MARAD Activates Empire State VII for Urgent National Security Mission
The US Maritime Administration (MARAD) is an organization we are very familiar with as much of our business at Arpin is government and military related. It’s no secret that the number of US flagged ships has dwindled over time; some statistics say there has been an eighty-three percent decrease in the number of vessels from 1955 to 2020. This week, MARAD activated the State University of New York’s (SUNY) Empire State VII for a classified national security mission after finding no other suitable vessel to meet an urgent “secret” mission. While the vessel is operated by the academy, it is federal property, and the government is not restricted in its ability to use the vessel for its needs.
The activation has brought up questions about the available US sealift capacity as well as what effect this will have on the school, as this is their primary training vessel.
MARAD and CORE POWER Explore Nuclear-Powered Commercial Shipping
Another mention of MARAD this week, as they signed an agreement with CORE power to accelerate the pathways for nuclear-powered commercial ships. Due to the sharp decline in capabilities in the US for shipbuilding and repair, opportunities like this may present new models that America can take advantage of to bridge the gap that has been created over the years. This aligns with the current administration in Washington as they are focused on strengthening American shipping.
Can Nuclear Technology Help Revitalize American Maritime Infrastructure?
More information here: MARAD Says No Other Suitable Ship Available for Classified Empire State VII Mission, Merchant Marine, Washington turns to nuclear power in shipbuilding revival – Splash247, MARAD and CORE POWER sign agreement to explore nuclear-powered shipping technologies
Federal Efforts to Strengthen the American Maritime Industry
In July 2025, we related how difficult this turnaround might be, but it does seem to be front of mind, and that could be a good start. Last year we learned about the “SHIPS Act,” and its intended impact on American shipbuilding. The blog discussed that although the US is far behind its international competitors in the ability to build and repair ships, the current administration is trying to change that. Three articles issued over the last year that seem to bolster this idea:
The first talks about the partial termination of a contract with Eastern Shipbuilding Group (ESG) for two Offshore Patrol Cutters. The Administration cites significant delays and cost concerns, and the contractor itself notified the service earlier this year that it could not fulfill its obligations without incurring an “unabsorbable loss”. This follows a similar decision in June to cancel a delayed Legend-class National Security Cutter contract with Huntington Ingalls Industries (HII).
The second seems to further highlight the difficulties surrounding US shipbuilding. The President signed an executive order in April 2025 aimed at reviving domestic shipbuilding and established a maritime office at the National Security Council, a move seen as a sign of commitment to the industry. Officials said that there was now a greater emphasis on maritime affairs at the State Department as well as the Office of Management and Budget.
The last article seems to deepen the divide and talks about a consortium of Finnish and Canadian firms that propose to build Arctic Security Cutter icebreakers for the US Coast Guard. The article points out another US project that is faltering at Bollinger Shipyards in Mississippi, indicating that the Polar Security Cutter they are building there is far behind the original schedule and could face the same fate as the projects above. The foreign team above has a track record of competing comparable vessels in under thirty-six months.
With many of the US projects faltering, a pivot toward foreign collaboration could underscore the growing concerns about domestic shipyard reliability and their ability to perform against worldwide competition.
Final Thoughts
The recent activation of the Empire State VII by MARAD highlights pressing concerns about the availability of US sealift assets and the broader decline of the American maritime fleet. At the same time, initiatives such as MARAD’s partnership with CORE POWER on nuclear-powered commercial vessels demonstrate a willingness to explore innovative solutions to strengthen the nation’s shipping capabilities. While federal efforts, executive actions, and proposed legislation signal renewed attention to maritime issues, ongoing project delays, cost overruns, and shipyard performance challenges continue to raise questions about the competitiveness of domestic shipbuilding. As policymakers and industry leaders look for ways to reverse decades of decline, the future of American maritime strength may depend on a combination of modernization, strategic investment, and international collaboration.
