Wednesday, June 17, 2026

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Trump Administration Ends Appeal to Keep Moratorium on Wind Energy Leases

offshore wind farm — Trump administration abandoned its appeal to keep its moratorium on the review of wind energy applications (file photo)

The U.S. Department of Justice on Monday, June 15, entered a brief memorandum with a U.S. District Court of Appeals saying it was ending its appeal on a December 2025 court decision that struck down a Trump executive order placing a moratorium on reviewing applications for wind energy projects. The court accepted DOJ’s decision ending the appeals case and leaving the December 2025 decision in place.

On his first day back in the White House, Donald Trump signed a slew of executive orders, including one that ordered the suspension of the review of all existing applications for wind energy projects. It only impacted a small number of projects but was seen as a demonstration of the administration’s anti-wind energy policy. The executive order also directed all agencies to commence a review of the federal leasing and permitting practices for wind energy, both on land and offshore.

A coalition of 18 attorneys general from 17 states and the District of Columbia filed suit in Massachusetts in May 2025, calling the action arbitrary and noting the indefinite halt without any potential resolution. It highlighted that all applications were frozen while calling the action unlawful.

The states asked the U.S. District Court to grant a preliminary injunction to immediately stop the enforcement of the freeze. They argued the unilateral halt on wind energy development was harming states’ ability to provide electricity and meet the growing power demands. They said the administration’s action was also putting states’ investments and economies at risk.

The U.S.District Court found for the plaintiffs in December 2025, ruling that the Trump review had been ongoing for 10 months with no resolution. It said the DOJ, in its argument, failed to show a timeline or potential resolution of the review. It found that companies had the right to a timely review of their applications and issued the injunction against the executive order, but the administration had sought to appeal.

The administration did not explain why it decided to drop the appeal to preserve the freeze and review. However, the administration has already lost other cases where it ordered projects under development to stop work. The administration is facing another court challenge from a coalition of states, which filed to block the agreement the Department of the Interior made with TotalEnergies to reimburse its bids for offshore wind leases in exchange for investment in LNG projects.

While the states are celebrating today’s decision to end the appeal, it is likely a symbolic victory with limited value. There are only a handful of projects that have already filed applications for review, and even still, the developers may not be willing to proceed due to the economic challenges in the sector and the negative sentiments. The administration has no intention of conducting future lease auctions and continues in its efforts to block individual projects. It has also agreed to two buybacks of offshore leases with TotalEnergies and Ocean Winds, a joint venture from EDPR and ENGIE, that has leases in the New York Bight and off the coast of California.

Vietnam expands wind power ambitions for 2030

/ Nicholas Doherty - UnsplashFacebook

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By IntelliNews June 15, 2026

Vietnam is betting on wind power to fuel its green transition amid ongoing energy uncertainty.

Under the National Power Development Plan VIII (PDP8), the country aims to install between 26 and 38 gigawatts (GW) of onshore wind capacity and around 6 GW of offshore wind power by 2030. The targets support Vietnam’s commitment to achieving net-zero emissions by 2050 while strengthening energy security and attracting investment, according to VnEconomy.

Speaking at the APAC Wind Energy Summit 2026 in Hanoi, industry representatives said Vietnam has the potential to become one of Southeast Asia’s leading wind energy markets if supportive policies are effectively implemented.

According to the Global Wind Energy Council (GWEC), Vietnam possesses offshore wind resources estimated at around 600 GW. Much of this potential lies in shallow coastal waters, allowing developers to use fixed-foundation technology, which is generally less costly than floating systems used in countries such as Japan and South Korea.

Experts believe the onshore wind target is achievable, provided the government maintains clear regulations, encourages investment and strengthens domestic supply chains. With electricity demand continuing to grow rapidly, wind energy is expected to play an increasingly important role in the national power mix.

Investors also point to Vietnam’s long coastline, favourable wind conditions and expanding economy as major advantages. Growing demand for renewable electricity from manufacturers relocating supply chains to Vietnam is creating additional opportunities for the sector.

After rapid growth under the Feed-in Tariff (FiT) scheme introduced in 2018, the industry slowed as investors awaited new policy mechanisms and regulatory clarity. Vietnam currently has more than 5.5 GW of operational onshore and nearshore wind projects.

As such, confidence is gradually returning as authorities across the country introduce new rules and begin issuing permits for offshore wind surveys. However, investors continue to call for greater certainty over licensing procedures, electricity pricing and power purchase agreements.

If these issues are addressed, experts believe Vietnam could enter a new phase of large-scale wind power development, helping secure future energy supplies and advance its clean energy ambitions.

HSE: Motor Failure Caused Drill Rig to Drop a Blowout Preventer

Deepsea Atlantic (Geir Vinnes / VesselFinder)

The drawworks on the drill rig Deepsea Atlantic dropped a blowout preventer and 400 feet of riser onto the seabed in an uncontrolled lifting failure in April, all because of a single motor failure, according to the UK Health and Safety Executive (HSE).

On April 18, Deepsea Atlantic's crew was running a blowout preventer riser on Drawworks A, one of two identical drawworks on the vessel. At about 2100 hours, one motor on the drawworks tripped, followed shortly after by the remaining three motors. At the time, the drawworks had about 650 metric tonnes on the hook.

The loss of the motors caused loss of control of the top drive and the main brake system. The emergency disc brakes kicked in, but were not adequate to prevent the runaway descent of the load. The BOP and riser headed for the seafloor fast enough to pull the wire rope off the main winch drum and flail it about the upper levels of the drawworks, causing damage to equipment and the structure itself.

No one was injured in the accident, but HSE concluded that the incident caused "a significant risk of harm to persons from falling debris."

The rig was not endangered in the incident, operator Odfjell Drilling said. The BOP itself was resting on the seabed in about 1,100 meters of water, and work on Deepsea Atlantic was paused while awaiting its retrieval.

The 2009-built Deepsea Atlantic is a sixth-generation drillship equipped for the rigors of the North Sea. She has had one previous lifting incident: in 2022, one of her cranes dropped a 35-tonne slip joint while hoisting, damaging a platform supply vessel below. Norway's PSA determined that that casualty was caused by an inaccurate weight on the cargo manifest and repeated lift attempts, which prompted the crane's automatic overload protection system to activate. "The lifting operation was not cleared, managed and conducted in a prudent manner after the crane became overloaded . . . even though overload alarms were activated," PSA concluded in its 2022 analysis.

Top image: Deepsea Atlantic (Geir Vinnes / VesselFinder)

Three Killed in Collision of Two Harbor Crafts in Singapore

Singapore container terminal — A collision of two small harbor crafts occurred near Singapore's busy Pasir Panjang Terminal (file photo)

[Brief] Singapore officials are reporting that three bodies were recovered from the harbor on Friday, June 12, after two workboats collided near the Pasir Panjang Terminal. A search and rescue operation was conducted, but suspended for the night, according to CNA TV News.

The Maritime and Port Authority of Singapore reported that the two boats collided around 0930 local time. It described one vessel as a supply boat and the other as a landing craft. Police and harbor craft from the Singapore Civil Defense Forces immediately responded to the site of the incident.

The supply boat sank near the terminal. Dive operations began, and later reports said the three bodies were recovered for individuals between the ages of 38 and 53, although names and nationalities have not yet been released. The divers were scouring the area attemptined to confirm that there were no more victims. The police were still working to determine how many people were aboard the supply boat.

The landing craft was reported to be stable. There were no reports of injuries among the people aboard the vessel

The MPA said a full investigation would be conducted. CAN said the search would resume on Saturday morning.

The terminal is operated by PSA and is one of the busiest in Singapore. It was the primary container port until Singapore opened Tuas in September 2022. PPT remains a busy terminal. The MPA said operations were continuing uninterrupted but that a safety warning had been posted for the area of the collision.

Bomb Squad Called Out During Cruise Ship Boarding at Kiel

Mein Schiff Relax on sea trials (file image courtesy TUI)

Passengers aboard the cruise ship Mein Schiff Relax got a scare this week when a regular check turned up traces of explosives on a consignment of ships' stores.

On Wednesday afternoon, Mein Schiff Relax was alongside at her berth at Kiel's Ostseekai, taking on supplies and embarking a new group of passengers. At about 1300 hours, four pallets of ships' stores - loaded with rolls of steel cable - were subjected to a pre-loading inspection in the terminal parking lot. These items triggered an explosives detector during a security check, police told RTL.

At the time, a portion of the ship's 2,000 passengers were already on board. The port side of the vessel was evacuated as a safety precaution, and passengers calmly moved over to spaces on the starboard side of the ship. The port staff cleared a safety zone of about 150 meters in every direction.

After inspection by a bomb disposal squad, the authorities gave the all-clear at about 1515, and the ship was allowed to resume preparations for its regular departure for Oslo at 1900 hours.

"In accordance with applicable safety procedures, the relevant authorities were immediately informed. As a precautionary measure, the terminal and certain areas of the ship were temporarily evacuated to allow for the necessary inspections," German cruise operator TUI told local media.

Mein Schiff Relax departed on her commercial voyage and has arrived in Oslo, AIS data shows.

Turkish Cruise Ship Remains Detained as It Loses Flag and Classification

Problems continue to build for the small Turkish cruise ship Gemini, which has been under detention for more than 200 days. A Greek court refused to release the ship last week, while media reports are that the ship is running out of fuel and provisions for the skeleton crew of 25 on board. The ship is also reported to have had its classification certificates withdrawn and is now under a false flag.

Built in 1992 in Spain, the Gemini is 19,000 gross tons and was flagged in the Bahamas. The ship was operated by a series of lines over the years before being acquired in 2020 by a Turkish businessman who is also a tour operator. She was registered for Miray Gemicilik and ran short cruises along the Turkish coast and the Greek Islands.

The problems began in September 2025 when Greek inspectors identified hull damage impairing the seaworthiness of the ship and issued a detention order based on reports of non-payment of crew wages. The ship, which has a normal crew complement of 340, was reported stranded in Salamis, Greece, with its cruises suspended. By October, the Hellenic Seamen’s Federation was highlighting the plight of the crew and reporting that some crewmembers were leaving the ship despite not having been paid for up to four months.

The ship’s P&I Club and the International Transport Workers’ Federation intervened to complete the repatriation of the crew. Turkey’s Denizbank, however, filed for a lien against the ship for unpaid monies, and then the P&I Club and a tugboat operator also filed with the court for monies they were due.

The ship stayed at the Greek Island of Salamis under detention, but the cruise company, Miray Cruises, began advertising its 2026 season with cruises scheduled to start on May 24. The company’s website showed a season of 3- and 4-day cruises as well as scheduled trips to the Black Sea.

According to media reports, a skeleton crew of 25 was sent to retrieve the ship in March. However, they only got as far as Karistos in Greece and took refuge in the bay due to bad weather. The Gemini has remained in the bay at anchor, with databases showing the detention reaching 233 days.

Classification society BV lists that the ship’s certificates were suspended as of May due to its survey being overdue. Then the ship lost its flag in the Bahamas. It is reporting that it is flagged in Cameroon, but Equasis lists that as a false flag.

A Greek court held a hearing last week and ordered that the detention should continue. This is despite media reports that the ship is out of fuel and low on provisions for the remaining crew. The crew is saying it has not been paid for two-and-a-half months, and the media says several crewmembers were again preparing to abandon the ship.

Miray Cruises delayed the start of the cruise season until July and is now telling the media that the reservations are for another ship that the company is chartering. The company has a history of problems as it was linked to a failed marketing effort for a three-year world cruise due to launch in 2023. It first promoted the cruise on the Gemini, but later reported it was acquiring another, larger cruise ship for the world cruise. The sale was not completed, and passengers were informed at the last minute that the cruise was canceled.

There is no indication that the court has ordered the sale of the Gemini to satisfy the liens, but the fate of the cruise ship seems uncertain at best.

Successful Test Move Everllence’s Ammonia Engine Closer to Sea Trials

Everllence has announced the successful Type Approval Test (TAT) of its ME-LGIA ammonia-burning engine at its Research Centre Copenhagen (RCC). Eight classification societies oversaw the testing that took place from June 10th to 12th, 2026, marking the latest phase in the engine’s journey towards its market debut.

Bjarne Foldager – Head of Two-Stroke Business, Everllence – said: “The TAT is yet another important step as we definitively move from concept development to seagoing engine operation. It confirms the Everllence B&W ME-LGIA as ready for on-board installation and is the last test before actual sea and gas trials. This engine sets new benchmarks in zero-carbon propulsion and digitally connected performance, and has attracted great interest since its development was announced in 2019. It stands testament to Everllence’s unique ability to meet demands and bring innovative fuels to market.”

Everllence officially marketed the ME-LGIA engines at a two-day event in Copenhagen in November 2025. Using the Diesel principle and the well-known, dual-fuel Liquid Gas Injection concept, the engine has a proven track record of several hundred thousand operational hours.

Ole Pyndt Hansen – Senior Vice President, Head of Two-Stroke R&D, Everllence – said: “The TAT is also important in relation to maturing IMO ammonia regulations as it is vital that rules and guidelines are in line with reality to optimise safety onboard vessels. This experience comes from industry and the first ammonia-driven ships, which are expected to operate at sea during 2026, will act as compelling input for the development of these guidelines.”

Everllence also notes that the ammonia TAT marks the end of an era with it being the final TAT at the RCC in Copenhagen before the company moves location to outside the city in late-2027.

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

Russian Frigate Fires Warning Shots at Yacht Coming Too Close off UK Coast

Royal Navy tracking Russian frigate — Royal Navy tracking another one of the Russian frigates operating in the English Channel (Royal Navy)

Russian and UK naval officials are confirming an incident earlier today, June 16, in the English Channel near the Isle of Wight, in which a Russian frigate fired warning shots at a yacht that it believed was on a “dangerous course.” UK officials are saying they believe it was an isolated incident and no one was injured, but they are investigating the circumstances.

A couple in their 60s was reported aboard the yacht and was traveling approximately 20 nautical miles off the Isle of Wight. The boat was outside UK territorial waters when it approached the Russian frigate Admiral Grigorovich (4,000 tons displacement).

In the Russian version of the incident, the crew aboard the frigate saw the yacht approaching and attempted to make radio contact. They then launched signal flares and emitted sound signals. As the boat “continued its dangerous approach,” the frigate’s commander ordered the crew to fire warning shots from small arms in the course of the vessel.

The Russians are saying the yacht came within 150 meters, while the UK account says over 450 meters (500 yards) distance between the two vessels. The Russians are saying the boat was proceeding under engine power and then quickly changed course away from the warship.

BBC is reporting there were fog conditions in the English Channel. It quotes the couple as saying they did not hear the Russian frigate sound its horn.

The frigate Admiral Grigorovich is well-known to the Royal Navy, which has reported it has been tracking the warship’s movements through the English Channel for months. In April, it said the Russian ship escorted at least six tankers and supply ships as they transited the Channel, as well as a submarine.

HMS Mersey was trailing the warship today when the incident took place. The Portsmouth-based vessel is regularly assigned to monitor the movement of Russian ships in the Channel. It is unclear how close Mersey was during the incident, but reports are that it later sent a team in a launch to the yacht to check on the condition of the people aboard. It gathered information from the people on the yacht about their version of the events.

BBC reports the Admiral Grigorovich has been assigned for months to escort vessels in the Channel, and the Royal Navy regularly tracks its movements. The vessel is reported to be receiving resupply from Russian support ships so that it can continue to operate in the area.

The Russian vessel’s activities predated Sunday’s incident in which the Royal Navy boarded and detained a shadow fleet tanker. The Ministry of Defence said it does not believe the incidents were related, but that it demonstrates the increased tensions in the region.

Pentagon Pursues a Carrier-Free Unmanned Strike Aircraft for the Navy

Mach Industries has developed vertical-takeoff aircraft before (Mach)

The U.S. Navy's carrier aviation community abandoned early efforts towards an unmanned fighter aircraft in the late 2010s and has yet to formally revive the concept in program form - and in a strange twist, it could be eclipsed in this field by non-aviators. The Defense Innovation Unit - housed outside of the Navy - is beginning to award contracts for the development of experimental airframes for its Runway Independent Maritime & Expeditionary Strike (RIMES) aircraft, a long-range UAV that could take off from a destroyer and deliver the same weapons as an F/A-18 Super Hornet.

RIMES' requirements suggest an aircraft that would allow a surface combatant to mount a scaled-down version of a carrier's kinetic strike capability, without the cost, logistics footprint, crew or pilots of a true carrier. The spec sheet calls for a one-way loaded range of 1,400 nautical miles; ability to carry 1,000-pound class weapons, like standard guided bombs; affordable price; and a high degree of mission autonomy.

The DIU says that the concept grew out of a need to give surface combatants more standoff strike capacity in order to stay out of range of increasingly deadly (and ubiquitous) anti-ship missiles. In DIU's view, launching a two-way unmanned strike aircraft from the back deck would be a way for a destroyer to achieve this goal, and to get around the problem of limited magazine depth (and high cost) that restricts a combatant's missile firepower.

"We are determined to dramatically lower our cost-per kill, while reducing our risk to force, replacing warfighters with economical fires and robots," said DIU Director Owen West.

One early awardee is Mach Industries, which will be developing a RIMES prototype in conjunction with electric jet-fan maker Whisper Aero, designer of the JetFoil propulsion system. Their Atlas device will be hybrid-electric, tolerant of austere launch and landing sites, mechanically simple, "highly efficient" on fuel, and unusually quiet due to JetFoil's properties, Mach said in a statement.

The award follows shortly after Mach Industries concluded a $300 million Series C funding round. The company has been growing rapidly with a portfolio of five products for strike and ISR, including long-range strike - all designed for large-scale, cost-effective production.

ATSB Finding of a Faulty Switch Causing Engine Shutdown Changes Operations

massive ore bulker docked in Australia — Massive bulker blacked out because of the activation of a faulty safety swtich (Fortescue)

A fully laden iron ore carrier came within inches of grounding in a busy shipping channel in Australia in 2025 after an erroneous switch activation caused engine shutdown reports, Australian investigators. Following the investigation, the Fortescue company FMG International has amended engine management and instituted new safety checks across its iron ore fleet, while the Pilbara Ports Authority has taken safety actions, including improvements in machinery reliability, towage effectiveness, and structured emergency response.

A final report by the Australian Transport Safety Bureau (ATSB) has painted a picture of what could have been a major catastrophe after bulk carrier FMG Nicola (260,840 dwt) nearly grounded in the main channel at Port Hedland, Western Australia, on February 7, 2025. The ship was departing, transiting the busy channel, when its main engine unexpectedly shut down. It is a critical shipping lane that provides access to the world’s largest bulk export port by tonnage.

The investigation established that the 327-meter (1,073-foot) Singapore-flagged vessel lost propulsion due to a main engine low lubricating oil pressure emergency shutdown switch erroneously being activated while all other system parameters remained normal. The engine shutdown, which occurred some 6.5 kilometers (4 miles) due north of Port Hedland, instigated a high risk of grounding because the vessel was maintaining headway and avoiding damage to the stern while turning. The shutdown led the vessel to tracking along the edge of the charted shipping channel before the engine was restarted about eight minutes later.

The 2016-built carrier was saved from grounding by pilots who immediately took action to control the ship’s movement. At the same time, the port’s vessel traffic service was able to quickly mobilize additional tugs that managed to bring the ship clear from the channel side and take her back to sea safely. Luckily, there were no injuries among its 23 crewmembers or damages on the ship following the incident that ATSB described as serious.

“There was no evidence the ship came into contact with the sea floor, but as the ship tracked along the edge of the charted channel, there was an increased risk of grounding, which could have had significant safety, environmental, and economic implications,” said Angus Mitchell, ATSB Chief Commissioner.

Grounding of the ship could have had devastating impacts on the channel that provides access to Hedland, the world’s largest bulk export port by tonnage. The port handles over 500 million tonnes of cargo annually, with more than 95 percent of the volume being iron ore. Annually, the port boasts more than 6,000 ship movements.

Operated by FMG International, the ATSB report shows that the events leading to the serious marine incident involving FMG Nicola started to unfold at 0832 when the ship completed loading 237,088 tonnes of iron ore at its berth in Hedland. The ship was due to depart for Dongjiakou, China, that same afternoon.

At 1330, three harbor pilots boarded the ship to observe the departure. By 1348, the ship’s main engine and steering had been satisfactorily tested, while the master-pilot information exchange was completed in readiness for departure, which was to be assisted by four tugs. The report shows that FMG Nicola departed the port at 1442, and 18 minutes later, the ship was turned to port to follow the channel at a speed of about 7 knots.

At about 1516, the ship’s main engine suddenly shut down while sailing at a speed of 8.3 knots, prompting the pilot to inform the tug masters that the ship had lost propulsion and directed them to help keep it in the channel. Quick action by the ship’s engineers was able to identify that the engine had shut down because the “main bearing and thrust bearing lubricating oil pressure low” non-cancellable trip had activated. The engineers determined that it had been activated due to the faulty operation of the pressure switch.

In its investigation, the ATSB concluded that the root cause of the main engine shutdown was an intermittent malfunction of the lubricating oil low-pressure switch, which triggered an engine emergency stop despite all system parameters being normal.

MAIB Calls for Closer Attention to Snapback Safety at Svitzer

The chief investigator at the UK Marine Accident Investigation Branch (UK MAIB) has written a warning to tug operator Svitzer to express concern that towline parting has become "normalized" in the company's operations, despite the risk to crewmembers when snapbacks occur.

The warning comes after damage to a Svitzer harbor tug and one crewmember in a rope-parting incident at Bristol. In July 2024, a tow rope on the tug Svitzer Avon (based out of Bristol's Royal Portbury Dock) parted after it had been used about 800 times. The crew rotated the parted line end-over-end and put it back in use, without conducting a residual strength test to determine its suitability for safe operations. The firm's towline risk management policy relied upon visual inspection and line rotation for safety.

On February 4, 2025 - about half a year later - Svitzer Avon was tasked with providing a ship assist to a car carrier, the Auto Eco. The Avon got under way shortly before 2000 hours, joined by fleetmate Svitzer Brunel. The relief master for Svitzer Avon was supervising the mate, who was at the helm.

The tug got in position astern of the Auto Eco at about 2003, and the crew passed over the towline. It was about the 1,100th time that the line had been used, having seen another 300 uses since its last rotation.

The towline was made up, and the tug got in position to provide braking force if required. The pilot instructed Svitzer Avon to provide "25 percent straight back" at about 2009.

Auto Eco then made a turn for a lock approach, and the mate aboard Svitzer Avon attempted to maneuver to maintain position astern while the car carrier was turning. The mate overcorrected, causing the tug to heel and imposing excessive forces on the towline. The line parted, recoiled and struck the wheelhouse of the tug, shattering the glass. Fragments of broken glass hit the mate and the relief master, causing minor injuries.

The mate and master determined that they were not seriously injured, then traded their tug's position with the Svitzer Bristol in order to complete the berthing maneuver. Only once the ship was safely docked did they return to their pier and seek medical care.

MAIB had previously reviewed a similar incident aboard Svitzer Mercurius in 2019 and had advised the company to undertake a fleetwide risk assessment of towline failure hazards and flying-glass injuries. In the Mercurius incident, MAIB found that the tug's windows were not designed to withstand a towline impact, and that the towing pennant broke at half its rated strength.

After the new incident on Svitzer Avon, MAIB's chief inspector called for the company to revisit its risk analysis and do more to minimize towline failures and reduce the risk of injuries in the event of a snapback. MAIB also noted that Svitzer has formalized its training practices; reviewed all towline parting incidents across its business; and taken steps to make sure that the right line is used for each application. It has closed the investigation.

Top image: Svitzer Avon (Marko / VesselFinder)

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