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)
Wednesday, October 01, 2025
US Navy Logistics Ship Arrives in Korea for Maintenance at Hyundai Yard
USNS Alan Shepard is the first MRO contract for HD Hyundai as it loosk to grow this business (Hyundai)
The first U.S. Military Sealift Command support ship has arrived at the HD Hyundai shipyard in South Korea for maintenance. It is the first U.S. MRO (Maintenance, Repair, and Overhaul) assignment for Korea’s largest shipbuilder and part of its strategy to expand repair work and to support the United States.
Hyundai Heavy Industries reported in August that it had won the repair assignment for the USNS Alan Shepard, a 41,000-ton displacement Lewis and Clark-class dry cargo ship that entered service in 2007. It is currently assigned to the U.S. Navy’s 7th Fleet for replenishment.
Hyundai reports the vessel recently arrived at the Yeompo Pier near HD Hyundai Mipo in Ulsan, and starting today, September 30, the maintenance work is fully kicking off. They report the project entails propeller cleaning, various tank maintenance, and safety and equipment inspections. The ship is scheduled to be delivered back to the MSC at the end of the year.
The shipbuilder had reported last year that it qualified for MRO contracts and had entered into agreements permitting it to bid for contracts. However, the yards were busy with construction work, and Hyundai reportedly lost the bidding for a prior contract. Competitor Hanwha Ocean won two MRO contracts in 2024 and reported a third this year.
HD Hyundai said the arrival of Alan Shepard marked the start of its full-scale maintenance and repair operations. It looks to grow this segment and noted that after the planned merger between HD Hyundai Heavy Industries and Hyundai Mipo that it looks to expand its international business. The company highlights that it has been providing MRO services to the Philippines since 2022 as part of a contract to build patrol ships for the Philippine Navy.
The company also looks to take a leadership role in Korea’s Make American Shipbuilding Great Again program. It has already announced partnership agreements with Huntington Ingalls (HII), and for commercial shipbuilding, it will be working with ECO Edison Chouest Offshore. The company has also said it was exploring the possibilities of acquiring a shipyard in the United State
U.S. Coast Guard Orders First New River Buoy Tender From Birdon
The new series is much-needed to recapitalize an aging fleet
The U.S. Coast Guard is moving quickly to capitalize on the massive supply of cash for shipbuilding and repair work that it received in the One Big Beautiful Bill Act. It has finalized orders for more Offshore Patrol Cutters and Fast Response Cutters, commissioned major upgrades at several bases, and is investing to expand its aircraft fleet. On Monday, the service announced that it has put in orders for more Waterways Commerce Cutters, the new inland "black hull" working vessels that will replace aging boats (up to 80 years old) in the service's riverine fleet.
The Coast Guard has ordered the start of production for the first river buoy tender in the series, plus the long lead time materials needed for the second inland construction tender. It has also put in an order for three more sets of long lead time materials for future orders. All told, the new contracts for shipbuilder Birdon America come to about $110 million, including $51 million from the One Big Beautiful Bill Act.
The two vessel types have much in common, but serve different tasks. The construction tenders are fitted out for pile driving, tower erection and structural repairs for fixed ATON. The buoy tenders are designed for setting and relocating buoys, and can also be used to maintain fixed lights and daybeacons. Both are covered by the same procurement contract, as they are structurally similar. The need is significant: the average age of the current fleet is about 60 years, and there are more than 28,000 ATON units to service on the inland waterways.
“Our nation’s marine transportation system facilitates over $5.4 trillion in economic activity every year and supports millions of jobs throughout the United States,” said Rear Adm. Mike Campbell, the Coast Guard's Director of Systems Integration and Chief Acquisition Officer. “Putting new waterways commerce cutters on contract ensures we have the capabilities needed to support the safe and efficient flow of commerce in our inland waterways systems.”
Report: After Review, AUKUS Submarine Sales Will Go Forward
The Virginia-class attack sub USS Hyman G. Rickover under way, 2023 (USN file image)
The AUKUS submarine pact between the United States, Australia and the UK has survived a Pentagon review, according to Nikkei Asia. After careful scrutiny of the Biden-era agreement, the Trump administration will continue with a planned sale of three attack submarines to the Royal Australian Navy, with the first delivery in 2032. According to Nikkei's sources, the pact will be approved before Australian Prime Minister Anthony Albanese visits Washington on October 20. The administration has not formally confirmed the report.
The overall program is worth billions of dollars for Electric Boat and Huntington Ingalls Newport News, as well as their suppliers and subcontractors in the submarine industrial base. As of 2023, the initial plan called for the U.S. to sell Australia two secondhand Block IV Virginia-class attack submarines from U.S. Navy inventory in 2032 and 2035, plus one more new Block VII hull in 2038. The deal calls for up to five hulls in total, and Australia made the first $500 million down payment on that plan in March 2025. Each new Virginia-class boat is worth $3 billion, and climbing.
In addition to revenue for the defense industrial base, the sale would have value for the U.S. Navy: it would be accompanied by new basing and repair arrangements for U.S. submarines in Western Australia, and a subtle expectation that the Australian subs could be called upon to help in the event of a future conflict.
The downside of the arrangement is in the additional pressure it would create for the U.S. Navy's submarine supply chain. The Virginia-class and Columbia-class sub programs are mission-critical for the U.S. Navy, and the two yards that build these subs - GD Electric Boat and HII Newport News - are already behind schedule and over budget. If the submarine industrial base could not build AUKUS program boats on time, it could slow U.S. Navy fleet growth. Parts availability could also be strained by the addition of the Australian orders, both for new construction and for maintenance - a critical challenge.
In June, the Financial Times reported that the Pentagon had appointed undersecretary of defense for policy Elbridge Colby to review the AUKUS program. At the time, the department confirmed that a review was under way "as part of ensuring that this initiative of the [Biden] Administration is aligned with the President’s America First agenda."
A Pentagon spokesperson told the Guardian on Tuesday that the review was still under way and that no decision had been made, contrary to Nikkei's report of a green light. Senior Australian officials also suggested that the review was still in progress, but expressed confidence that it would ultimately be approved.
PHILIPPINES
Subic Bay Regains its Importance as a Forward Base
Cruise missile submarine USS Ohio arrives at Subic Bay, September 23 (USN)
Subic Bay was once a key strategic facility for the U.S. Navy, and may soon be again: the service is ramping up plans for forward equipment storage and repair capacity in and around the area, preparing the sheltered anchorage for wartime use if the need ever arises.
After its liberation from the Japanese near the end of WWII, Subic Bay became a major U.S. military base. It grew throughout the Cold War, and it provided a major staging point during the war in Vietnam. At one point, it handled more fuel oil and more duty-free retail volume than any other naval facility in the world, a measurement of its importance for supporting personnel and vessel operations near the theater. But in 1991, after the U.S. and Philippine governments failed to agree on financial terms for a lease renewal, the base closed; with the Cold War and its military usefulness over, it became a commercial free zone under Philippine control, and the U.S. Navy withdrew to other bases in Guam, Okinawa and Yokosuka.
Busy piers at Naval Station Subic Bay, 1981 (USN)
With China's expansionist ambitions on the rise in the South China Sea and Taiwan Strait, Subic Bay is strategic once again. This defensible and well-equipped harbor is positioned within easy reach of contested waters: it lies about 300 nautical miles south of the Strait of Luzon and 300 nautical miles northeast of the Spratly Islands. For a destroyer at flank speed, that is less than a 10-hour commute to and from the battle zone for repairs, refueling, and vertical reloading of VLS missile cells - a task that requires sheltered-water surface conditions.
The Navy and Marine Corps both have an interest in Subic Bay for their basing needs. A new solicitation - first reported by USNI - requests proposals for a 270,000 square foot (six acre) warehouse and shop facility within the Subic Bay free zone. The giant building must be climate controlled, and will be used for "storage and maintenance of vehicles and vehicle equipment." The Marine Corps already has a 57,000 square foot storage warehouse in Subic Bay, and the RFP calls for real estate options close to this existing site.
The added storage and repair capacity would support a heightened American presence in the Philippines, including near-constant training rotations and joint exercises. As China ramps up its activities in nearby waters, Subic Bay also supports an increased U.S. Navy and Coast Guard presence. Just last week, the cruise missile sub USS Ohio (SSGN-726) made a rare appearance in Subic Bay to rendezvous with the USS Frank Cable, one of the service's two remaining sub tenders.
The SSGNs carry more than 150 Tomahawk missiles each, plus lockout chambers for use by special forces divers. They have been tested on covert and overt missions for decades: one of the four vessels in the class, USS Florida, played a role in the successful foreign intervention in Libya in 2011, which culminated in regime change. Given the SSGNs' deep magazine, stealth and general warfighting utility, the disclosure of their location is often viewed as geopolitical signaling, as seen before in the Mideast.
China Amends Maritime Regulations Ahead of USTR Fee Implementation
China's COSCO and OOCL dockedi n Port of Long Beach (Port of Long Beach file photo)
Just two weeks ahead of the scheduled start of the U.S. Trade Representative’s plan to impose fees on Chinese-built, owned, or operated vessels calling at U.S. ports, the Chinese government announced changes to its 2001 International Maritime Transport Regulations. While it is the fifth time the regulations have been updated in the past 24 years, it is widely seen as a response to the U.S. fees and a further complication in the international trade talks.
Chinese officials have repeatedly said they would respond to actions that threaten Chinese trade. Xinhua, the Chinese state news agency, announced that Chinese Premier Li Qiang immediately signed a decree from the State Council on September 28. Among the changes are the ability to take “countermeasures against countries that impose of support discriminatory bans, restrictions, or similar measures targeting Chinese operators, vessels, or crew engaged in international maritime transport and related services.”
The text of the decree posted to the Chinese government website reads, “If any country or region adopts, assists or supports the adoption of discriminatory prohibitions, restrictions or other similar measures against operators, ships or crew members of the People’s Republic of China engaged in international maritime transport and its ancillary services, the government of the People’s Republic of China shall, unless relevant treaties and agreements can provide sufficient and effective remedies.”
China says its actions could include charging special fees to ships of that country or region berthing at Chinese ports, prohibiting and or restricting ships of that country or region from entering or leaving Chinese ports. It could also prohibit or restrict organizations and individuals of that country or region from obtaining data and information related to China’s international maritime transport, and operating international maritime transport and its ancillary services entering and leaving Chinese ports.
Another provision requires international shipping operators to submit information “such as the operator's name, place of registration, contact information, platform service agreement, and shipping transaction rules to the transportation department of the State Council.” The revised decree also provides the power to charge a fee of between approximately $2,800 and $14,000 if a company does not provide the required information. It further establishes that “if the circumstances are serious, it shall be ordered to cease conducting relevant business."
The U.S. Trade Representative released is April its plan to impose fees in response to a complaint from five unions that asserted China was unfairly dominating shipbuilding and maritime trade. Finding that China had unfair business practices, the U.S. said it would impose fees on Chinese-flagged operators calling in the U.S., ships owned by Chinese investors, and ships built by Chinese shipyards. Other parts of the fee proposal target Chinese-made port cargo cranes, international car and vehicle carriers regardless of their nationality, and the U.S. LNG export trade.
The moves are part of a series of consequential initiatives all expected to reach decision points during October. Experts, however, point out that the U.S. is yet to finalize the rules, respond to industry questions, and formalize the plan for the collection of the fees. The USTR and Customs and Border Protection (CBP) are expected to release documentation ahead of the October 14 scheduled start of the fees.
China’s state carrier COSCO Shipping and its subsidiary OOCL have admitted that the fees would impact their business but have said they remain committed to their operations. Many international carriers, including MSC, Maersk, CMA CGM, ONE, have all said they would be adjusting deployments and expected to avoid most of the fees. Investors and vessel owners/operators are considering other responses as greater clarity emerges on the fee structure and the potential for legal challenges remains, although none have yet been filed.
Op-Ed: Green Shipping Requires Giga-Scale Projects and Regulatory Certainty
A wind farm near the remote town of Denham, Western Australia. Giga-scale projects would be far larger and geared for global markets (Chris Gordon / iStock)
The shipping industry stands at a decisive moment. The International Maritime Organization (IMO) has already committed to reaching net-zero emissions by or around 2050, with interim targets for 2030 and 2040. These milestones demand rapid transformation of a sector that currently contributes almost three percent of global greenhouse gas emissions. The upcoming vote at the IMO in October will determine whether the industry gains the clear framework it needs to accelerate its energy transition, or whether uncertainty continues to slow progress.
Pilot projects and small-scale demonstrations have played a useful role in testing new technologies, but they cannot deliver the volumes of affordable green fuels required to decarbonize the global fleet. Only giga-scale projects can provide the speed, cost reductions and reliability needed to meet the IMO’s ambitious goals. At InterContinental Energy, we see mega-projects, supported by predictable regulation and industry-wide partnerships, as the only credible path to define the next chapter of maritime decarbonization.
The Case for Scale
The shipping sector requires an entirely new fuel system at a global level. Unlike other industries that can decarbonize incrementally, maritime must transition to fuels that can power vessels across international waters, be available in every port, and be produced competitively enough to rival fossil fuels. This transformation cannot be achieved through scattered initiatives.
Giga-scale renewable energy hubs provide a credible pathway. Projects like InterContinental Energy’s Western Green Energy Hub (WGEH) in Western Australia demonstrate what is possible. At full build-out, WGEH will produce up to 28 million tonnes of green ammonia per year, enough to displace a significant proportion of today’s marine fuel demand. Even its first phase, expected in the early 2030s, will deliver two million tonnes annually. By then, production costs are expected to fall below $650 per tonne, making green ammonia competitive with fossil-derived fuels - but only if the right regulatory framework is in place to unlock demand and investment.
The economics hinge on size. Like the oil and gas industry, large renewable projects can tap resource basins to maximize efficiency. InterContinental Energy’s project locations in coastal deserts combine world-class wind and solar profiles, with windy nights and sunny days creating a near-continuous energy supply for hydrogen electrolyzers. This natural complementarity reduces intermittency and enables cost-effective, large-scale production of green fuels. For shipping, this means green fuels can reach the market more quickly and expand in line with demand.
Among the potential fuels, green ammonia stands out as one of the most viable options for deep-sea shipping. While its volumetric energy density is lower than conventional marine fuels, it is relatively straightforward to store and transport at scale. Crucially, ammonia can be produced directly from renewable hydrogen, meaning both fuels are part of the same value chain. It is energy-rich enough to power long-haul voyages, scalable from abundant renewable resources, and avoids the land-use and food security concerns associated with biofuels. Momentum is already building, with ammonia-ready vessels entering the global fleet and ports beginning to plan bunkering facilities.
Building the Ecosystem
Fuel producers alone cannot deliver maritime decarbonization. Ports, shipbuilders, engine manufacturers, financial institutions and training providers must all evolve in parallel. Infrastructure for bunkering and handling new fuels needs to be developed. Shipyards must deliver dual-fuel and ammonia-ready engines. Investors must provide capital through long-term contracts. Seafarers must be trained to handle alternative fuels safely.
Encouraging signs of collaboration are emerging. Some shipping companies are committing to offtake agreements, a vital step in enabling mega-projects to reach final investment decision (FID). Ports across Europe, the Middle East and Asia are mapping future fuel requirements, and classification societies are establishing safety standards for ammonia handling. Yet more must be done. Without stronger demand signals from the shipping sector, companies risk missing the opportunity to secure competitively priced green fuels, leaving other industries to move ahead.
Timing is also critical. Infrastructure must be available when shipping needs it, not years later. That means building ahead of demand. InterContinental Energy’s projects are already progressing through environmental approvals, with phased development designed to align with the IMO’s milestones. If the industry waits until demand is guaranteed, it will be too late to meet the 2030 and 2040 targets. Forward planning is essential, even when the commercial case is not yet fully visible.
Regulatory Certainty as the Catalyst
The decisive factor in unlocking this transformation is regulatory certainty. Shipping is a global industry that relies on clear and enforceable international rules. For decades, the IMO has provided the level playing field necessary for trade. It must now provide the same clarity for decarbonization.
Earlier this year, the IMO adopted a revised strategy at MEPC 83, but the vote on mid-term measures in October will be decisive. This package, which could include fuel standards and carbon pricing mechanisms, has the potential to unlock investment across the sector. A robust framework will give shipowners, ports and fuel producers the confidence to commit to the large-scale infrastructure required. Without it, uncertainty will delay capital flows, slow down deployment and risk derailing progress toward net zero.
With regulatory clarity, however, the industry can move decisively. Developers can advance giga-projects, investors can commit capital, and shipowners can plan vessel renewals knowing that alternative fuels will be available at competitive prices. The October vote is not simply a policy milestone; it is the catalyst for the entire ecosystem to accelerate.
A Call to Action
The shipping industry has no margin for delay. Giga-scale, modular renewable projects can deliver affordable fuels at scale. Partnerships across the ecosystem can align supply and demand. Regulatory clarity from the IMO can unlock the confidence needed to act with speed and conviction.
Maritime leaders now face a responsibility and an opportunity. They must support the IMO’s vote in October, advocate for ambitious regulatory measures, and commit to offtake agreements that will bring giga-projects from vision to reality. They must also champion collaboration across the value chain, ensuring that ships, ports, fuels and finance evolve together.
The future of shipping will not be defined by incremental improvements but by decisive choices. Scale, certainty and collective action are the keys to success. The time to act is now, and the industry must seize this moment to lead the global energy transition.
Isabelle Ireland is Head of Corporate Operations at InterContinental Energy.
The opinions expressed herein are the author's and not necessarily those of The Maritime Executive.
Samsung Heavy Industries Partners with India’s Swan as it Builds Network
Swan's yard in northwest India has the country's largest dry dock (Swan Defence & Heavy Industries)
South Korea’s Samsung Heavy Industries (SHI) and India’s Swan Defence and Heavy Industries have entered into a “shipbuilding and marine business cooperation” agreement. It comes as India is pursuing its strategy to become a global competitor in shipbuilding, and SHI continues to build its international capabilities.
Through the collaboration, Samsung Heavy Industries reports it plans to secure a production bridgehead in India. The companies plan to cooperate in the areas of new ship design, procurement, and production management. The yard is targeting both commercial and defense shipbuilding, but also has capabilities for large marine constructions, including offshore platforms.
Swan is the relaunch of the former Reliance Naval and Engineering Limited, and reports that it is India’s largest shipyard. The company was started in 1997 as the Pipavav Shipyard, and owned from 2015 to 2020 by the Indian conglomerate Reliance Group. The yard was closed by a bankruptcy but restarted in 2022 and was renamed Swan in 2025.
It reports it has the largest dry dock in India, measuring 662 x 65 meters (2,172 x 213 feet), which it says gives it the capability to build ships up to 400,000 dwt. SHI cites the opportunity to build very large crude carriers (VLCCs) at the yard. Swan reports that historically it has delivered 18 vessels, including 74,500 dwt Panamax vessels and Offshore Support Vessels, among others. The shipyard has also designed and constructed Naval Offshore Patrol Vessels (NOPVs) and a Coast Guard Training Ship (CGTS). It also has a dedicated yard for the construction and load out of large offshore platforms and constructions up to 10,000 tons.
In July this year, as part of its revitalization, it also announced a ship repair operation. The yard is located in Gukarat in northwestern India, which the company says positions it close to major trade routes.
Swan is positioning to play a major role in the government’s plans to expand Indian shipbuilding. Last year, the government approved a plan to invest more than $8 billion to support the growth of the industry. India’s goal is to become a top-five global shipbuilding country.
The government looks to develop greenfield projects with shipbuilding clusters. The country’s major yards are also working to expand their capabilities through partnerships. HD Hyundai entered into a partnership agreement with India’s Couchin Shipyard in July to expand shipbuilding activities.
The leading South Korean companies are working to build networks, expand capacity, and lower their costs. Samsung Heavy Industries formed a partnership in China in 2024 and, earlier this year, formed a partnership with Oregon-based Vigor Marine Group.
Vancouver, B.C. Sees Record First Half Volume as Canada Grows Exports Beyond U.S.
Vancouver reported strong growth as Canada expands its overseas trade (Fraser Vancouver Port Authority)
The Port of Vancouver in British Columbia is already Canada’s largest port, and as the country looks to expand trade with Asia, the port is handling record volumes. The Vancouver Fraser Port Authority reports it handled a record 85 million metric tons of cargo in the first half of 2025 as the country expands its trade beyond the U.S.
“Canadians and their businesses depend on the Port of Vancouver to buy and sell the products they manufacture, farm, mine, and stock their shelves with,” said Peter Xotta, President and CEO of the Vancouver Fraser Port Authority. He notes as Canadians navigate a moment in time like no other, “The Port of Vancouver has a critical role to play in meeting the moment as Canadian businesses seek to sell more of their products to more customers outside of the U.S.”
With Canada caught in tariff disputes with the Trump administration, the port notes it saw delivering vast quantities of made-in-Canada grain, energy, and fertilizer exports. The port’s mid-year cargo statistics show a 13 percent increase in cargo moved between January and June 2025, compared to the same six-month period last year. Port of Vancouver terminals handled nearly 20% more international trade than a year ago, with Xotta highlighting that more than 80 percent of the trade through the Port of Vancouver is Canadian trade with countries other than the U.S.
Bulk exports of Canadian commodities were strong in the first half of the year, including record volumes of crude oil exports (up 365 percent), and robust volumes of canola oil (up 72 percent), grain, and potash exports from Manitoba, Saskatchewan, and Alberta. Approximately 60 percent of the record energy volumes went to China, while other markets, including the U.S., South Korea, Singapore, and Japan, all surpassed their full-year 2024 volumes early in the first half of 2025.
The Port of Vancouver’s four container terminals moved 1.88 million TEUs during the first half of 2025, with mid-year volume growth of 6 percent driven largely by Canadian trade. It was the second-highest volume of containers moved at mid-year, after 2021’s record of 1.94 million TEU.
The port authority highlights that it is also continuing to work closely with industry and government to plan and deliver investment in the gateway to boost reliability and capacity. Among the major projects are the Roberts Bank Terminal 2.
These record volumes come as Canada continues to step up its efforts to move away from the U.S., which was its largest customer, and expand international opportunities. Beyond the growth reported for the operations in Vancouver, Canada also saw the opening of its first LNG export terminal at mid-year. It is the first major export terminal from North America on the Pacific coast and looks to build a large trade with Asia, offering significant advantages of U.S. LNG, which comes from the Gulf Coast and has to transit the Panama Canal.
Port of Long Beach Recovery Completed and Containership Departs
Last containers were covered and the Mississippi has been offloaded and now departed (Port of Long Beach)
The recovery from the container collapse at the Port of Long Beach has been completed, and the safety restrictions have been lifted. The containership Mississippi has also departed the port on its way back to Asia, bringing to a close the incident after 18 days.
“This was an extremely rare event that required a complex and unique salvage operation,” said Michael Goldschmidt, Port of Long Beach incident commander for the Pier G Container Incident response. “We are grateful to the Coast Guard, vessel managers, salvage teams, and the highly skilled ILWU workers for expediting a safe and speedy return to normal operations.”
A total of 95 containers that fell overboard from the Mississippi at Pier G were recovered in and around the Port of Long Beach. The count, which was originally estimated at 67 and later increased to 75 boxes, increased as they discovered that some units were crushed, submerged, or hidden from view in the nearby boat basin. In the hours after the collapse, they have corralled the boxes and pushed some of them into the basin.
They reported that the efforts employed side-scan sonar and remotely operated vehicles to locate submerged containers. Dive teams were also used to inspect the bottom of the Mississippi and assist in recovering containers around the vessel. After the stacks had been offloaded from the vessel, a tug, pilot vessels, and line handlers were used to reposition the vessel to access containers trapped beneath the bottom of the Mississippi.
The port reduced the safety zone to 100 yards from the originally 500 yards, and then, as of Friday afternoon, September 26, the safety zone was removed. The USCG reports a total of 142 vessel transits were authorized during the salvage operations phase of the response to ensure continued operations in the busy port.
Photos from Friday also showed the Mississippi, which has a capacity of approximately 5,500 TEU, had been fully offloaded. Two of the stacks had been destabilized during the collapse. Boxes were askew on the vessel, and others were hanging over the side or resting on the emission control barge, which was alongside on September 9 when the collapse occurred.
Mississippi departed Port of Long Beach on September 27. Her AIS signal shows she is heading to Cai Mep in Vietnam.
The authorities have not commented on what might have caused the collapse. The U.S. Coast Guard and the National Transportation Safety Board are investigating the incident.
Greece’s $680 Million Investment Plan to Upgrade Ports
A ropax ferry at the port of Chios (OguzMeric / iStock)
The Greek government has confirmed a $680 million investment plan to modernize the country’s port infrastructure. Speaking at an infrastructure conference in Athens last week, the Greek Deputy Maritime Affairs Minister Stefanos Gkikas said that the port upgrade program will focus on Greece’s island ports.
“The upgrade is a basic priority so that islands acquire equal terms of competitiveness with mainland Greece and international markets,” added Gkikas.
For several years now, port stakeholders in Greece have been highlighting the dilapidated port infrastructure. For instance, some Greek Island ports have gone without repairs for over 30 years. This means the facilities are limited in terms of the type of vessels and cargo they can accommodate. In its annual reports, the Panhellenic Association of Merchant Marine Captains, have decried of the aging Greek port facilities. Some of the pressing challenges that the association has highlighted include years of silt accumulation, significantly reducing port channel depths. Others are crumbling piers and lighthouses, inadequate parking and passenger waiting spaces,
To address some of these challenges, Gkikas said that the maritime ministry has secured $210 million from the National Strategic Reference Framework (NSRF) 2021-2027 Transport program. The initiative is supported by European Union(EU) funds, with additional contributions from Greece. The financing will go into upgrading 30 island ports. Notably, 21 of these port upgrades have already been included in projects being implemented by Growthfund, Greece’s national investment fund.
Greece has also secured another $93 million from EU’s Recovery and Resilience Facility. The funds will further support the planned upgrades in island and regional ports. A major focus of this upgrade effort will include green transition for the ports. Gkikas estimated that at least 12 ports will be equipped with shore power (cold ironing systems) by 2029. $11 million has been allocated for shore power feasibility studies in ports such as Lavrio, Rafina, Kavala and Corfu.
The green transition element of the program is estimated to cost $310 million, with almost half of the financing provided by the Island Decarbonization Fund. The fund is a joint effort between Greece, the EU and the European Investment Bank partly aimed at supporting green transition projects in Greek Islands.
TUI Revised UK Strategy Transferring Newbuild Orders Away from Marella
Fincantieri will build two more large ships for TUI Cruises, sisters to Mein Schiff Flow which was floated in May 2025 (Fincantieri)
TUI Group, which markets Mein Schiff in Germany and Marella Cruises in the UK, is revising its strategy for the UK. The group is transferring the first-ever newbuild order planned for Marella to TU Cruises, its joint venture with Royal Caribbean Group.
The move is part of a “strategic realignment of its cruise operations,” the parent company TUI AG said in a financial community press release. It said the goal is to strengthen TUI Cruises' long-term growth platform in Europe and the UK and to diversify the operation into the UK and Europe. The group highlights that it is following an “asset-right approach” that will harness TUI Cruises’ strong financial position and growth capabilities. TUI AG is working to lower its financial net leverage ratio strongly below 1.0 times in the mid-term, the company reiterated.
The order, as initially announced in March 2025, was part of what it said would be a refleeting of Marella Cruises, thereby replacing a significant proportion of the capacity of the current fleet. The group acknowledged a background of an aging Marella fleet. The cruise line, which was launched in the 1970s as part of the Thomson Holidays tour operations, was rebranded Marella in 2017, but has always worked with second-hand ships. Its current fleet consists of two ships, Marella Discovery and Marella Discovery 2, built in 1996 and 1997 for Royal Caribbean International, and three ships, Marella Explorer, Marella Explorer 2, and Marella Voyager, built in 1995, 1996, and 1997 for Celebrity Cruises.
The order was valued at more than €2 billion but was subject to Marella completing binding shipbuilding contracts and financing. TUI said it was also continuing to explore partnership options for the UK operation, which is not part of the JV with Royal Caribbean Group. TUI Cruises owns Mein Schiff and the ultra-luxury and explorer cruise brand Hapag-Lloyd Cruises.
Under today’s agreement, Marella has released the building slots at Fincantieri to TUI Cruises, and TUI has entered into new shipbuilding contracts with the Italian shipbuilder. The originally planned ships would have been smaller, designed specifically for the English market, and used design and high-quality materials to redefine premium cruising in the UK. They were scheduled for delivery in 2030 and 2032. Fincantieri will reimburse Marella’s down payment made with the Memorandum of Agreement signed in March.
TUI Cruises plans to build two larger ships, which will be sisters to the Mein Schiff Relax (157,651 gross tons) delivered in April 2025 by Fincantieri, and a sister ship, Mein Schiff Flow, floated in May and is due for delivery in 2026. Known as the inTUItion Class, they are 1,092 feet (333 meters) in length, making them the largest in the current Mein Schiff fleet of eight ships, and the first to be equipped with dual-fuel LNG and MGO (Marine Gas Oil) fueled engines. They have accommodations for 3,984 passengers.
The intent is that Marella Cruises will continue its operations with its existing fleet, TUI Group reports. The cruise ships have been significantly refurbished, but they are older and smaller than P&O Cruises, which Carnival Corporation added new ships in 2015, 2020, and 2022. P&O’s oldest cruise ship was built in 2000.
Busy piers at Naval Station Subic Bay, 1981 (USN)
