Porti & ambiente — le notizie raccolte

The type approval confirms compliance with DNV wind propulsion standards and removes the need for repeated full design assessments. July 16, 2026 Econowind announced that its VentoFoil 3-series suction wings received a Type Approval Design Certificate (TADC) fromDNV, easing integration of the wind propulsion system on DNV-classed vessels. The certification process confirmed 16-meter VentoFoil 3-Series’ compliance with DNV's ST-0511 standard for Wind-Assisted Propulsion Systems and will speed up project progression from conception to installation by allowing for integration on DNV-classed vessels without repeating the full design assessment process. The 3-Series Ventofoil is already Econowind’s best-selling suction wing, with more than 150 units sold, and the company expects the new TADC to accelerate its adoption. HS Schiffahrt’sMS Heinzis among the first vessels to sail under the TADC. “DNV is one of the world's leading classification societies. This TADC gives DNV-classed shipowners confidence that VentoFoils meet the highest industry standards,” says Chiel de Leeuw, chief commercial officer at Econowind. “It simplifies the approval process for both retrofits and newbuilds. VentoFoils are ideal for late-stage design integration and retrofit projects. This is an important milestone for Econowind and for the wider adoption of wind-assisted ship propulsion.” Related:Wallenius Wilhelmsen trials Oceanbird wing sail at sea Hasso Hoffmeister, senior principal engineer at DNV Maritime, said: “It is a great pleasure to award Econowind this new certificate. WAPS have been going from strength to strength over the past few years, from 2022 the number of vessels in operation has increased five times, and we’ve now topped the century mark. And with the current advances in technology, materials, and production capacity in the segment, we expect this to accelerate. So, while the wind always changes, the shipping industry is likely to be sailing strong for years to come.” Econowind’s range also includes the 5-Series for the deep-sea market. Read more about: Gary Howard Middle East correspondent Gary Howard is the Middle East Correspondent for Seatrade Maritime News and has written for Seatrade Cruise, Seatrade Maritime Review and was News Editor at Lloyd’s List. Gary’s maritime career started after catching the shipping bug during a research assignment for the offshore industry. Working out of Seatrade's head office in the UK, he also produces and contributes to conference programmes for Seatrade events including CMA Shipping, Seatrade Maritime Logistics Middle East and Marintec. Gary’s favourite topics within the maritime industry are decarbonisation and wind-assisted propulsion; he particularly enjoys reporting from industry events. Gary Howard regularly moderates at international maritime events. Below you’ll find a list of selected past conferences and webinars. Ports of Refuge: Strengthening Maritime Resilience, at Seatrade Maritime Logistics Middle East 2025 Debunking LEO and Cloud for Maritime Industry, December 2022 (watch on-demand recording) Making Data Work for Shipping at Seatrade ShipTech Virtual 2021 Is the Zero-Carbon Future a Slow Shipping Future?at Seatrade ShipTech Virtual 2021 Is Ship Finance Transforming Faster than Shipping?at Seatrade ShipTech Virtual 2021

VLCC contracting hit 54.5m dwt in the first half of 2026, more than any previous full year, and may bring Greece the VLCC ownership crown. July 15, 2026 MoreVLCCtonnage was ordered in the first half of 2026 than in any full calendar year in history, perhaps heralding a difficult year for crude tankers in 2028. According to MSI figures, the 54.5m dwt of VLCCs ordered in the first six months of 2026 eclipsed the previous annual record of 32.6m dwt ordered in 2006. As the VLCC ordering record grew by more than two-thirds — with six months of the year still to go — the VLCC orderbook to fleet ratio reached roughly 35%, said MSI, up from 2% in 2023. The surge in ordering activity even caught the analyst off-guard, as total tanker contracting approaching 80m dwt at the half-year point exceeded MSI’s previous full-year forecast. While time will tell whether the newbuilding spree will feed into a market downturn to match current cyclical highs, MSI did raise a warning over the VLCC deluge to come. “Around 83% of the vessels ordered in H1 2026 are slated for delivery in 2028 and 2029. VLCC contracting in H1 has more than doubled scheduled deliveries for 2028, placing significant pressure on future market balances,” said MSI. Related:COSCO Shipping Energy Transportation sees 141% first half profit surge The latest weekly report from shipbroker BRS had VLCC deliveries at 60 in 2027, 127 in 2028, and 125 in 2029 and beyond. In what MSI analyst Jialin Xu called “an astonishing year for tanker contract already,” western owners, mostlyGreek, racked up around half of VLCC orders in the first half of 2026, with Asian owners accounting for about a quarter of the total. “The five largest VLCC orders were all placed atChineseshipyards and overall, around 89% of contracts signed during the first half of the year went to Chinese builders. Hengli Shipbuilding emerged as the dominant player, securing 55% of the country's H1 orders, with Jiangsu New Hantong and Dalian Shipbuilding Industry Co following with 14% and 11% respectively,” said Xu. In its July tanker report, BRS said that Greek owners could be set to overtake China in the coming years when it comes to VLCC ownership. The Greeks have 72 ships on order compared to China’s 47, but fuel for the potential shift is in the current fleet age profile, as 77 VLCCs of 20 years old or more are linked to China, while the Greeks have offloaded most of their older tonnage in recent years — often to Chinese companies. “However, given that around one third of current Greek VLCC orders has been made by companies with little or no track record of owning VLCCs, there remains the potential that some of these ships could be resold before delivery,” said BRS. Read more about: Gary Howard Middle East correspondent Gary Howard is the Middle East Correspondent for Seatrade Maritime News and has written for Seatrade Cruise, Seatrade Maritime Review and was News Editor at Lloyd’s List. Gary’s maritime career started after catching the shipping bug during a research assignment for the offshore industry. Working out of Seatrade's head office in the UK, he also produces and contributes to conference programmes for Seatrade events including CMA Shipping, Seatrade Maritime Logistics Middle East and Marintec. Gary’s favourite topics within the maritime industry are decarbonisation and wind-assisted propulsion; he particularly enjoys reporting from industry events. Gary Howard regularly moderates at international maritime events. Below you’ll find a list of selected past conferences and webinars. Ports of Refuge: Strengthening Maritime Resilience, at Seatrade Maritime Logistics Middle East 2025 Debunking LEO and Cloud for Maritime Industry, December 2022 (watch on-demand recording) Making Data Work for Shipping at Seatrade ShipTech Virtual 2021 Is the Zero-Carbon Future a Slow Shipping Future?at Seatrade ShipTech Virtual 2021 Is Ship Finance Transforming Faster than Shipping?at Seatrade ShipTech Virtual 2021

European shipowners want the carbon tax simplified and its revenues used to close the cost gap between conventional and sustainable marine fuels. July 15, 2026 As the European Commission (EC) is due to publish its review of the Emissions Trading System (ETS) on 17 July, European shipowners have called for fair treatment for the bloc’s shipping sector under the carbon tax. The European Community Shipowners Association (ECSA) highlighted statistics demonstrating the sector’s importance: the European Union (EU) represents about 15% of global GDP but its shipowners operate one of the largest fleets in the world – close to 35% of the fleet in tonnage terms. Specifically, European shipowners are calling for: • AnIMOreview clause clearly stating that EU legislation will be reviewed and then withdrawn once a global agreement is adopted at the IMO – avoiding double regulation and double payments. • ETS revenues to be earmarked to invest in clean tech and fuels. Shipping generates €9bn annually in revenues but although the money is distributed to member states, only a percentage is assigned to marine and shipping-related projects. Shipowners want member states to use the money to boost the availability of sustainable fuels and support clean-tech projects. Related:US Jones Act controversy intensifies over foreign-flag vessel charters • Meaningful support for sustainable fuels. Sustainable fuels are, on average, four times more expensive that shipping’s conventional fuels. Shipowners want the ETS to cover as much as possible of this enormous differential. They cite the aviation model as a basis, a sector in which the existing ETS sets aside 20m allowances worth about €1.5bn to distribute to airlines. • Broad support for clean tech projects. The EC proposal on the Industrial Accelerator Act specifies net-zero technologies that improve energy efficiency and generate immediate emission savings. All clean technologies and energy efficiency projects should be supported, the owners say. • Safeguarding the level playing field. Any proposal to support the competitiveness of EU ports should ensure the integrity of the system and maintain a level playing field across all shipping sectors. • Make derogations for islands, outermost regions and ice-classed ships automatic, mandatory, and fit for purpose. • Simplified reporting requirements thorugh the alignment of EU ETS and FuelEU Maritime reporting obligations. Experts believe that the EC’s review on Friday could well be a defining moment for European climate and industrial policy. It has been the subject of intense lobbying in recent months as member states, industry groups, politicians, and others seek to balance a fair and realistic industrial decarbonisation trajectory with the bloc’s broader climate targets. Related:RS certifies India’s first indigenously-built enclosed lifeboats Read more about: Paul Bartlett Correspondent UK-based Paul Bartlett is a maritime journalist and consultant with over four decades of experience in international shipping, including ship leasing, project finance and financial due diligence procedures. Paul is a former Editor of Seatrade magazine, which later became Seatrade Maritime Review, and has contributed to a range of Seatrade publications over the years including Seatrade’s Green Guide, a publication investigating early developments in maritime sustainability initiatives, and Middle East Workboats and Offshore Marine, focusing on the vibrant market for such vessels across that region. In 2002, Paul set up PB Marine Consulting Ltd and has worked on a variety of consultancy projects during the last two decades. He has also contributed regular articles on the maritime sector for a range of shipping publications and online services in Europe, Asia, and the US.

The ISU says volatile revenues threaten investment in an industry considered essential to the safe and environmentally responsible operation of shipping. July 15, 2026 In its latest newsletter, the International Salvage Union (ISU) outlined the substantial decline in salvors' revenues — over 50% in 2025 compared to the previous year — but this does not mean the industry is safer, the picture is more complex than that. Gross revenue for ISU members fell from $406m in 2024 to $190m in 2025, as the number of services supplied dropped from 191 to 166 over the same period. Revenues from Lloyd's Open Form (LOF) cases were down by 57% to $50m, while wreck removal income tumbled by 77% to $46m. A spokesman for the ISU explained that the revenues are calculated at the time the income is received and not when the casualty occurred, and payment can take several years to be made. The association's members have reported a slowing of settlement speed for large cases. “There is a concern within the ISU that less work means less revenue,” said the spokesman, and in the longer term, “that could diminish the coverage.” Related:Shipyard fire losses and blind spot underwriting still cannot see Insurers and owners want financial sustainability in the salvage sector, and that means it has to be adequately funded. There have been discussions of creating a fund that would be paid for via a levy on cargo, that idea “has never been rejected, neither has it come to fruition,” said the ISU. "As commercial salvors we accept that our industry can have significant variability year-on-year but a drop of more than 50% will have a major impact on our members. The variability makes it hard to plan, and reduced income will affect investment decisions. All the key stakeholder – owners, property insurers and the P&I Clubs recognise that sustaining the salvage industry is essential for the safe and clean operation of the whole of shipping and these numbers are disappointing,” ISU president Leendert Muller said of the results. Salvage companies are commercial entities and the contradiction inherent in the salvage model has seen a reduction in the number of salvors available, but the ISU says there is adequate global coverage, including global players like Smit and more regional operators, such as Nippon Salvage. In its June 2026 report, insurer Allianz Commercial noted that reported incidents on vessels over 100 gt had declined by around 16%, from 2,818 in 2025 compared to 3,353 in 2024. Total loss numbers fell from 51 vessels over 500 gt in 2024 to 31 in 2025. Allianz Commercial noted that major global challenges had arisen since 2020, further complicating loss statistics and the causes of major incidents. “The shipping industry has undergone a fundamental transformation since Covid-19, breaking from decades of relative stability defined by steady trade flows and largely predictable operating conditions to become increasingly complex and volatile,” said Allianz. Related:Three dead after supply boat sinks in Singapore port The Black Sea region saw the greatest number of incidents at 622, according to the Allianz stats, but that will likely increase this year asboth Ukraine and Russia target each other’s trade, particularly in energy shipments. In addition, the casualties in the Arabian Gulf are mounting, perhaps offering more work to salvors and yards. Overall, the International Union of Marine Insurers noted in its Spring statement that several structural risk drivers are becoming more pronounced such as the severity of claims, which is driven increasing by repair costs, limited yard capacity and the growing technical complexity of vessels. “At the same time, the ageing global fleet - now averaging around 22.5 years - is contributing to increased machinery-related exposure. In parallel, the transition towards decarbonisation is introducing new and not yet fully understood risks, as alternative technologies enter the fleet without established loss histories. These factors suggest a gradual but clear deterioration in the underlying risk profile,” said IUMI. Related:Container ship sinks in Singapore Strait Nick Savvides Europe correspondent Experienced journalist working online, in monthly magazines and daily news coverage. Nick Savvides began his journalistic career working as a freelance from his flat in central London, and has since worked in Athens, while also writing for some major publications including The Observer, The European, Daily Express and Thomson Reuters. Most recently Nick joined The Loadstar as the publication’s news editor to develop the profile of the publication, increase its readership and to build a team that will market, sell and report on supply chain issues and container shipping news. This was a similar brief to his time at ci-online, the online publication for Containerisation International and Container News. During his time at ci-online Nich developed a team of freelancers and full-time employees increasing its readership substantially. He then moved to International Freighting Weekly, a sister publication, IFW also focused on container shipping, rail and trucking and ports. Both publications were published by Informa. Following his spell at Informa Nick joined Reed’s chemical reporting team, ICIS, as the chemical tanker reporter. While at ICIS he also reported on the chemical industry and spent some time on the oil & gas desk. Nick has also worked for a time at Lloyd’s Register, which has an energy division, and his role was writing their technical magazine, before again becoming a journalist at The Naval Architect for the Royal Institution of Naval Architects. After eight successful years at RINA, he joined Fairplay, which published a fortnightly magazine and daily news on the website. Nick's time at Fairplay saw him win theSeahorse Club Journalist of the Year and Feature Writer of the Year 2018 awards. After Fairplay closed, Nick joined an online US start-up called FreightWaves.

Market strength helps company to forward-sell trio of 25+ year-old ships on charters ending in late 2026 and 2027. July 15, 2026 Tight tonnage availability means shipowners have the advantage in charter negotiations, Global Ship Lease said in its Q1 earnings call, as the company announced it almost reached net zero debt in the quarter. GSL CEO Thomas Lister said: “In the context of heightened uncertainty, the charterers would probably prefer to go short rather than to go long. Given that there's such limited liquidity and availability in the charter market, if they want the tonnage, they have to move much closer to the terms that are being offered by owners like us… duration of several years is still possible and at very firm rates.” Chairman George Youroukos added that a ship available in the next six months might get double the daily rate for a six-month charter than it would for a three-year commitment. In another sign of the market’s strength, GSL said it had agreed the forward sale of 2,200 teu shipsManetandKumasi,and 5,900 teuIan H, each of which will be over 25 years old when delivered to new owners between the fourth quarter 2026 and fourth quarter 2027. The forward sale price was an aggregate $52m with a book gain of around $25m, not including the cash flow the ships will continue to generate before delivery. Related:Container spot rates stall as Gulf tonnage returns At a time of broad concern over the orderbook to fleet ratio of 37% in container shipping, GSL said the picture was less concerning in the segment it operates in. The orderbook to fleet ration of 60% for vessels of 10,000 teu and over drags up the average, and the sub-10,000 teu segment is at a "more digestible" 20%. The smaller vessel segment is also ageing, said Lister, and if all ships of 25 years old and more were netted out against deliveries through 2030, the sub-10,000 teu fleet would shrink by 3.4%. The GSL executives noted that the current strong market was keeping vessels earning rather than going for scrapping, but the ageing fleet gives some protection from risk in a market downturn as scrapping activity would accelerate to trim supply. GSL recently added its own ships to the container orderbook. Late last month, it signed newbuilding contracts for five mid-size ultra-high reefer vessels for a total of $413m. The vessels are due to deliver in 2029 straight onto multi-year charters with an average teu-weighted term of 8.1 years. The latest newbuilds brought the owners’ orderbook to 15 vessels, adding to 10 orders placed earlier in June for $917m with deliveries from the end of 2028 through early 2030. Each of those vessels will also be delivered onto charter, with teu-weighted average durations of 6.7 years. Related:CSSF warns container fire risk is moving the wrong way The company said that its fleet was 100% covered for 2026 and 86% covered for 2027, with a teu-weighted average of 2.6 years contract cover as of the last day of March. MSChad the single largest share of the $2.1bn of contracted revenues GSL had in place on March 31, at 29%. Gemini Cooperation partnersMaerskandHapag-Lloydwere tied for second at 19% each, followed byCMA CGMat 15%, andZIMat 12%. Read more about: Gary Howard Middle East correspondent Gary Howard is the Middle East Correspondent for Seatrade Maritime News and has written for Seatrade Cruise, Seatrade Maritime Review and was News Editor at Lloyd’s List. Gary’s maritime career started after catching the shipping bug during a research assignment for the offshore industry. Working out of Seatrade's head office in the UK, he also produces and contributes to conference programmes for Seatrade events including CMA Shipping, Seatrade Maritime Logistics Middle East and Marintec. Gary’s favourite topics within the maritime industry are decarbonisation and wind-assisted propulsion; he particularly enjoys reporting from industry events. Gary Howard regularly moderates at international maritime events. Below you’ll find a list of selected past conferences and webinars. Ports of Refuge: Strengthening Maritime Resilience, at Seatrade Maritime Logistics Middle East 2025 Debunking LEO and Cloud for Maritime Industry, December 2022 (watch on-demand recording) Making Data Work for Shipping at Seatrade ShipTech Virtual 2021 Is the Zero-Carbon Future a Slow Shipping Future?at Seatrade ShipTech Virtual 2021 Is Ship Finance Transforming Faster than Shipping?at Seatrade ShipTech Virtual 2021

Redazione AnsaBRUXELLES - Luglio 15,2026 - News (ANSA) - BRUXELLES, 15 LUG - "L'Italia, con il documento firmato da altri nove Stati membri, si pone alla guida di un importante blocco di Paesi pragmatici per chiedere una riforma realmente efficace del sistema Ets. Non è più tempo di rinvii e mediazioni al ribasso, soluzioni timide, ideologismi green che portano dritti alla de-industrializzazione europea".Lo afferma il capodelegazione di Fratelli d'Italia al Pe Carlo Fidanza, commentando l'iniziativa dell'Italia e di altri 9 Stati Ue in merito al sistema Ets."L'Ets, a maggior ragione in questa ennesima fase di crisi, necessita di una rivoluzione copernicana per smettere di essere una tassazione carbonica sulle nostre imprese, che ricade peraltro in modo disomogeneo tra gli Stati membri. Un'attenzione particolare meritano la nostra industria di base e i settori hard-to-abate, il comparto dei trasporti e il tema dei fertilizzanti", aggiunge il capodelegazione di FdI."Riempirsi la bocca di competitività senza avere il coraggio di rivedere in profondità i totem dell'agenda green sarebbe un gravissimo errore da parte della Commissione Ue. Ci auguriamo che queste ultime ore che precedono la presentazione del provvedimento portino consiglio e che l'esecutivo comunitario scelga di seguire il più possibile la rotta tracciata dall'Italia e dagli altri nove Paesi pragmatici", conclude Fidanza. (ANSA).

(Il Sole 24 Ore Radiocor) - Roma, 15 lug - Le richieste dei 10 Paesi si focalizzano quindi sul settore dell'aviazione, rispetto al quale bisognerebbe "tenere conto delle caratteristiche specifiche del trasporto aereo internazionale, delle esigenze del settore e dell'evoluzione dei negoziati" sul regime CORSIA, "garantendo al contempo condizioni di parita' per gli operatori europei". Infine, "l'accettazione da parte dell'opinione pubblica e' un presupposto fondamentale per la credibilita' della tariffazione del carbonio e delle politiche climatiche in generale. L'Ets 2 e' uno strumento particolarmente delicato dal punto di vista sociale e incide principalmente sulle famiglie piu' vulnerabili, che sono gia' colpite in modo sproporzionato dalla crisi dei prezzi dei carburanti. I cittadini europei non dovrebbero dover affrontare nuove tasse climatiche nelle attuali circostanze economiche e geopolitiche. L'Ets 2 dovrebbe quindi essere affrontato direttamente nella revisione e attentamente riconsiderato". fil. Gli ultimi video Radiocor (RADIOCOR) 15-07-26 17:42:04 (0557)GOV,EURO 5 NNNN

Una proposta in sette punti (Il Sole 24 Ore Radiocor) - Roma, 15 lug - L'Italia e gli altri 9 Paesi, nella loro proposta, chiedono alla Commissione di "tenere conto nella sua proposta" di sette elementi. Innanzitutto, che il percorso di riduzione delle emissioni sia "chiaro e realistico. L'attuale sistema, che impone ai settori dell'energia e dell'industria di raggiungere livelli di emissioni quasi pari a zero gia' entro il 2039, spingera' le industrie fuori dall'Europa. E' quindi necessario posticipare" il cap di emissioni Ets il piu' vicino possibile al 2050. Inoltre, l'assegnazione gratuita "non e' una ricompensa ma una necessita' che fornisce protezione contro la rilocalizzazione delle emissioni di carbonio. La graduale eliminazione dell'assegnazione a titolo gratuito nei settori coperti dal Cbam dovrebbe essere sospesa fino a quando questo nuovo strumento non dimostri la propria efficacia". Ancora, "la revisione deve rendere il sistema piu' flessibile per consentire di tenere conto di contesti nazionali specifici, quali il mix energetico o il Pil pro capite". Il quarto punto riguarda il prezzo della CO2, che "deve essere prevedibile e immune alla speculazione. Dovrebbe inoltre essere accessibile per mantenere la competitivita' dell'UE a livello globale". Quanto al settore marittimo, "pur condividendo gli obiettivi di decarbonizzazione, e' necessario tenere debitamente conto della competitivita' del sistema portuale europeo. La revisione dovrebbe evitare la fuga di carbonio indesiderata impedendo il trasferimento del traffico dagli hub di trasbordo dell'Ue ai porti dei Paesi terzi limitrofi". fil. Gli ultimi video Radiocor (RADIOCOR) 15-07-26 17:29:38 (0552)GOV,EURO 5 NNNN

(Il Sole 24 Ore Radiocor) - Roma, 15 lug - "Ci auguriamo che venerdi' la Commissione europea presenti, come sollecitato oggi anche dalla Francia con noi nell'incontro che abbiamo fatto al Ministero, una revisione strutturale e sostanziale e sostenibile del meccanismo perverso degli Ets e cosi' faccia anche nella revisione del Cbam che abbiamo imposto". Lo ha affermato il ministro delle Imprese e del Made in Italy, Adolfo Urso, rispondendo nell'Aula della Camera, nel corso del question time, a un'interrogazione FdI sulla recente intesa siglata per il polo siderurgico di Piombino. Bof. Gli ultimi video Radiocor (RADIOCOR) 15-07-26 16:50:21 (0534)ENE,GOV,EURO 5 NNNN

Soho Tech Group marks the 37th order for its 63,500 dwt bulker design. July 15, 2026 Jiangsu-based Soho Tech Group officially signed a newbuilding contract for two 63,500 dwt bulk carriers withHong Kong-based owner K.C. Maritime (KCM). KCM is a subsidiary of the century-old Chellaram Group, and currently owns a fleet of four kamsarmaxes and eight ultramax/supramax vessels. The newly-contracted 63,500 dwt bulk carrier adopts a single-engine and single-propeller propulsion system, and will offer superior operational and environmental performance, the companies said. The vessel has an overall length of 199.9 meters, a beam of 32.26 meters, a depth of 18.9 meters, and a structural draft of 13.5 meters. Designed with a service speed of 13.5 knots and a maximum range of 20,000 nautical miles, the vessel integrates advanced energy-saving and eco-friendly technologies. Soho Tech Group said the design's green and efficient attributes have helped make it one of the most popular mainstream ship types in the current global newbuilding market. Related:Pan Ocean orders ammonia-ready VLCC pair at CSSC Following its restructuring, Soho Tech Group has secured a total of 37 orders for this mature 63,500 dwt bulk carrier series. Backed by stable delivery capacity, eco-efficient vessel design and stringent construction quality control, the shipbuilder has gained wide recognition from global shipowners and industry partners. Earlier this year, at the naming ceremony for a pair 35,000 dwt bulkers, Soho Tech Group's Chuangke Shipyard celebrated the delivery of one of the vessels 52 days ahead of schedule, breaking the yard's fastest delivery record. Read more about: Katherine Si China Correspondent China-based Katherine Si has worked in the maritime industry since 2008 is well-connected with local industry players including Chinese owners and yards. Having majored in English Katherine started at news portal ShippingChina.com where she rose to become a News Editor. In 2008 she moved to work with Seatrade and has since held numerous positions including China correspondent for Seatrade Maritime Review magazine. With extensive experience in writing, research and social media promotion, Katherine focuses on the shipping and transport sectors.

Seafarer death toll from Ukrainian and Russian attacks on commercial vessels rises as escalation continues. July 15, 2026 Ukraine’s drone forces have continued to increase their tally of attacks onRussia-linked ships in the Black Sea and Sea of Azov, striking 136 vessels in the past 10 days. The number of seafarer fatalities in the conflict has also risen as Ukraine’s assault continues and Russia responds with its own attacks on shipping targets. In his latest update, Ukraine's Unmanned Systems Forces commander Robert “Madyar” Brovdi said operators from various SBS brigades had hit 116 ships in the Sea of Azov from 6-14 July in the first round of the naval battle. The second round in the Black Sea opened with 20 attacks on July 15, including 17 oil tankers, two gas tankers and a tug, he said. The attacks by Ukraine’s Unmanned Systems Forces are aimed at strangling supplies to Russian-occupied Crimea, particularly tanker-borne energy products, although bulkers and general cargo ships have also been struck. Just as in the Middle East conflict, Ukraine’s latest military campaign shows the strategic value and vulnerability of shipping chokepoints. Related:Trump pulls U-turn on 20% Hormuz tariff The persistent drone strikes earlier this week led to the suspension of shipping through the Don-Azov Channel connecting the Sea of Azov and Black Sea to the River Don, a key grain export corridor. The Kerch Strait between the Sea of Azov and Black Sea was also closed to commercial shipping, leaving Crimea’s eastern coast, and Russian-occupied areas of Ukraine along the north of the Sea of Azov isolated from the Black Sea and onward shipping routes. Russia’s Port of Rostov-on-Don and the occupied Mariupol Port are both in the isolated area. Russia’s Ministry of Transport said bulk cargo shipments would be rerouted to other modes of transport, should the operational situation demand it. Ukraine’s targeting of commercial ships has not gone unanswered. Governor of Ukraine’s Odesa Oblast, Oleh Kiper, said the region had been subjected to five days of missile and drone strikes on port and energy infrastructure as well as civilian targets. On 13 July, Kiper said a Russian attack on a commercial vessel in Odesa caused a fire onboard and killed five seafarers, injuring seven more. On 14 July, three people were killed during a UAV attack on a Marshall Islands-flagged vessel in Odesa port. Four hours earlier, Kiper reported another incident where two merchant ships sailing in the Black Sea were hit by Russian forces and the captain of one of the vessels was killed. One of the ships, a Tanzanian-flagged general cargo vessel, was reportedly carrying a cargo of sunflower meal from Chornomorsk, Ukraine, to Turkey, according to maritime intelligence firm Ambrey. Related:Indian seafarer killed in Iran tanker strikes, says UAE “The extent of damage to port infrastructure and any impact on maritime operations remain unclear at this time,” security company Vanguard said of the attack on Odesa. Earlier this week,IMOsecretary general Arsenio Dominguez said he deplores the series of attacks on merchant ships in the Sea of Azov and Black Sea and called for all parties to refrain from actions that endanger innocent merchant seafarers. “Seafarers should never become casualties of conflicts to which they are not a party. ,” said Dominguez. Video from Ukraine’s drone strikes in the region show a change of tactics in some attacks to mirror those being used by Russia; some drone operators are choosing to aim for the bridge of the vessel being targeted, increasing the risk to seafarers onboard. Read more about: Gary Howard Middle East correspondent Gary Howard is the Middle East Correspondent for Seatrade Maritime News and has written for Seatrade Cruise, Seatrade Maritime Review and was News Editor at Lloyd’s List. Gary’s maritime career started after catching the shipping bug during a research assignment for the offshore industry. Working out of Seatrade's head office in the UK, he also produces and contributes to conference programmes for Seatrade events including CMA Shipping, Seatrade Maritime Logistics Middle East and Marintec. Gary’s favourite topics within the maritime industry are decarbonisation and wind-assisted propulsion; he particularly enjoys reporting from industry events. Gary Howard regularly moderates at international maritime events. Below you’ll find a list of selected past conferences and webinars. Ports of Refuge: Strengthening Maritime Resilience, at Seatrade Maritime Logistics Middle East 2025 Debunking LEO and Cloud for Maritime Industry, December 2022 (watch on-demand recording) Making Data Work for Shipping at Seatrade ShipTech Virtual 2021 Is the Zero-Carbon Future a Slow Shipping Future?at Seatrade ShipTech Virtual 2021 Is Ship Finance Transforming Faster than Shipping?at Seatrade ShipTech Virtual 2021