast Harbour is planning ahead – putting the scale of its estate to work to secure the island’s future port capacity.
Port officials highlight that it has approximately 2,000 acres of land and 1,000 acres of water. Large parts were developed from the space previously occupied by the famed Harland & Wolff Shipyard. The shipbuilder remains a cornerstone of the port under its new ownership, Navantia UK, and has resumed construction work.
One project would create a new container terminal (Blefast Harbour Trust)
Large parts of the area, however, were also reclaimed and redeveloped as the city emerged from the years of internal conflict in Northern Ireland. The plan calls for the first new land reclamation in 25 years, which will be used to build a new container terminal.
The Masterplan identifies a program of investment in critical port infrastructure to support growth. It also sets out how the Harbour Estate can continue to integrate port operations, logistics, clean energy, and regeneration within a single, connected environment.
Projects include completion of the £90 million D3 deepwater cruise terminal; Belfast’s first land reclamation project in 25 years to create a new freight terminal at West Bank Road; redevelopment of the island’s longest deep water quay – Stormont Wharf; a berth extension to its container terminal for next generation vessels; the first shore power for docked vessels; construction of a new logistics park and a clean energy hub; and creation of a new maritime skills academy to support jobs in the sector. The Masterplan also identifies housing and other real estate regeneration opportunities requiring additional investment of between £500 million and £750 million.
Port officials highlight that together, these plans position Belfast Harbour as the principal maritime gateway on the Dublin–Belfast Economic Corridor. They believe it strengthens the port’s role as a critical hub for Irish Sea trade and a primary link with Great Britain.
U.S. Coast Guard Commissions 62nd Fast Response Cutter Honoring 9/11 Hero
The U.S. Coast Guard commissioned its newest Fast Response Cutter, USCGC Vincent Danz (WPC 1162), for official entry into its service fleet during a ceremony held in New York City on Friday.
The Vice Commandant of the Coast Guard, Vice Adm. Thomas Allan, presided over the ceremony. Members of the Danz family were also in attendance, including the cutter's sponsor, Ms. Angela Donohue, widow of the late Vincent Danz.
“Vincent Danz’s legacy will live on not only through his family and his brothers and sisters in the NYPD, but through the Coast Guard crew who will breathe life into this cutter today,” said Adm. Tom Allan. “The Coast Guard Cutter Vincent Danz will perform the Coast Guard's vital work across Oceania—projecting U.S. presence, countering illicit maritime activity, and strengthening our international partnerships.”
The Vincent Danz is the 62nd Sentinel-class Fast Response Cutter in the service and the fourth of five FRCs to be homeported in Guam with U.S. Coast Guard Forces Micronesia/Sector Guam. The crew of the Vincent Danz will primarily serve U.S. and mutual interests in Oceania with an emphasis on the Micronesia and Melanesian sub-regions, conducting maritime security operations, combating illegal activity, supporting search and rescue missions, and strengthening partnerships with Pacific Island nations and Allies. The cutter is a multi-mission platform.
The cutter’s namesake, Vincent Danz, was serving in the New York City Police Department, Emergency Services Unit, ESU Truck 3, when he responded to the World Trade Center as part of a massive emergency response and was killed when the World Trade Center collapsed. He was posthumously awarded the New York City Police Department’s Medal of Honor for his heroic deeds. He was a veteran of the United States Marine Corps and joined the New York City Police Department in 1987, while continuing to serve in the U.S. Coast Guard Reserve as a Port Security Specialist 2nd Class.
As a U.S. Coast Guard reservist, Danz understood the meaning of service to country and community. His courage in the face of unimaginable danger and his dedication to saving others made him a hero not only to New York City but to the nation. This cutter honors his memory and the legacy of all first responders who gave their lives on Sept. 11, 2001.
The Vincent Danz will join the Myrtle Hazard (WPC 1139), Oliver Henry (WPC 1140), and Frederick Hatch (WPC 1143), all of which were commissioned in Guam. Since their 2021 commissioning, Guam's FRC crews have distinguished themselves across the region, most recently responding to the impacts of Super Typhoon Sinlaku on communities in the Marianas. USCGC Myrtle Hazard’s crew became the first to operationalize the bilateral maritime law enforcement agreement with Papua New Guinea, conducting joint patrols and boardings in 2023. USCGC Oliver Henry’s crew saved around a dozen mariners in the Federated States of Micronesia, delivered humanitarian assistance during the Yap drought, and towed the 500-ton yacht Black Pearl to the Republic of Palau, rescuing 11 people in 2024. USCGC Frederick Hatch became the first FRC to visit several Pacific ports, including Tacloban, Philippines, for the 80th anniversary of the Battle of Leyte Gulf, and the crew operationalized the enhanced bilateral agreement with Palau in 2024.
The U.S. Coast Guard ordered a series of new FRCs to replace the 1980s-era Island-class 110-foot patrol boats. Using the $25 billion provided by the historic Fiscal Year 2025 budget reconciliation, which includes $1 billion for additional FRCs, the Coast Guard has already ordered over $13 billion in new fleet assets and capabilities. This rapid investment demonstrates the Coast Guard’s commitment to modernizing acquisition, delivering next-generation technology, and revitalizing American shipbuilding.
The FRCs feature advanced command, control, communications, computers, intelligence, surveillance, and reconnaissance equipment, as well as over-the-horizon cutter boat deployment capability, enhancing the Service’s ability to control, secure, and defend U.S. borders and maritime approaches. These new assets and capabilities continue the U.S. Coast Guard's modernization, through which the Service is transforming into a more agile, capable, and responsive fighting force.
The commissioning ceremony is a traditional milestone in a cutter's life, marking its entry into active service and signifying its readiness to conduct operations.
The products and services herein described in this press release are not endorsed by The Maritime Executive.
U.S. Navy Commissions its Very Last Littoral Combat Ship
The Independence-class finished delivering last year, and with the commissioning of Freedom-class USS Cleveland, the procurement program is complete
The commissioning ceremony for USS Cleveland, the 16th and last Freedom-class LCS (USN)
After 18 years, the U.S. Navy has commissioned the last Freedom-class Littoral Combat Ship, a lightweight, high-speed surface combatant designed by a prominent aerospace contractor during the Global War on Terror.
In discussing the twin LCS classes, Navy officials have focused not on their capabilities or problems, but on celebrating the tireless efforts of crewmembers to make their ships as effective as possible. That emphasis was present at Cleveland's commissioning ceremony as well. "Today we celebrate the sailors who breathe life into this ship," said acting Navy Secretary Hung Cao, who spoke at the commissioning ceremony in Cleveland. "To the officers and crew of USS Cleveland, today is your day."
"You are not simply serving aboard this ship. You are writing the first chapter of her history. You are forging a legacy that will endure long after all of us have left these decks," emphasized CO Cmdr. Bruce Hallett.
Cleveland is the 16th and last hull in the series. Along the way, the Freedom-class has encountered many issues - an absent sonar capability, high contractor maintenance costs, high crew workload, and a class-wide propulsion vulnerability. These issues culminated in a request from then-CNO Adm. Mike Gilday to decommission the first nine hulls in 2022; at the time, the youngest on the list was just three years old. Five early examples were ultimately taken out of commission, but the Navy continued to take deliveries of additional new hulls for the next four years. With Cleveland's commissioning on Saturday, her builder is ready to move on to future projects.
The Freedom-class was designed for high speeds and shallow draft, allowing for swift counterinsurgency and SOF operations near shore. An unusually high speed requirement meant engineering tradeoffs for armor and armament, and the ships were not designed to Navy standards for resistance to shock. As early as 2016, official concerns were raised about whether they could survive in high-end combat.
In service, the Freedom-class developed a reputation for mechanical issues, particularly a faulty gearbox design in the propulsion system (later resolved with a retrofit solution). Even when all systems were functioning, the Freedom-class vessels were "noisy as an aircraft carrier," and that created challenges for their core anti-submarine warfare mission, according to then-CNO Adm. Mike Gilday. The sonar system (part of the ASW "mission package" ) failed to mature, and the Navy canceled it in 2021, leaving the Freedom-class without a designated mission set. They have seen success in recent years as host platforms for U.S. Coast Guard law enforcement detachments, operating in coordination with the Coast Guard's cutters in the Eastern Pacific and Caribbean.
The other LCS "variant," the aluminum trimaran Independence-class, completed its final delivery last year; it has begun to deploy with a mine countermeasures mission package. Some of the first operationally-ready hulls with that capability are now in the Central Command area of operations, part of the fleet tasked with resolving the Strait of Hormuz dilemma.
U-Ming Names First LNG Carrier as Diversification and Expansion Continue
U-Ming's first LNG carrier on trials and it was named yesterday ahead of its upcoming delivery (U-Ming)
Taiwanese shipping company Un-Ming reports that it is continuing its business growth and diversification strategy with the naming of its first LNG carrier. According to the company, the commissioning of its first LNG carrier symbolizes its entry into the energy transport sector, building on its current operations of Very Large Crude Carriers.
The naming ceremony for the new vessel, Diamond Gas Jade, took place on May 19 at Samsung Heavy Industries’ Geoje Shipyard in South Korea. The yard is known as one of the leaders in building gas carriers and has applied the latest technologies to the new vessel.
It will have a capacity of 174,000 cbm of LNG. The ship measures 290 meters (951 feet). It uses the latest energy-saving technologies and has a dual-fuel ME-GA propulsion system. The vessel will have a speed of 19.5 knots.
U-Ming reports that when the ship is delivered in August, it will launch a new joint venture to expand operations into LNG transport. It will be involved in international trade.
The ship is the latest in a growth and diversification strategy for the carrier, which traces its origins to 1968, when it started as Yumin Transportation Company to operate truck transportation. It was reorganized in 1984 to specialize in maritime transport.
U-Ming Shipping currently operates a fleet of 71 vessels, with 13 more under construction, bringing the total fleet size to 84 vessels and a total deadweight tonnage of 9.96 million tons. Its operations are mostly focused on bulkers, including Capesize, Panamax, Post Panamax, and Ultramax, as well as cement carriers. It has expanded with Very Large Ore Carriers and four VLCCs for crude transport. Most recently, it has expanded into offshore wind support with personnel carriers and service maintenance vessels.
It has been moving into alternative energy sectors. It has been operating LNG-fueled ships for the past four years, and last year it began adding wind rotors to some of its large bulkers.
Its board has approved the construction of four 210,000-ton Capesize and four 64,000-ton Ultramax bulk carriers, moving towards the "dual growth" strategic goal of exceeding 100 vessels and a total deadweight tonnage of over 10 million tons.
Estonia Contracts to Design and Build Its First Fully Electric Ferry
Estonia has ordered its first fully electric ferry (LMG Marin)
Estonian State Fleet signed a design and shipbuilding contract with the Polish shipyard CRIST for the construction of its first fully electric passenger ferry. Designed to operate primarily on shore-charged green electricity and for year-round service in demanding Nordic conditions, including winter ice operations, Estonia State Fleet reports the ferry will mark a major step in the decarbonization of ferry transport in the Baltic Sea region.
“Ferry connections are vital for Estonia and especially for our island communities,” said Estonian Minister of Infrastructure, Kuldar Leis. “They support everyday life, local businesses, and access to essential services. This new fully electric ferry will make that connection more reliable, modern, and environmentally friendly.”
The vessel will be built by Polish shipyard CRIST using a design from LGM Marin. At approximately 100 meters (328 feet) in length, the ferry will accommodate up to 110 passenger vehicles or eight freight trucks, with capacity for up to 380 passengers. As Estonia’s first vessel powered 100 percent by green electricity, the new ferry is expected to be up to 64 percent more energy-efficient than Estonia’s existing reference vessel, Regula, which is powered by traditional diesel generators.
“Investing in next-generation vessels is essential for ensuring reliable island connectivity while reducing environmental impact and long-term operating costs,” said Andres Laasma, Director General of Estonian State Fleet. He notes the project, which has a total value of €49.93 million ($58 million) and is supported by €28 million ($32.5 million) from the European Union Modernisation Fund, with additional financing secured through Estonia’s CO2 funding mechanisms.
The new ferry’s primary power source will be shore-charged electricity stored in a 3 MWh battery system, enabling fully electric operation on the main island's Virtsu–Kuivastu route. For extended range, severe weather, and emergency operations, the vessel will also be equipped with biodiesel generators, providing an operating range of at least 1,000 nautical miles without refueling. This hybrid redundancy, Estonia notes, also makes the vessel technically suitable for additional longer routes.
The ferry will be built to ice class 1B, enabling operation in ice up to 60 cm (nearly 24 inches) thick and maintaining standard operational speeds in lighter ice conditions. To improve maneuverability and energy efficiency, the vessel will be equipped with next-generation azimuth thrusters at both ends. The thrusters’ designed output exceeds the minimum requirements for ice class 1B, providing additional power for vessel operation in heavy ice. Onboard amenities will include a kitchen and restaurant area serving hot meals, as well as accommodation and recreational facilities for crew members. Special attention will be given to accessibility for passengers.
Under the contract, CRIST will deliver the vessel within 30 months of contract signing, with entry into service expected in late 2028. Estonia notes that CRIST has previously delivered several advanced low-emission vessels, including the fully electric ice-class ferries Altera and Elektra operating in Finland.
The ferry will be designed by naval architecture company LMG Marin, which points out it is an extension of a collaboration with Estonia that includes, 12 years ago, the designs for the vessels currently in operation.
LMG Marin says this project further strengthens LMG Marin’s position as a leader in the design of low- and zero-emission ferries and RoPax vessels. It highlights that over the last 12 months, 14 ferries and RoPax vessels based on LMG Marin designs, ranging from 50 to 170 meters, have been contracted, and they all integrate large battery systems to significantly reduce their environmental footprint.
