Saturday, June 07, 2025

 

India Partners with Norway/Japan for Shipbuilding and Polar Research Vessel

Indian officials at Nor-Shipping conference
India is hosting sessions on the sidelines of Nor-Shipping as it seeks shipbuilding partnerships (Garden Reach Shipbuilders & Engineers)

Published Jun 3, 2025 8:49 PM by The Maritime Executive


 

India has finalized a new round of international partnerships aimed at strengthening its shipbuilding sector and the launch of its first domestic polar research vessel. It is part of the declared strategy of Indian Prime Minister Narendra Modi to make India a powerhouse in international shipbuilding.

During an official visit to Norway this week time to coincide with the Nor-Shipping Conference, India’s Minister of Ports, Shipping and Waterways Sarbananda Sonowal held talks with Japan’s Minister of Infrastructure and Transport Terada Yoshimichi. On the agenda of the meeting was deepening maritime ties between India and Japan. The two ministers reviewed the progress of a possible partnership deal between Indian and Japanese shipyards.

Sonowal expressed India’s interest in leading Japanese shipbuilding companies such as the Imabari Shipbuilding, JMUC, Kanagawa Dockyard, and Mitsubishi Heavy Industries to explore joint ventures and collaborative arrangements with Indian yards.

He also attended the signing of a Memorandum of Understanding (MoU) between the Kolkata-based Garden Reach Shipbuilders and Engineers Limited (GRSE) and Norway’s Kongsberg Maritime. This partnership is critical as GRSE embarks on the design and construction of India’s first-ever polar research vessel. Kongsberg, a maritime technology specialist company, will provide design expertise for developing the research vessel.

“Japan’s expertise in shipbuilding and ship repair is well recognized, and I see a great scope for collaboration in this area. We also invite Japan’s Big Three maritime companies, NYK Line, Mitsui O.S.K. Lines, and K Line, to explore joint ventures and investment opportunities in India’s growing maritime sector,” stated Sarbananda Sonowal.

Japan has been engaged in railway infrastructure development with India but now is interested in the maritime sector. Mutual collaboration in shipbuilding and training of seafarers is welcome, commented Yoshimichi.

Imabari Shipbuilding is already looking into a greenfield investment in India’s Andhra Pradesh state. In February, Imabari’s President Yukito Higaki led a high-level delegation to meet Andhra Pradesh Chief Minister N. Chandrababu Naidu, where the two parties discussed potential investments in shipbuilding.

Last year, Andhra Pradesh finalized a maritime policy, which is offering incentives for the creation of yard infrastructure. The state has adopted a cluster-based approach, zoning off land in specific port areas for allocation to shipbuilding and ship-repairing companies. The land may be provided for a long-term lease (30-60 years) at a nominal rate.

In a roundtable with the Norwegian Shipowners’ Association (NSA), Sonowal called for the owners to consider investing in India’s maritime sector. The minister recognized that Indian shipyards currently hold 11 percent of NSA’s order book. “We request for further expansion of orders, including leveraging on India’s ship breaking credit note scheme.”

India has already made strong inroads into the Norwegian shipping community building for example the autonomous barges for ASKO Maritime, a division of a Norwegian grocery chain. In April, India’s Udupi Cochin Shipyard delivered the first dry bulk vessel, Wilson Eco 1, to the Norwegian Wilson Ship Management. The vessel is the first in a series of six 3,800 DWT cargo ships, which Wilson ordered at the yard in June 2023.

India has also been courting the South Korean shipbuilding industry encouraging partnerships and development of yards in India. Major shipping companies including CMA CGM, Maersk, and MSC Mediterranean Shipping Company have also been courted with proposals for ship repair and shipbuilding at India’s yards.

 

Spain Extends Financial Incentive Program to Support Shipbuilding Industry

Spanish shipbuilding
Spain is providing financial incentives to assist its shipyards as the industry's orderbook is at a 14-year high (Navantia)

Published Jun 4, 2025 6:27 PM by The Maritime Executive


The government of Spain has voted to extend an existing financial support program designed to encourage the country’s shipbuilding and repair industry. The Ministry of Industry reports it is a well-received program and helped the Spanish shipbuilding industry to build an order book that is the highest it has been in more than a decade.

The government provides a subsidy program to compensate the shipyards and others in the industry for the interest rate paid on loads during the construction and repair process. According to the Ministry, the program supports the industry by providing greater certainty and stability in the planning process for projects. 

The program is being extended to run through the end of 2029 with the government committing to provide a total of €559 million ($638 million) to encourage the construction and conversion of ships in the country's shipyards. The program provides up to one percent point in compensation to credit institutions to cover the difference between the interest rate applied to loans granted to shipowners, shipyards, and third parties, and the reference commercial interest rate.

According to the Ministry, the program provided €41.14 million ($47 million) in support to the industry in 2024. They believe this contributed to 2024 being an exceptional year for the Spanish shipyards. The industry registered 40 new contracts work over €1.5 billion ($1.7 billion).

“The government values the importance of the naval industry for our country and is committed to the diversification, modernization, and productivity of the Spanish naval ecosystem,” said the Ministry.

Among the companies that have benefitted from the program are two of Spain’s largest shipbuilders, PYMAR group which represents yards across northern Spain and Navantia. The Ministry reports the two yards have more than 100 initiatives underway and received grants worth €58 million ($66 million).

The Ministry highlights that Spain has a range of programs to support the development of the domestic shipbuilding industry. This includes the Fund to Support Productive Industrial Investment (FAIIP), the Active Financing program, the Naval Research, Development and Innovation Line (IDI), and aid to Innovative Business Groups (AEIs).

The industry closed 2024 with its orderbook at its highest level since 2011. The Ministry reports Spain’s private shipyards had 65 vessels under construction at the end of 2024. They report that this is generating more than 14 million working hours.

 

The First Fully Electric Tug Powered by Caterpillar Battery System

Med Marine

Published Jun 6, 2025 11:58 AM by The Maritime Executive

 

[By: Med Marine]

A bold new chapter is unfolding in the maritime industry as MED MARINE embarks on the construction of VoltRA—the first fully electric tugboat powered by Caterpillar’s advanced Lithium Iron Phosphate (LFP) battery system. This groundbreaking collaboration was further solidified with the signing of a Letter of Intent (LOI) between MED MARINE and Borusan Cat on June 3rd, during the Nor-Shipping 2025 exhibition in Oslo, marking a shared commitment to shaping the future of sustainable maritime solutions.

VoltRA marks the beginning of a new age that seamlessly blends cutting-edge technology with environmental responsibility and redefines the future of sustainable tugboat operations. Developed in collaboration with Borusan Cat and Caterpillar, the integrated battery system is the heart of the VoltRA series, offering a high-performance and future-focused alternative
to conventional propulsion methods. Designed with dual power sources, the tug combines the trusted reliability of diesel generators with the innovative advantages of LFP battery technology. This hybrid configuration allows for seamless transition between electric and hybrid modes, providing unmatched operational flexibility.

Beyond its environmental credentials, VoltRA is built for durability and performance. Caterpillar’s LFP battery packs are equipped with an intelligent Battery Management System (BMS) that ensures optimal temperature, voltage, and current control, minimizing maintenance while maximizing safety and efficiency throughout the vessel’s lifecycle. Set to be launched next year, the first VoltRA tugboat will pave the way for a family of five distinct models, offering bollard pulls ranging from 40 to 90 tons. From compact harbor operations to large-scale terminal support, the VoltRA series is designed to meet the wide-ranging demands of modern maritime operations, with each vessel carrying escort notation.

“VoltRA represents more than a technical achievement—it’s a clear statement about the direction our industry must take,” said Y?ld?z Bozkurt Ozcan, General Manager of MED MARINE. “As ports around the world prepare for a carbon-neutral future, MED MARINE is proud to lead this transformation by investing in smart, efficient, and environmentally responsible solutions.”

Speaking at the ceremony, Borusan Cat Marine Director Ilker Ozgur Dogruoz expressed the company’s satisfaction with its long-standing and successful partnership with Med Marine, saying: “Our primary goal is to provide our customers with the solutions they need, under any circumstances. Collaborating with Med Marine on this important project, now also featuring our new Cat Battery Systems, will mark a new milestone in our partnership. We are fully confident that this project will serve as a model for many others around the world.”

Shaped by MED MARINE’s deep-rooted expertise and forward-looking vision, VoltRA is not merely a tugboat, but a bold step toward cleaner, quieter, and more conscious maritime operations.

The products and services herein described in this press release are not endorsed by The Maritime Executive.

 

Inside Libya's War on Migration

Migrants at the Al Mabani detention center in Libya (Pierre Kattar / The Outlaw Ocean Project)
Migrants at the Al Mabani detention center in Libya (Pierre Kattar / The Outlaw Ocean Project)

Published Jun 6, 2025 8:46 AM by Marcella Boehler

 

 

On February 4, 2021, roughly 70 miles north of Libya, a reconnaissance plane with a camera on its underside circled a raft that was carrying a hundred desperate migrants trying to cross the Mediterranean Sea to reach Europe. The surveillance footage from the airplane’s camera was transmitted live to an office in Warsaw, Poland, at the headquarters of Frontex, the European Union’s border patrol agency.

Two hours later, a Libyan Coast Guard cutter caught up with the migrants and ordered them to stop, even though they were well outside of Libyan waters. The armed officers took the migrants on board, beat them mercilessly, and carried them back to Libya’s gulag of detention centers. Two months later, one of the passengers, the 28-year-old Bissau Guinean and father of three Aliou Candé, was shot and killed in Libya's most notorious detention center, Al Mabani.

Though illegal under international law, the Libyan capture of migrants on the Mediterranean Sea has become commonplace in recent years as the EU has outsourced its effort to stop refugees from crossing its borders. Of course, Europe is not alone in this effort. Australia detains undocumented migrants in Papua New Guinea and Nauru. Under the Obama administration, the American government paid the Mexican government to detain undocumented people trying to enter the US. The Trump administration has since gone a big step further: shipping hundreds of undocumented people from US soil to a notoriously brutal mega-prison in El Salvador.  

Candé’s story unfolds over the first three episodes of the new season of The Outlaw Ocean Podcast, an eight-part documentary series that brings together years of reporting at sea. The first episode delves into the circumstances around Candé’s death. The second episode uncovers the EU’s complicity in the migrant crisis. The third episode provides a chilling firsthand account of the violence faced in Tripoli by the journalists reporting on Candé’s death. Season 1 of the Outlaw Ocean Podcast won a variety of awards in 2024, including the “Dan Rather Award for News and Guts” and a “Robert F. Kennedy Award for Human Rights”. Season 2 launched on June 4, 2025 in collaboration with CBC Podcasts, with one episode per week. 

For over a decade, the EU has supplied the coast guard cutters, supplies for detention centers, aerial intelligence and vehicles that the Libyans use to capture migrants crossing the Mediterranean hoping for a better life. Efficient and brutal, the at-sea capture and internment of these migrants in prisons in and around Tripoli is what European Union officials hail as part of a successful partnership with Libya in their “humanitarian rescue” efforts across the Mediterranean. But the true intent of this joint campaign, according to many human rights advocates, legal experts and members of the European Parliament, is less to save migrants from trafficking or drowning than to stop them from reaching European shores.

An MSF crewmember watches a Libyan Coast Guard boat cut across the bow of a rescue ship (Ed Ou / Outlaw Ocean Project)

Though the Libyan Coast Guard routinely opens fire on migrant rafts, has been tied by the U.N. to human trafficking and murder and is now run by militias, it continues to draw strong E.U. support. Since at least 2017, the E.U., led by Italy, has trained and equipped the Libyan Coast Guard to serve as a proxy maritime force, whose central purpose is to stop migrants from reaching European shores. 

As part of a broader investigation, a reporter for The Outlaw Ocean joined a five-week stint on a Doctors Without Borders ship conducting at-sea search-and-rescue work on the Mediterranean looking to save the lives of migrants crossing the sea from Africa to Europe. The work is a life-or-death race. While the humanitarian ship tries to rescue migrants and take them to safety in Europe, the far faster, bigger and more aggressive Libyan Coast Guard ships try to get to them first so they can instead arrest them and return them to prisons in Libya. Europe has long denied playing an active role in this effort but the reporters filmed drones operated by Frontex, Europe’s border agency, that are used by Europe to alert the Libyans to the exact location of migrant rafts. 

“[Frontex] has never engaged in any direct cooperation with Libyan authorities.” the Frontex press office said in a statement, in response to requests for comment on the investigation. But a mounting body of evidence collected by European journalists and nongovernmental organizations suggested Frontex’s involvement with the Libyan authorities was neither accidental nor limited. In 2020, for instance, Lighthouse Reports, a Dutch nonprofit journalism organization, documented 20 instances in which Frontex aircraft were in the vicinity of migrant boats later captured by the Libyan Coast Guard. In a dozen of those cases, Lighthouse determined, Frontex was the first to identify the boats, meaning that under international law, it was obliged to notify not just the Libyan Coast Guard, but the nearest vessel — government or commercial — so that a rescue might be promptly undertaken.

Aside from the EU role in helping Libyan capture migrants at sea, the United Nations as well as humanitarian and human rights groups have roundly criticized European authorities for its role in creating and subsidizing a gulag of brutal migrant prisons in Libya. The EU has provided Libya with coast guard cutters, SUVs, and buses for moving captured migrants to prison.  

For the E.U., the challenge of how best to handle desperate migrants fleeing hardships in their native countries will only grow in coming years. Climate change is expected to displace 150 million people across the globe in the next 50 years. Rising seas, desertification, famine promises to drive desperate people to global north countries like the US and those in Europe, testing the moral character and political imagination of these wealthier nations.

These factors were especially palpable for Aliou Candé, who grew up on a farm near the remote village of Sintchan Demba Gaira, Guinea-Bissau, a place without many of the basics of plumbing or electricity. Candé had a reputation as a dogged worker, who avoided trouble of any kind. “People respected him,” his brother Jacaria said.

But the 28 year old would become a climate migrant— droughts in Guinea-Bissau had become more common and longer; flooding became more unpredictable and damaging; Candé’s crops—cassava, mangoes, and cashews—were failing and his children were hungry. Milk production from his cows was so meager, his children were allowed to drink it once a month. The shift in climate had made for more mosquitos, and with them more disease. He believed there was only one way to improve their conditions: to go to Europe. His brothers had done it. His family encouraged him to try. 

In the late summer of 2019, he set out for Europe with six hundred Euros. He told his wife he was not sure how long he’d be away, but he did his best to be optimistic. “I love you,” he told her, “and I’ll be back.” In January 2020, he arrived in Morocco, where he tried to pay for a passage on a boat to Spain, but learned that the price was three thousand Euros, much more than he had. 

Candé then headed to Libya, where he could book a cheaper raft to Italy. In February 2021, he and more than a hundred other migrants pushed off from the Libyan shore aboard an inflatable rubber raft. After their boat was detected by the Libyan Coast Guard, the migrants were taken back to land, loaded by armed guards into buses and trucks, and driven to Al Mabani, which is Arabic for “the buildings.”

Candé was not charged with a crime or allowed to speak to a lawyer, and he was given no indication of how long he’d be detained. In his first days there, he kept mostly to himself, submitting to the grim routines of the place. The prison is controlled by a militia that euphemistically calls itself the Public Security Agency, and its gunmen patrolled the hallways.

Cells were so crowded that the detainees had to sleep in shifts. In a special room, guards hung migrants upside from ceiling beams and beat them. In an audio message recorded on a hidden cell phone, Candé made a plea to his family to send the ransom for his release.

In the early hours of April 8, 2021, he was shot to death when the guards fired into a cellblock of detainees after a fight. His death went uninvestigated, his killer unpunished. Aliou Candé wound up buried in an overcrowded migrant cemetery in Tripoli, more than 2,000 miles from his family in Guinea-Bissau.

One month after Candé’s death, a team of four reporters traveled to Libya to investigate. Almost no Western journalists are permitted to enter Libya, but, with the help of an international aid group, they were granted visas.

Initially, Libyan officials said the team could visit Al Mabani, but after a week in Tripoli it became clear that this would not happen. So the journalists found a hidden spot on a side street, half-mile from the detention center, and launched a small drone. The drone made it to the facility unnoticed, and captured close-ups of the prison’s open courtyard. The team also interviewed dozens of migrants who had been imprisoned with Candé at the same detention center.

A week into the investigation, the lead reporter, speaking with his wife from his hotel room in Tripoli, heard a knock at the door. Upon opening it, he was confronted by a dozen armed men who stormed into the room. He was immediately forced to the ground, a gun pressed to his forehead, and a hood placed over his head. What followed was a violent assault. The journalist sustained broken ribs, facial injuries, and internal trauma after being kicked repeatedly.

Other members of the team - including an editor, photographer, and filmmaker - were also detained. The group was blindfolded, separated, and interrogated for hours at a time. Under Libyan law, authorities may detain foreign nationals indefinitely without formal charges.

The U.S. State Department became involved after the journalist's wife, who had heard the commotion over the phone, raised the alarm. American officials quickly identified the detaining authority and began negotiating for the team's release.

After six days in custody, the team was unexpectedly told they were free to leave. No formal charges were filed, and no official explanation for their detention was provided. They were lucky. The experience—deeply frightening but mercifully short—offered a glimpse into the world of indefinite detention in Libya.

With no explanation from the government, fanfare by aid groups, nor coverage by domestic or foreign media, Libya’s most notorious migrant prison, Al Mabani, officially closed on January 13, 2022. In its roughly 12-month lifespan, the prison became emblematic of the unaccountable nature of Libya’s broader detention system.

The quiet shuttering of Al Mabani shows the ever-shifting nature of incarceration in Libya and how such transience makes protection of detainees nearly impossible. Migrant detention centers open, close, and reopen from one week to the next. Detainees are moved with little tracking. Three thousand people are taken from one prison and, mysteriously, only 2,500 of them get off the bus at the next. It takes months for aid workers to get permission for regular visits to prisons like Al Mabani—only to have to start these negotiations over again when these detainees get to a newly created prison. The consequence: militias can, with confident impunity, disappear, torture and detain refugees indefinitely.

In the same month that Al Mabani was closed, the team behind the reporting presented details of their investigation to the European Parliament’s human rights committee, and outlined the E.U.’s extensive support to Libya’s migration control apparatus. European Commission representatives took issue with the reporters’ characterization of the crisis. “We are not funding the war against migrants,” said Rosamaria Gili, the Libya country director at the European External Action Service. “We are trying to instill a culture of human rights.”

And yet, just a week later, Henrike Trautmann, a representative of the European Commission, told lawmakers that the E.U. was going to provide five more vessels to the Libyan Coast Guard to bolster its ability to intercept migrants on the high seas.

“We know the Libyan context is far from optimal for this,” Trautmann conceded. “We think it’s still preferable to continue to support this than to leave them to their own devices.” 

Meanwhile, the flow of migrants across the Mediterranean continues. At least two thousand migrants died in 2024 while making this perilous passage, according to the UN, and, during the same period, the Libyan Coast Guard captured an additional twenty thousand that they brought back to prisons like Al Mabani in and around Tripoli. In February of this year, Libyan authorities held a training exercise with the EU border officials. 

The Trump administration has also taken note: in May, floating the idea of sending undocumented migrants from the US to Libya. The administration also held discussions in May with Libyan officials, according to NBC News, about permanently relocating up to a million Palestinians from the Gaza Strip to Libya. 

The status of both of those plans remains unclear.

Marcella Boehler is global publishing editor at The Outlaw Ocean Project, a non-profit journalism organization based in Washington D.C. that produces investigative stories about human rights, environment and labor concerns on the two thirds of the planet covered by water. Season Two of The Outlaw Ocean Project's podcast series may be found here

The opinions expressed herein are the author's and not necessarily those of The Maritime Executive











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First of Two Grounded Bulkers Cleared in Sweden’s Øresund Waterway

refloated bulker
Grounded bulker Ali Aykin was refloated and moved to port (Swedish Coast Guard)

Published Jun 5, 2025 12:16 PM by The Maritime Executive

 


The Swedish Coast Guard reports that the salvage operation to refloat the grounded bulker Ali Aykin was completed overnight between Wednesday, June 4 and Thursday, June 5. The vessel had been aground with the danger of an oil spill within sight of the Øresund Bridge since May 25 when it deviated from the shipping channel.

The 93-meter (305-bulker) which is owned by Turkish interested and sails under the flag of Saint Vincent and the Grenadines was outbound from Poland with a cargo of scrap metal when it left the fairway and grounded on the soft bottom of sand and stone near Klagshamn. The authorities highlight the investigation is still ongoing but have served notice and are detaining one crewmember on suspicion of gross negligence in maritime traffic. They also reported a crewmember was being investigated for drunkenness.

The Coast Guard feared an oil leak from the 69,000 liters of fuel oil aboard after a breach was discovered in one of the vessel’s ballast tanks. They reported the tank had flooded complicating salvage efforts. On June 3, the salvage company hired by the owners began offloading a portion of the cargo to an adjacent barge.

The vessel was refloated late on Wednesday night with the Coast Guard standing by in case of an oil spill or pollution. Three Coast Guard vessels supervised the operation while tugs worked to free the ship and accompanied it to port. It sailed under its own power reaching Malmö early Thursday where it was docked. The vessel will undergo a further inspection while prosecutors proceed with the investigation regarding the actions of the crew.

To the north also along the Øresund fairway another bulker, Meshka grounded on May 30 also after deviating out of the shipping lane. This bulker remains aground with 938,000 liters of fuel and lubricating oil aboard and the Coast Guard monitoring for pollution. A salvage company is working on a plan which must be approved by the Swedish authorities.

Sweden continues to investigate the circumstances of the second vessel’s grounding. The Coast Guard reports notice was also filed with one crewmember for gross negligence in navigation but unlike the crew of Ali Aykin the crew was tested for alcohol and there was no indication that it was involved in the grounding. The traffic control authority had warned the vessel it was out of the lane shortly before it grounded.
 

 

Video: Damaged Mexican Sail Training Ship Moved for Repairs

 Cuauhtémoc sail training ship
Cuauhtémoc being towed across New York's East River

Published Jun 6, 2025 12:51 PM by The Maritime Executive

 

 

The Mexican sail training ship Cuauhtémoc, which struck New York City’s Brooklyn Bridge on May 17, was moved this morning, June 6, to a shipyard to undergo further surveys and to begin repairs. The Mexican Navy announced it was the next part of a technical evaluation and the process to ensure the vessel once against sails as a symbol of Mexico.

The ship has remained docked at Manhattan’s Pier 36 not far from where it struck the bridge killing two sailors and injuring 19 others. There were 277 people aboard at the time. Mexico arranged to fly approximately 200 of the cadets and instructors home while keeping a crew of 77 aboard the vessel.

The NYC Emergency Management department coordinated the move which began around 0630 local time. City officials said relocating the vessel by tow through an active waterway required detailed planning. Working with the U.S. Coast Guard which established a safety zone, all vessel traffic on New York’s East River was ordered suspended for 90 minutes, including commuter ferries. 

 

 

Officials said the transfer time was selected and coordinated with the tide schedule. The East River has strong currents and the early morning was reported during the slack tide period so the vessel would encounter minimal resistance. The move was executed by several tugs and images show a platform alongside the vessel. Media reports said the majority of the crew aboard was going to leave the vessel and be bussed to Brooklyn. NYC reported the vessel arrived at 0735 at the GMD Shipyard at the Brooklyn Navy Yard.

The strong currents on the river are suspected to have contributed to the accident in which the Cuauhtémoc lost control resulting in it moving north on the river and striking the underside of the bridge. It had been in New York City since May 13 and it was a ceremonial departure on Saturday evening with the cadets manning the sails and spaced in the rigging and a large Mexican flag on the stern. The tops of all three masts were broken with cadets visible hanging from the safety harnesses. Initial reports later denied said some of the cadets had fallen into the river.

After being flow to Mexico, the cadets were given psychological evaluations and counseling and time off to visit with their families. They returned to the training program after a week’s leave. Media reports said they were returning to sea for the remainder of the training program aboard a Mexican Navy vessel. Their departure had been scheduled to coincide with Mexico’s Navy Day celebrations on June 1.

Cuauhtémoc had been scheduled to fuel in the Lower Manhattan Bay after its departure and then to sail for Iceland. The vessel was to make a tour of European ports. It was to return to Mexico in November with a stop in Barbados on the return leg of its journey. Built in 1982 as a modern replica of the traditional sailing ships, the vessel is 297 feet in length and is used for training cadets and goodwill missions.  

 

UK Proposes New Port Reforms to Aid Development and Investment

Tyne UK
UK goverment seeks to encourage port develop such such as the $1 billion planned for infrastructure in Tyne (file phot0)

Published Jun 6, 2025 8:19 PM by The Maritime Executive

 


The UK government presented a new set of proposed reforms to align its port sector for future growth. Maritime Minister Mike Kane presented to parliament on Wednesday, June 4, a draft of an amended national policy statement for ports (NPSP), and launched a public consultation which will close on July 29 for the plan document.

The government wants a review current of the NPSP which was adopted in 2012 highlighting that new infrastructure priorities are arising in ports across the UK. The proposed revisions aim to streamline the planning process for ports and expedite the approval processes. This will include clearly outlining the existing needs for port facilities and how to design applications to meet the latest requirements to avoid process delays.

One example offered for the updated proposal will more clearly outline how ports can meet obligations on noise and emissions, increasing the likelihood of achieving planning approvals and saving time and money. Greater clarity, fewer delays, and reduced costs will give ports the confidence they need to expand, emphasized the Department for Transport.

These plans tie in with wider reforms, including the Planning and Infrastructure Bill, and will see ports going further and faster with commercial projects. The reforms are coming at a time when the UK is investing in infrastructure upgrades in its major ports.

Last month, the UK announced a $47 million investment in the Port of Liverpool to develop a new deep-water terminal. Another $1 billion is being invested in the Port of Tyne to develop state-of-the-art infrastructure.

“A refreshed ports policy statement is welcome recognition from the government of the value of port development and expansion to the UK’s future prosperity. We hope it will speed up planning processes, delivering on shared industry and government economic growth ambitions,” said Richard Ballantyne, Chief Executive of the British Ports Association (BPA).

Last year, BPA warned that delays in approving port infrastructure upgrades put billions of pounds of investment at risk. The association, whose members own and operate ports in the UK, complained of the slow process of getting project approvals. In some cases, ports had to wait for almost four years for approvals. 

Alongside the proposals, the government also published the UK’s port freight demand forecasts, revealing the need for long-term planning for the shipping sector. The forecast covers the years 2024 to 2050. It projects that UK port traffic will grow by 1.2 percent by 2035 and 7.8 percent by 2050. That represents an increase from 420.6 million tons in 2023 to 425.8 million tons in 2035 and to 453.5 million tons in 2050.

The growth will mostly be driven by ro-ro cargo, containers, and dry bulk freight. However, liquid bulk traffic is forecast to significantly decrease, by 63.3 percent, from 169.3 million tons in 2023 to 62.1 million tons in 2050. The decrease is likely to come from the net zero transition affecting crude oil and oil products. 
 

 

Report: USCG Suspends Construction on Two More Cutters

USCG cutter after launch
USCG Argus was launched in 2023 and is nearing delivery (Eastern Shipbuilding)

Published Jun 6, 2025 4:22 PM by The Maritime Executive

 


The U.S. Coast Guard, which has been struggling with its new ship efforts, has reportedly placed a temporary stop work order on two cutters under construction in its Heritage-class Offshore Patrol Class. Reports of the pause come a day after the Department of Homeland Security announced it had canceled a contract for another cutter in its Legend-class national security cutter and the Department has promised to overhaul the operations of the USCG under its Force Design 2028 project.

News of the pause was reported by Defense Daily which wrote that work on the third and fourth vessels underway at Eastern Shipbuilding is being delayed as issues regarding funding and delays in the timing of the program are underway. Work on the third cutter, to be named, Ingham, has been underway since mid-2022 when the keel was laid, and steel cutting is underway for number four, USCG Rush.

“We share a common goal with the U.S. Coast Guard—to deliver the Offshore Patrol Cutters as quickly and efficiently as possible,” Joey D’Isernia, CEO of Eastern Shipbuilding Group told The Maritime Executive. “We are actively working to reach an agreement that ensures the program is properly funded and can move forward without further delay. System light-offs on Hull 1 are currently underway, and despite the unprecedented challenges we’ve faced, we remain confident that our incredible workforce represents the most capable and reliable team to complete these vital national security assets.”

The Heritage-class has been highlighted as a key component of the future USCG operations. Planning for the vessels began more than a decade ago with the USCG calling the vessels “one of its highest investment priorities.” The vessels which are to be 360 feet in length with a top speed of 22.5 knots are designed to bridge the capabilities of the 418-foot national security cutters, which patrol the open ocean, and the 154-foot fast response cutters, which serve closer to shore. The Heritage-class is needed to replace the 270-foot and 210-foot medium endurance cutters that are approximately 30 and 50 years old.

The Coast Guard awarded the first preliminary design contract to three yards in 2014 and in 2016 selected the design from Eastern Shipbuilding saying it anticipated the first cutter would be delivered in 2021. However, the first steel was not cut till early 2019 and the keel was approved in 2020 followed by work starting on the second and third cutters and steel cutting for the fourth. Eastern launched the first cutter, USCG Argus, on October 27, 2023.

The second phase of the program was awarded in July 2022 with Austal contracted for one cutter and options for up to 10 more. Production on the first of the Austal-built cutters was started in August 2024 with the Coast Guard saying it would be delivered in 2027. The Coast Guard has said its goal is to build 25 Heritage-class cutters.

Congress and the Government Accountability Office have been highly critical of USCG and its management of the shipbuilding programs, and in particular the OPC and the Polar Security Cutter. Anxious to get the programs into production, GAO highlighted efforts to push the programs into construction before designs were completed, multiple design changes, and change orders to the contracts. It has resulted in delays to both programs and cost increases. Eastern was also challenged by extensive damage in the Panama City area of Florida by a Category 5 hurricane that hit the area as the program was getting started. The COVID-19 pandemic also impacted the program and contributed to coast increases.

Hours after Donald Trump took office in January, the Commandant of the U.S. Coast Guard Admiral Linda Fagan, was dismissed. Reports cited a failure of leadership on a range of issues including the problems in the shipbuilding programs. Recently, Secretary of Homeland Security Kristi Noem outlined the Force Design 28 program that calls for fundamentally overhauling the U.S. Coast Guard.

Homeland Security is moving forward with its efforts announcing yesterday that it has agreed with HII to cancel construction for the eleventh Legend-class cutter which was under construction at Ingalls in Mississippi. Parts from the program will be used instead for maintenance of the existing 10 vessels of the class.

USCG is in critical need of the new vessels to replace and upgrade its aging fleet. Congress has promised to address the under-funding issues in the shipbuilding programs while it has also demanded improvement to the programs and addressing issues such as the design problems that have plagued and delayed construction.

 

North Korea Reports Destroyer That Capsized During Launch is Now at Berth

North Korean destroyer
North Korea commissioned what believed to be a sister ship in April (KCNA photo)

Published Jun 6, 2025 11:35 AM by The Maritime Executive

 

 

The Korean Central News Agency (KCNA) reported the destroyer that was damaged in a failed launch just over two weeks ago has been successfully launched and moved to a berth. While saying the 5,000-ton vessel requires re-examination, they are predicting the vessel will be fully repaired by the end of the month when the Central Committee of the Party convenes for its 12th plenary session.

“The next stage of detailed restoration work will be carried out at the dry dock of the Rajin Ship Repair Plant, and the work period is expected to be 7 to 10 days,” reports KCNA. They said the next phase would begin after the experts complete a re-examination of the overall condition of the destroyer’s hull. They reported the balance had been restored at the beginning of June and the vessel moved to a dock by the afternoon of June 5.

KCNA has repeatedly asserted that the damage was less than originally reported and that the vessel would be quickly repaired. The official report was that the detailed underwater and internal inspection found no “crater,” but that the starboard side of the hull was “scratched and a certain amount of seawater had flooded into the structural passage in the stern.”

Experts had estimated that it would take two to three days to pump out the seawater from the flooded compartment and then 10 days to restore balance to the ship. Independent analysts reported the vessel was being pulled upright with tethers and floating balloons.

The vessel tipped over on May 21 during the launch ceremony at the Cheongjin Shipyard. North Korean leader Kim Jong Un was on hand and angrily announced “This accident has brought down the dignity and pride of our country in an instant,” reported KCNA.  The accident was called “an unacceptable criminal act,” with KCNA announcing that “those responsible can never cover up their crimes.”

The official account said it was due to “immature command and carelessness in the operation,” that caused the parallel movement not to be regulated. The stern was released first, which they said stranded the ship and caused it to lose balance.

KCNA announced on May 26 the arrest of Ri Hyong-son, deputy director of the Munitions Industry Department, saying he was largely responsible for the serious accident. The previous day it had reported the arrest of the chief engineer of Cheongjin Shipyard, Kang Jeong-cheol, the head of the shipbuilding assembly shop, Han Gyeong-hak, and the administrative manager, Kim Yong-hak. Hong Gil-ho, manager of Cheongjin Shipyard, had also been summoned to the judicial authorities.

 

Maryland Issues Final Permit for Construction of Offshore Wind Farm

offshore wind farm
Maryland issued the final approval for a large offshore wind farm (file photo)

Published Jun 6, 2025 7:04 PM by The Maritime Executive

 


Maryland’s Department of the Environment, Air, and Radiation Administration issued the final necessary approval to permit the start of construction of US Wind’s proposed offshore wind farm. The large project has received all the necessary state and local permits, but it still faces local opposition and the potential that the Trump administration could object to the approvals issued at the end of the Biden administration.

US Wind highlights it has been in review and permitting for the past four years with an arduous and thorough process of reviews. It gained approvals in 2024 from Maryland, the National Marine Fisheries Service, and in December 2024 the Bureau of Ocean Energy Management signed off on the Construction and Operation Plan for the full site. Today’s approval from Maryland is for air quality permits for the construction and operation of Maryland Offshore Wind.

US Wind, which is a partnership between investors of funds managed by Apollo Global Management and Italy’s Renexia, acquired its lease for 80,000 acres from the federal government in 2014. It proposes to build in two phases a total project with up to a total of 114 wind turbines generating between 1.8 and 2 GW of power. The project also includes four offshore substation platforms, one meteorological tower, and up to four offshore export cable corridors. 

It would be located between Maryland and Delaware approximately 10 miles offshore from Ocean City, Maryland a popular tourist and vacation destination. Ocean City has opposed the project on the grounds that it would be a negative for the tourist industry as well as potentially ocean fishing. Residents in Delaware have opposed the plan to bring a cable ashore in that state.

While Trump has adamantly opposes offshore wind, the Maryland project has not drawn the same attention as New Jersey where the administration withdrew a federal air quality permit. In New York,  Interior Secretary Doug Burgum withdrew federal permits for over a month on the already under construction Empire Wind project. 

Burgum alleged that the permit for Empire Wind had been rushed by the Biden administration despite the approvals having been issued in February 2024. US Wind’s approval came from BOEM in December 2024 after the presidential election. At the time, the Biden administration highlighted it was the nation’s tenth commercial-scale offshore wind project to be approved.

US Wind has all the approvals required to begin construction of its project although there continue to be pending legal cases objecting to the approvals. Maryland law also provides for an appeal of today’s approval which could trigger a judicial review. A potential appeal, which is likely from the opponents of the project and offshore wind in general, must be filed in Maryland by July 14.

Jeff Grybowski, CEO of US Wind said in a statement issued to Maryland media that the company was pleased to have secured the final permit from Maryland. He emphasized the benefits of the project and said they look forward to continued engagement with the state as they work to bring the project online.