In a historic Scottish port city, preservationists are mounting an urgent campaign to rescue the 200-year-old HMS Unicorn, one of the world's last surviving warships from the age of sail.
HMS Unicorn, the third oldest warship still afloat, has received a $1 million lifeline from Britain's National Lottery, jumpstarting an ambitious $12 million preservation project. But the clock is ticking for this maritime treasure.
"Unicorn is a symbol of Dundee's rich maritime history and without support may not survive," said Matthew Bellhouse Moran, executive director of the preservation society overseeing the vessel's restoration. "We urgently need the support of individuals, businesses, and organizations."
The Unicorn presents a unique window into naval history. Built in the aftermath of the Napoleonic Wars, she never received her masts or rigging, instead serving her entire career as a naval training and depot ship. For much of the 20th century, she was home to reservists before retiring from naval service in the late 1960s.
Now a floating museum in Dundee's harbor, the ship requires extensive restoration work as part of a broader waterfront revitalization project. The preservation society faces an April deadline to raise an additional $820,000 to unlock the full $12 million in project funding.
The restoration plan calls for relocating the Unicorn to Dundee's East Graving Dock, where she would rest in a specially designed cradle. But significant work remains: the dock must be emptied and repaired, and a new caisson installed. The National Lottery has indicated the possibility of an additional $4 million grant later this year.
The Unicorn is surpassed in age only by HMS Trincomalee, now a museum in Hartlepool, England, and the USS Constitution in Boston.
"This is a national treasure," Mr. Moran emphasized, noting the vessel's importance to British maritime heritage and to the local identity of Dundee, a city whose fortunes have long been tied to the sea.
Pilots and port officials at Brisbane have revised their rules for ship movements after two dangerous breakaways, caused by a combination of extreme river currents and hydrodynamic forces from passing ships.
In May 2022, during an unprecented high rainfall event, a series of controlled dam releases upstream on the Brisbane River caused strong currents at the Port of Brisbane's container terminal. The currents put extra strain on the mooring lines on the boxships that were berthed alongside at the port.
On May 16, the container ship OOCL Brisbane broke away from its berth at the port, just as it was passed by the container ship Delos Wave. All of Brisbane's mooring lines parted or paid out, and it drifted off into the Brisbane River before it was corralled and brought under control by harbor tugs.
Four days later, CMA CGM Bellini's forward mooring lines parted just as it was passed by the APL Scotland, and its bow drifted off the wharf before tugs brought it safely back to the pier.
In both incidents, the ships were moored uneventfully for more than 20 hours without issue, then broke away as soon as a second container ship pulled alongside and berthed just ahead. Suspecting interaction forces, the Australian Transp Safety Board (ATSB) commissioned a hydrodynamic study to examine the currents and the effects of the nearby moving ships. The expert study found that the currents alone should not have exceeded the holding power of the Brisbane and Bellini's mooring arrangements, indicating that interaction forces created by the second vessel were at play.
Delos Wave and APL Scotland both transited to their berths at normal operating speed over ground - but with the high current, they were moving faster than normal through the water. This created a larger surface displacement wave than usual, and this enhanced wave caused the moored container ships to surge and yaw at the pier - much like a moored dinghy hit by an excessive wake.
When the approaching boxships moored just ahead, the complex current flow around their hulls and against the pier structure, combined with the wash from their propellers, added to the forces on Brisbane and Bellini until their mooring systems failed.
“Fortunately, the ships were brought under control in both cases, and there were no injuries or substantial damage in either incident,” ATSB Chief Commissioner Angus Mitchell said. “But breakaways can have serious outcomes. These breakaways highlight the importance of robust, properly structured and clearly defined emergency and risk management arrangements for managing port shipping movements outside of normal operating conditions."
Brisbane's pilots and port authorities have adjusted their operating procedures to account for flood events, and advised that ship movements may be restricted for safety when necessary during extreme environmental conditions.
The Russian military cargo ships Sparta and Sparta II have both departed the naval base at Tartus, Syria, along with a large volume of cargo that had been staged on the piers. The accumulation of Russian cargo at the base in December; the sealift ships' long and expensive ballast voyage to Syria; the ships' appearance alongside the military pier; and the simultaneous disappearance of the vessels and the cargo all appear to confirm an evacuation of military equipment.
Russia's navy has occupied the northernmost pier in the port of Tartus since the 1970s, when the Soviet Union brokered a lease with dictator Hafez al-Assad. The lease may soon change: In December, U.S.-designated terrorist group Hay'at Tahrir Al-Sham (HTS) overthrew Hafez's son, the Russian-backed ruler Bashar al-Assad, after 13 years of civil war. Russia's troops retreated to the coast, and dozens of military vehicles accumulated at Tartus - reportedly including valuable air defense systems.
After weeks at anchor, Sparta and Sparta II entered the port last week, their arrivals accompanied by cargo movements that were visible by satellite. A large volume of containers appeared on the quayside, and these were all gone - along with the ships - as of Wednesday.
A comparison of @Planet satellite images taken today, January 29, and on January 27 confirms that the Sparta cargo ship has also left the port of Tartus, following Sparta II and taking yet another load of Russian military equipment and cargo out of Syria. pic.twitter.com/g9yY3SmufB
Open-source intelligence analyst MT Anderson observed that the vessels of the Russian Navy's Mediterranean Flotilla are also gone, possibly accompanying Sparta and Sparta II in convoy. The flotilla has been loitering off Tartus since early December, when it sortied as HTS advanced on Damascus.
The apparent departure of the Russian naval presence comes as Russia steps up diplomatic engagement with Syria's new rulers. Deputy Foreign Minister Mikhail Bogdanov and special envoy Aleksandr Lavrentiev arrived in Damascus this week for talks with HTS' leadership, seeking an accord to continue Russian basing arrangements in the country.
????????Med Sea Flotilla????????
Sentinel 2????, 29 January 2025, confirm the departure of Sparta and Sparta II
Just as important, there are no Med Sea Fleet vessels within ~125km radius of Tartus. They are likely escorting the Sparta's but will they return for a second round of evacuation? pic.twitter.com/OWsVZQ85PR
HTS has terminated the Russian lease on the commercial seaport at Tartus, but its leaders have expressed a more friendly approach to relations than might be expected, given the years of Russian airstrikes on rebel fighters. "We don’t want Russia to exit Syria in a way that undermines its relationship with our country," said HTS leader Ahmed al-Sharaa last month. He pointed to Syria's ongoing dependence on Russian technology, including maintenance of the war-torn country's surviving power grid and military equipment - much of it supplied by Russia in the days of the Assad family's rule.
In a speech last week in North Carolina, President Donald Trump suggested that the U.S. would soon be ordering 40 big icebreakers for the Coast Guard, and that Canada wants in on the deal.
Asked about U.S. trade relations with Britain, Trump gave his thoughts on why Canada should become the 51st U.S. state. The U.S. is losing too much money to Canada on trade deficits, he said, and joining the U.S. would mean lower taxes (and no U.S. tariffs) for Canadians.
"Why are we paying all of that money to Canada when, you know, we — we could use it ourselves, right? You know, we ordered — we’re going to order about 40 Coast Guard big icebreakers. Big ones. And all of a sudden, Canada wants a piece of the deal. I say, 'Why are we doing that?'" Trump said. "I mean, I like doing that if they’re a state, but I don’t like doing that if they’re a nation. . . . I would love to see Canada be the 51st state."
The U.S. Coast Guard currently has funds from Congress for a planned three-vessel order for the Polar Security Cutter program, built by Bollinger. The first was approved in late December after years of delay, and the program faces cost overruns. The service's last icebreaker study suggested a need for at least three more medium icebreakers in addition to the current program of record, and its regional icebreaker fleet for the Great Lakes is also advancing in age.
At present, the service's seagoing fleet has one heavy icebreaker and one medium icebreaker - both aging - and one "bridging strategy" icebreaker, a commercial conversion that will fill gaps until delivery of the first Polar Security Cutter.
Canada has had prior involvement with America's icebreaker ambitions. Last year, under the previous administration, the U.S., Canada and Finland announced an icebreaker technology-transfer initiative called the ICE Pact (Icebreaker Collaboration Effort). Finland's Helsinki Shipyard is the recognized leader in icebreaker construction outside of Russia, and it was recently purchased by Davie, the Canadian shipyard that holds Canada's "program icebreaker" contract. Davie has pledged to invest in a U.S. facility to build icebreakers for the international market, once it secures the right shipyard partner.
"It is about providing the capability for like-minded nations to uphold international rules, norms, and standards to sustain peace and stability in the Arctic and Antarctic regions for generations to come," the three nations said in a statement at the time.
A coal carrier operating for Japan’s Iino Lines and power company J-Power completed its first voyage after the installation of a rotor sail manufactured by Norsepower. It is part of an effort by the Japanese shipping industry to accelerate the use of technologies to cut emissions and it was also one of the first large bulkers to be fitted with a rotor sail.
The companies announced the plans to fit the rotor sail on the bulker Yodohmie in July 2023 reporting at the time it was the first application of the rotor sail on a dedicated coal carrier. As the technology has gained greater acceptance, others including Mitsui O.S.K. Lines, Tufton, U-Ming, Vale, BHP, and Berge Bulk each moved forward with projects employing rotor sails.
The Yodohmie (85,000 dwt) was built in Japan in 2016 and the rotor sail installation took place in December 2024. The vessel, which is 757 feet (229 meters) in length, was fitted with a single rotor sail placed near the bow. Norsepower reports it is 24 x 4 meters (79 x 13 feet) and is expected to reduce fuel consumption and CO2 emissions by approximately 6 to 10 percent. The first trip was completed in January 2025 deploying the rotor sail.
The Norsepower Rotor Sail is a modern adaptation capturing the Magnus effect generated when wind meets the rotating cylinder to produce propulsive force. Nortsepower highlights it utilizes AI technology to automatically control the rotation, direction, and speed of the rotor while incorporating real-time meteorological information, such as wind direction and wind speed. The data is fed to the system with sensors that measure the wind while a small amount of power from the ship slowly revolves the rotor.
Iino Lines highlights this is the second vessel the company has equipped with a Norsepower Rotor Sail. Last November, it fitted a rotor on a very large gas carrier, Oceanus Aurora (58,495 dwt). This is the first application of wind-assisted propulsion for J-Power. The company is pursuing other wind-assisted propulsion applications with MOL and its rigid sail as well as the “K” Lines and the sail concept.
Norsepower highlights the growing support for wind-assisted propulsion in the commercial shipping industry. The company, which started in 2012, reports it has completed 30 rotor installations on 17 vessels. Within the next 18 months, the company reports 42 additional units are scheduled to be installed on 15 ships.
The head of Bulgarian shipping company Navibulgar maintains that the bulker Vezhen accidentally "leaked" anchor chain out past the chain stopper in rough weather, and that any damage that the vessel may have inflicted to a subsea cable between Gotland and Latvia was not an act of sabotage. Another mariner, "long distance" Captain Donyo Dachev, had a different perspective: he told Bulgarian outlet Fakti that there is as of yet no proof that the Vezhen was involved at all, and that if it was, its anchor system could have been sabotaged by Russians during the previous port call.
"In the Russian port [Ust-Luga], there were all possibilities for malicious actions to be committed. When loading, there is no one from the crew who is constantly standing on the deck, but there is always a person from the Russian side who manages the loading," Capt. Dachev told Fakti. "The Bulgarian ship is a victim of sabotage, which is supposed to cover up real Russian sabotage."
He emphasized that the Vezhen's crewmembers were well trained and would never jeopardize their careers "for such ridiculous things as sabotaging a cable."
Multiple maritime experts have suggested that the odds of an accidental, unnoticed anchor release are relatively low. "You wonder why the speed is decreasing and why the engines are working so hard and why you have difficulty steering. There are many indicators. It's impossible to miss," said Peter Sigray, a researcher at the Faculty of Marine Systems at KTH, speaking to SVT. "Either it is very poor seamanship and poor training, or they did it on purpose. But I am not making any assessment as to which it is, experts must come in and make the assessment."
However, Bulgaria's far-right, ultranationalist Vazrazhdane (Revival) Party has called on the Bulgarian government to immediately demand an apology from Sweden for detaining the Vezhen.
"We demand that the Bulgarian state, represented by the Prime Minister and the Minister of Foreign Affairs, immediately condemn the pirate actions of the Swedish government and demand an apology," said Vazrazhdane leader Kostadin Kostadinov on Wednesday. "If what they claim has actually happened, the guilty parties will face the deserved punishment. But if it turns out that everything was completely unintentional, will the government of the Kingdom of Sweden offer an apology? Because something that is not requested is not given."
Bulgaria's ambassador to Sweden is currently awaiting permission to go aboard the ship and meet with the crew. None have been formally charged or detained, and as of Tuesday, Navibulgar said that they had not been questioned by Swedish police.
The cable damage incident was the fourth in a year, defying the low odds of accidental, unnoticed anchor dragging mid-voyage. Baltic nations are on edge about the possibility of Russian sabotage attacks on subsea infrastructure, and NATO has deployed a substantial patrol presence to help monitor and protect subsea cables from attack. This comes at considerable expense, and possible hardening measures - like encasing or burying cables - would cost even more.
On Wednesday, Estonian Defense Minister Hanno Pevkur told Reuters that the region's stakeholders may have to begin charging an access fee for Baltic shipping. He said that coastal states would have to agree on a mechanism, but did not address the legal question of how to charge foreign merchant shipping for access to treaty-protected straits and international waters - nor the precedent this could set for authoritarian states to justify their own claims of control over high seas shipping.
"When you go to an airport, you pay landing and airport fees, which are included in ticket prices," Pevkur told Reuters. "In the future, we might see a similar charge for vessels passing through the Danish straits — essentially an insurance fee against cable damage."
The project to deploy the first wind-powered Ro-Ro as part of an innovative program for sustainable shipping moved a step closer to reality. Turkish shipbuilder RMK Marine reported today, January 29, that the hull of the Neoliner Origin has been floated for the first time.
The vessel was imagined by a French team that seeks to build a commercial vessel that is primarily powered by wind. When the Neoliner Origin enters service later this year it will operate up to 80 percent of the time primarily on wind power. The vessel has a backup diesel motor which will also be used for maneuvering in port.
Neoline and RMK agreed to the project in 2023. Construction began in November 2023 and the assembly in February 2024. The company previously said it was targeting July 2025 for the commercial maiden voyage. It will sail from Saint-Nazaire, France to Baltimore, Maryland with planned stops in the French territory Saint-Pierre and Miquelon and Halifax, Canada.
In recent updates, the company reported that the 88 blocks that make up the vessel were in place and the garage ramp was being installed. The foundations of the SolidSail system were also in place. The diesel engine, gearbox, and reversible shaft generator were also completed with only the rigging to still be installed. The sail system and rigging have been completed by Chantiers de L’Atlantique and at last report was being transported to the shipyard in Turkey.
Neoliner Origin will mostly use its sail for propulsion power (Neoline)
The Neoliner Origin will be 446 feet (136 meters) in length with nearly 3,000 square meters of sail. The vessel will use two Solidsail carbon masts developed and built by Chantiers de l’Atlantique with each mast standing nearly 250 feet (76 meters) and the ability to tilt for clearance and navigation in port. Other unique elements include retractable anti-drift plans and an ultra-efficient weather routing system. Wind will be the primary propulsion for the vessel but it will have an auxiliary engine used while maneuvering or in emergencies.
The vessel will have a loading capacity of 1,200 linear meters with a 2.8-meter width or a capacity of 265 TEU. The maximum weight will be 5,300 tons of cargo. The company highlights the design permits the ship to transport different types of cargo. There will also be accommodations for 12 passengers.
Neoline’s plan called for two demonstration vessels to begin the commercial service. With two vessels, Neoline plans to offer a sailing every two weeks. The vessels are projected to have a speed of 11 knots providing an 8-day crossing time across the Atlantic. It will take an additional four days to reach Baltimore.
It has reported interest from a range of French industrial companies, including companies such as Renault Group, Groupe Beneteau, Manitou Group, Michelin, Jas Hennessy & Co, Clarins, Longchamp, Rémy Cointreau, and La Fournée Dorée.
The deployment of the seaglider technology, a modern"wing in ground effect" WIG craft is taking another step forward with plans for the first deployment for crew transfer to offshore infrastructure. ADNOC Logistics and Services (ADNOC L&S), part of the Abu Dhabi National Oil Company (ADNOC), reported it has partnered with an Abu Dhabi seaglider operator to introduce seagliders developed by U.S.-based Regent into its fleet to support offshore operations.
The companies highlighted the seagliders are well suited to support offshore energy operations. Regent says its crafts will offer travel times on par with a helicopter and more than 70 percent faster than the average crew transfer vessel. Regent expects its vessels when deployed to operate at speeds up to 180 miles per hour and using an all-electric battery power system will have a range of up to 180 miles.
The company’s first design is the Viceroy seaglider, which will be able to carry 12 passengers or 3,500lbs (1,600kg) of payload. The companies said the design offers multiple efficiencies for the offshore energy logistics industry.
Regent has reported strong progress in the development of its vessels. The design makes it possible for the crafts to float at a dock, foil in harbors, and skim over open waters using ground effect to provide lift and reduced drag. Seagliders will be certified and regulated as maritime vessels with regent promoting low cost of operations and the benefits of being emission-free due to their battery power.
Prototype testing has already been underway and in October REGENT announced it was moving toward full-scale prototype testing. Regent reported it would be assembling major structural components and installing the critical onboard systems, including motors, batteries, electronics, mechanical systems, and vehicle control software, and expects to begin sea trials with humans on board.
So far, most of the interest has come from commuter and short-haul airline routes. Several ferry companies have also shown interest in the technology and Japan’s Mitsui O.S.K. Lines (MOL) made a strategic investment in 2024 in Regent through its US-based corporate venture capital firm.
“REGENT could ask for no better end-user for seagliders in UAE than the largest energy producer in the country and leader in innovation and sustainability,” said Billy Thalheimer, Co-founder and CEO of REGENT. “Seagliders will drastically reduce the time, cost, and emissions of offshore energy logistics, and we look forward to working together to set a new standard for the energy industry.”
In April 2024, REGENT signed an agreement with the Abu Dhabi Investment Office (ADIO) to collaborate on seaglider development and manufacturing capabilities at Abu Dhabi’s Smart and Autonomous Vehicle Industry (SAVI) cluster and an agreement with the Abu Dhabi Department of Municipalities and Transportation (DOT) to integrate seaglider service into the existing UAE transportation network.
Documents uncovered by a consortium of investigative journalists appear to show that Russian oligarch Roman Abramovich - one of the world's wealthiest people - leased his five superyachts out to shell companies that he controlled in order to create the appearance of commercial chartering activity, thereby avoiding millions of dollars in EU value added tax. In a statement, his lawyers told the BBC that Abramovich "always obtained independent expert professional tax and legal advice" and followed it.
The yachts in question include the 160-meter Eclipse, 115-meter Pelorus, 86-meter Ecstasea, 115-meter Luna and 110-meter Le Grand Bleu, all associated with Abramovich at various points in the 2000s and 2010s.
BBC obtained leaked emails and files from the Cypriot corporate services provider that handled Abramovich's holding companies. All five yachts were leased to Abramovich's Blue Ocean Yacht Management, which then chartered them out to a variety of other companies, all controlled by a different Abbramovich trust.
Blue Ocean's director laid out the arrangement in a 2005 memo, obtained by BBC. "We want to avoid paying VAT on the purchase price of the yachts and where possible to avoid paying VAT on goods and services," he wrote, and explained that the owning company and chartering companies should be separated as much as possible "so that an investigator checking on our operation would see it as a legitimate structure."
He noted that a "determined investigator could eventually discover this is an in-house structure with the possible consequences that would entail."
At least one charter period lined up with a date when Abramovich was photographed aboard the yacht. During at least one other, the yacht in question was nowhere near the described location in the charter party. Cyprus - where Blue Ocean was based - ended up pursuing the company for $15 million in unpaid VAT.
According to the Guardian, Abramovich may also owe UK authorities up to $1.2 billion in back taxes and interest on profits from some of his investments. The money was routed through a complex holding company structure in Cyprus and the British Virgin Islands, managed by an executive in Britain.
The project to build what is being billed as the Baltic’s largest wind farm received final approval with first power targeted for 2027. The project will be jointly developed by Ørsted in partnership with Poland’s largest power group, the state-controlled PGE.
“With today’s announcement, we’re ready to build Baltica 2, a flagship project for offshore wind in Poland,” said Rasmus Errboe, Deputy CEO and Chief Commercial Officer for Ørsted. “We’re satisfied with the value creation of the project, which has an attractive risk-reward profile.”
Baltica 2 will be located approximately 40 kilometers (25 miles) off the Polish coast near Ustka, which is located west of Gdansk in central Poland. The project which will consist of 107 Siemens Gamesa 14 MW turbines, will have a capacity of 1.5 GW and is one of two planned by the partnership.
The companies highlighted that Poland’s energy policy singles out offshore wind to be developed until 2040 to be a key technology to make Poland a low-emission economy. Poland has committed to 5.9 GW of offshore wind capacity by 2030 and 11 GW by 2040.
“The Baltica 2 offshore wind farm, the largest renewable energy project currently under development in the Baltic Sea, will diversify Poland’s energy production, enhance energy security, and provide cleaner and more affordable energy,” said Dariusz Marzec, CEO of PGE.
Helping to support the financial case for the development, Baltica 2 has a 25-year inflation-protected contract for difference (CfD) in place with the Polish state. The initial price was set in 2021 and is being adjusted to inflation. The price per MWh will be annually adjusted to inflation. After the CfD ends, Baltica 2 will receive the market price for electricity or enter new power purchase agreements.
Announcing that they had taken the final investment decision, the companies reported all major component and vessel contracts had been signed. The wind farm has obtained all permits and has signed a grid connection contract with the Polish transmission system operator PSE.
A broad team of contractors has been aligned to implement the construction. It will be installed by Cadeler and Fred. Olsen Windcarrier, while Van Oord will be installing foundations and offshore substations.
Spain’s Policía Nacional working in coordination with the Tax Authority reports it has conducted a series of arrests breaking up a gang smuggling cocaine hidden in industrial machinery from South America aboard ships arriving at Spanish ports. The bust captured 334 kilos of cocaine.
The industrial machinery was transported to Spain aboard containerships from Costa Rica. Two containers were intercepted in December after they were offloaded and moved to a warehouse in Valencia. Police raided the warehouse and released a video of teams cutting into the machinery.
????Desarticulada una organización criminal con #AgenciaTributaria por importar gran cantidad de cocaína desde Sudamérica oculta en piezas de maquinaria retroexcavadora
Police also recovered 299 packets each with three kilos of methamphetamine and €25,000in cash. Six raiders were carried out across Spain resulting in the arrest of nine people on drug traffic charges.
Detailing the operation, the police said it began in May 2024 when an investigation was launched into stolen motorhomes. During the search, the police uncovered documents relating to drug trafficking. They believe the gang planned to resell the motorhomes.
As the investigation progressed, with the help of authorities in Colombia, a shipment of 13 kilos of cocaine destined for Spain was intercepted. It culminated in December when the two containers were offloaded and identified linking them to the gang.
Police reported that one of the nine individuals arrested had been using false Portuguese papers since 2019. The individual had a previous prison sentence in Spain for drug trafficking. They are not ruling out additional arrests reporting that one individual remains a fugitive after the raids.
The debate of the situation at the Panama Canal and the potential Chinese influence being detrimental to U.S. shipping interests moved to a U.S. Senate committee. A hearing on Tuesday, January 28, featured the newly appointed Chairman of the Federal Maritime Commission Louis Sola and now-Commissioner Daniel Maffei briefing the committee, as well as testimony from the CEO of the World Shipping Council and a law professor from George Mason University.
The Senate Committee on Commerce, Science and Transportation announced the hearing, saying the purpose was to examine the importance of the Panama Canal to the American economy and national security, as well as the concerns over capacity limitations and rising fees. It also highlighted the potential dangers posed by the involvement of China and other foreign powers. It was a follow-up after Donald Trump’s repeated assertions that U.S. shipping interests are being “treated badly” and that “China runs the canal.”
During the hearing that lasted more than two hours (complete video online), the committee in the now Republican-controlled Senate, echoed the issues voiced by Donald Trump. Senate Republicans raised concerns about Panama’s management of the canal, citing allegations of corruption, including a no-bid port concession awarded to the Chinese firm Hutchison Ports. They argued that Panama was violating the neutrality treaty signed when the U.S. turned over control of the canal.
Senator Ted Cruz of Texas and now chairman of the committee made assertions of “exorbitant fees” which he claimed violate the treaty. He reiterated the contention that Chinese companies control the ports and also cited a Chinese company as the builder of the new bridge crossing the canal saying they could use it to “block the canal without warning.” Other Republican senators cited the fact that in 2021 Chinese companies were given new 25-year concessions at the ports without bidding. Democrats injected into the discussion that SSA Marine, based in Settle, however, has also been active running the Manzanillo Terminal in Colon for the past 30 years.
During his prepared remarks, FMC Chairman Sola highlighted his personal experience with the Panama Canal including having transited the canal 110 times as a captain and earning the distinction of “Honorary Lead Pilot.” Sola told the committee, “For the past 25 years, the canal has been very ably administered by the Panama Canal Authority, a government entity that is separate from the government of Panama.”
Pressed by committee members, Sola refused to contradict Donald Trump, saying the president has “a different briefing book,” but at the same time reiterated that the canal is run by the authority, not the government. He said his experience showed it was being well run and he contradicted the assertions of Chinese control. Sola called the committee’s interest in the Panama Canal “commendable.”
Highlighting the split between the government and the canal authority, Sola acknowledged to the committee “the reputation the Government of Panama has for corruption and susceptibility to foreign influence.” He noted that Chinese overtures to the government began in 2015 saying the government was “receptive.” He asserted, “China only had to push lightly on a cracked door in Panama.”
Sola along with Maffei detailed that the FMC had heard concerns from U.S. importers and exporters noting that the situation at the canal had grown more severe due to diminished capacity during the worsening droughts. Maffei also referenced the “de facto closure of the Suez Canal” due to the Houthis saying it also had serious consequences for ocean shipping. Sola and Maffei traveled to Panama in July and August 2024 to look deeper into the cause of the issues.
“Panama Canal Authority executives appeared to be fully transparent in discussing the management of the canal and options for making the waterway more resilient against drought,” Sola told the committee. He however said the U.S. is “not without options in addressing the growing presence of China and Chinese companies in Panama.”
Sola called for increased U.S. support for American companies seeking to do business in Panama. He also said the U.S. must protect the independence of the Panama Canal Authority calling for building of expanding relationships with the authority.
The FMC said it would also continue to monitor and review the practices of the Panama Canal Authority with “a particular eye toward the appropriateness of the pricing structure for transits.” Speaking earlier on CNBC, Sola noted the FMC could impose substantial fines on the Panama government or even bar Panama-flagged ships from U.S. ports.
Senator Maria Cantwell from Washington State - the ranking member on the committee representing the Democrats - also highlighted the need for U.S.-Panama cooperation to increase investment in port infrastructure and cybersecurity.
“It’s critical that the United States and Panama work cooperatively on new cyber security measures to close backdoors to foreign adversaries,” said Cantwell. “The United States and Panama should also work together to boost port and canal infrastructure to lower costs, and ensure reliability of the canal.”
Cantwell requested that the Department of Defense and U.S. Coast Guard brief the committee about foreign adversary threats to the canal. She also announced she would be leading a delegation to visit the canal’s operations.
France’s Mediterranean maritime authority is reporting that a tow of a disabled product tanker was completed this afternoon, January 29, after the vessel suffered an engine room fire. The decision was made to move the tanker to Marseille where it can be offloaded and a survey completed.
The Greek-operated product tanker Kriti Captain (37,434 dwt) had docked in Port-la-Nouvelle on January 25 after a trip from Augusta, Italy where it departed on January 22. It was loaded with 25,000 tonnes of diesel fuel for shipment to France.
Late night on January 25, the captain of the tanker requested the assistance of the local authorities to battle a fire aboard the vessel. The Aude Prefect reported that 55 firefighters were involved in the effort to locate the fire in the engine room and then extinguish the fire. By 0700 on January 26, the fire was extinguished, but crews were still working to detect possible hotspots. No injuries were reported during the fire.
Firefighters battling the engine room fire on the tanker (Prefet Aude)
The Kriti Captain was built in 2007. It has been operating since 2022 for Avin International of Greece and the tanker is registered in Liberia.
The French rescue tug Abeille Mediterranee arrived in the port on January 28 and at 1500 began a tow of the disabled tanker. Prefet Maritime de le Mediterranee reported that the safety conditions for a tow at low speed had been met. The regional operational center however was carefully monitoring the tow. By 1400 today, January 29, the report was that the tanker had been secured at the Marseille seaport.
The next step is to unload the ship’s cargo. The tanker will also undergo a full inspection to prepare it for necessary repairs.
The shipping industry stands at a crossroads, faced with an "uncertainty dilemma" as it seeks to navigate the complexities of the decarbonization challenge. This dilemma and challenge is underscored by a qualitative survey from Houlder, a London-based design and engineering consultancy. Jonathan Strachan, Houlder’s Chief Technical Officer, shares findings of his discussions with shipowners, which highlight the difficult decisions they face amid tightening environmental regulations and shifting global policies.
A spotlight on uncertainty
The survey, which engaged shipowners across sectors including container, tanker, bulk, cruise, and ferry, reveals that uncertainty is a significant obstacle to the industry’s energy transition. With regulations evolving rapidly and often lacking clarity, shipowners find themselves torn between taking decisive action and waiting for more concrete guidance. As one passenger shipowner remarked, key questions remain unanswered, such as the definition of domestic shipping – and the potential phased implementation of policies like those seen in the European Union.
Complicating matters further, the political landscape adds another layer of unpredictability. In 2024, elections in 64 countries, including the United States, had shipowners closely monitoring potential policy shifts. Decisions from the new U.S. administration could significantly influence sustainability strategies, while a lack of clear direction from transport departments globally has delayed progress for many.
The regulatory compass
Despite the murky political waters, regulatory developments provide some direction. Compared to two years ago, shipowners report greater certainty regarding regulations such as the EU Emissions Trading System (ETS). Smaller owners see the ETS as increasingly impactful, while larger operators view it as a manageable component of their strategies, offering a reference price for carbon that informs daily operations and business planning.
FuelEU Maritime, however, looms larger in the minds of shipowners. With penalties for non-compliance as high as €2,400 per tonne of very low-sulfur fuel oil equivalent, this regulation has prompted more urgent action. According to one respondent, the stringent penalties have shocked businesses into prioritizing energy efficiency and future fuel adoption. “From an R&D point of view, these have helped secure support and budget,” they added.
Waiting for the right time
Inaction is not an option – we can’t let uncertainty become an alibi for inaction on decarbonization. Hardly headline news, but with regulations such as FuelEU Maritime, owners are running out of time. They need to accurately simulate scenarios with information available today to enable informed decision-making now. The industry’s predicament can be likened to navigating through fog: without navigational aids, progress slows to a crawl.
Arguing that waiting for perfect clarity is a strategic misstep. 100% certainty is neither possible nor necessary for shipowners to navigate the decarbonization maze. The leading shipowners are already starting the journey with the help of partners, staying agile to adapt, and remaining informed about the technological pathways available to them.
Charting a course forward
Two years after its last survey, Houlder’s findings highlight the persistence of uncertainty as a central theme. Shipowners are navigating challenges ranging from verifying clean technology performance to scaling green alternative fuels. What emerges clearly is that uncertainty, while daunting, need not be paralyzing.
By embracing adaptability, leveraging partnerships, and acting on the best available information, shipowners can move forward despite the fog. The outcome of this research is clear: progress on decarbonization is possible, but it requires bold decisions, informed risk-taking, and a willingness to change course as new challenges arise. The stakes are high, and time is running out. Yet with the right tools and strategies, the industry can stay on course toward a sustainable future.
Jonathan Strachan is Houlder’s Chief Technical Officer.
Avon, Ohio headquartered manufacturer Advanced Polymer Coatings (APC) is ramping up its manufacturing operation after signing a major new contract with Hafnia, the world’s largest operator of product and chemical tankers.
The deal will see APC’s high-performance MarineLINE coating system applied to 10 chemical tankers in the Hafnia fleet. MarineLINE’s superior chemical resistance properties, ease and speed of cleaning, and the reduced risk of contamination from previous cargoes, were all considerations in Hafnia’s decision.
APC’s strong commitment to customer care was another big factor in clinching the work. A two-year programme of tank recoating is now set to get underway, with work on more vessels in the pipeline as the programme progresses.
The tankers that will undertake the recoating process were brought into Hafnia’s fleet through acquisitions it made in January 2022. A number of them are already coated with MarineLINE, while others will have current epoxy coatings replaced.
APC Global Marine Manager Onur Yildirim said: “We are absolutely delighted to have been chosen by Hafnia for this large-scale programme of recoating after two years of detailed discussions. It is a great start to 2025 for the business and we are looking forward to developing a strong working partnership with the world’s largest operator of chemical and product tankers. MarineLINE protects cargo tanks from more IMO approved chemicals than any other coating. And due to its high resistance, high gloss finish and low absorption, it is much faster to clean meaning it outperforms stainless steel and epoxy coatings.
“Those faster cleaning times enable quicker ship turnaround, which in turn can free up additional sailing days, all improving the performance, earning ability and profitability of the vessel.”
Mikkel Boesen, Vice President of TECOS Fleet, Hafnia, said: “At Hafnia, we are committed to operating a fleet that upholds the highest standards of efficiency and performance. Working with MarineLINE aligns perfectly with this vision for our chemical fleet. MarineLINE’s superior resistance, ease of cleaning, and ability to switch seamlessly between chemical cargoes were key factors in our decision. We look forward to seeing the results of this collaboration set to improve operational flexibility and profitability of our vessels as we work together to deliver value to our stakeholders.”
The Hafnia deal is the latest in a number of recent contract wins with major fleet operators that saw sales of APC’s MarineLINE coating system rise by 42pc in 2023.
APC has around 12 per cent of the global chemical tanker coating market with some 700 ships worldwide coated with MarineLINE.
BRIX Marine is proud to announce the launch of its latest custom vessel, the 12.5-meter Naiad RHIB, Olohana. Designed and built for Hawaii Nautical, one of Hawaii’s premier ocean experience providers, Olohana combines performance, reliability, and tailored features to excel in Hawaii’s diverse marine environments.
Powered by Triple Yamaha F300 outboard engines, Olohana delivers efficient propulsion and dependable performance. Measuring 12.5 meters in length, it features Naiad’s renowned RHIB hull design, which ensures optimal stability and speed in both calm and challenging waters. The vessel’s custom finishes include meticulously selected upholstery, canvas, vinyl, and deck materials tailored to meet Hawaii Nautical’s operational requirements. Additional enhancements, such as black rub rails, web gates, updated hatches, and a custom collar color, add both functionality and visual appeal.
Built with versatility in mind, Olohana is designed to handle a wide range of activities, from coastal navigation to operations in diverse marine conditions. This thoughtful design reflects Hawaii Nautical’s dedication to providing exceptional ocean experiences.
Olohana includes a first-of-its-kind boarding design. BRIX and Naiad worked together to create a “swim club” side door in the collar system. These unique doors have an aluminum structure that hinges on the bottom, dropping to extend the side decks outboard. A telescoping swim ladder deploys off the boarding doors very close to the waterline. BRIX has used the “swim club” function on previous vessels, and this is the first time it has been successfully deployed on a RHIB.
“Olohana represents a meaningful collaboration with Hawaii Nautical,” said Perry Knudson, Managing Director of BRIX Marine. “Working closely with their team allowed us to create a vessel that truly aligns with their operational needs and vision. Seeing the final product ready to take on Hawaii’s waters is incredibly rewarding for everyone involved.”
Doug Ewalt, steward of Hawaii Nautical, shared his excitement about the new vessel: “The boat looked great and drove better. Really nice on the water with easy steering at plus 40 mph. Cannot wait to see her in service in Hawaii.”
Olohana joins BRIX Marine’s growing portfolio of custom-built vessels designed to operate in the most demanding environments. With its advanced engineering and attention to detail, this 12.5m Naiad RHIB is ready to support Hawaii Nautical’s mission of creating unforgettable adventures on the water.
Greensea IQ, a leader in subsea robotics and autonomy technologies, closed a record-breaking year of growth in 2024, with a remarkable 57% year-over-year increase in topline revenue from 2023. This achievement was driven by the continued adoption of Greensea’s robot autonomy platform for defense applications and within the commercial sectors. Widespread adoption of the company’s innovative Bayonet Autonomous Underwater Ground Vehicles (AUGVs) and IQNS intelligent navigation systems, as well as the successful securing of key contracts with the U.S. Navy, U.S. Marine Corps, and foreign militaries, underscores Greensea IQ’s leadership in the subsea sector.
Among the most significant milestones of 2024, Greensea IQ was awarded major contracts with the U.S. Navy and NAVSEA, including multi-million dollar agreements for IQNS with EOD Edge to upgrade existing robot fleet assets with autonomy, target recognition, and perception capabilities.. These contracts represent a continued trust in Greensea IQ’s technology by leading defense organizations. Additionally, the company continued to grow with the adoption of the Bayonet AUGV platform that runs the same autonomy used worldwide in Expeditionary and Special Operations activities. Greensea was awarded a significant contract from USMC to deliver multiple Bayonet systems with spares, training, and integration support.
“The defense industry is recognizing the transformative value of our mature autonomy technologies,” said Ben Kinnaman, CEO of Greensea IQ. “Our Bayonet AUGVs and edge software systems for robot autonomy are enabling safer, more efficient operations in challenging environments for the defense communities. Greensea is leveraging this technology to enable complex commercial operations at scale. We are seeing significant growth not only in our product sales but also in our Robot-as-a-Service businesses, including EverClean. We are at the tipping point of even greater adoption and growth. With 2025 already off to a strong start, we are projecting another year of similar growth as the industry leader in subsea robotics and autonomy for these applications.”
Greensea IQ’s products have become essential tools for defense and scientific organizations, addressing complex challenges in mine countermeasures, explosive ordnance disposal (EOD), and subsea navigation. The Bayonet AUGVs, with their advanced autonomous capabilities, and the IQNS intelligent navigation system, designed for precision in hazardous environments, continue to set new industry benchmarks.
Looking ahead to 2025, Greensea IQ is poised for another year of groundbreaking achievements, driven by a steadfast commitment to innovation and a growing portfolio of mission-critical technologies.
Seawork 2025, Europe’s leading commercial marine and workboat exhibition, is set to launch an exciting new feature – a dedicated Associations Hall – as part of its ongoing growth and commitment to fostering industry collaboration.
Building on the success of previous years, the expanded Hall 3 will become a dynamic Association Zone, welcoming both long-term supporters and first-time exhibitors. This vibrant space will
serve as a hub for networking, professional development, and knowledge sharing, enabling supporting associations to connect with their members through social events, meetings, and speaking sessions held directly on-site.
Returning exhibitors include prominent organisations such as the Workboat Association, Society of Maritime Industries (SMI) and. Association of Diving Contractors. They will be joined by newcomers, including British Marine and the European Onshore Power Supply Association (EOPSA), further enriching the exhibition’s offering to the commercial marine industry.
The UK Harbour Masters Association (UKHMA), a steadfast supporter of Seawork for over 25 years, will once again play a significant role in the event. Following a highly successful 2024 programme that included hosting their AGM at Seawork, the UKHMA will return with their Summer National Council meeting and a sponsored members’ luncheon. Captain Martin Willis, Executive Officer of UKHMA, stated: “The UK Harbour Masters Association has been supporting Seawork since its inception 25 years ago. We greatly appreciate the reciprocal support from the Seawork team and look forward to the 2025 event, which allows our Professional and Commercial members to engage with the wider industry.”
New to Seawork 2025, the European Onshore Power Supply Association (EOPSA) will exhibit for the first time, promoting the adoption of sustainable onshore power solutions to support decarbonisation efforts in ports and port cities worldwide.
The dedicated Associations Hall provides participating organisations with an unparalleled opportunity to increase membership, create brand awareness, and promote events and services. With the addition of new exhibitors and the continued presence of established partners, the hall promises to be a cornerstone of Seawork 2025’s dynamic programme..
A coalition of U.S. power companies is demanding “immediate action” from the Trump administration to roll back federal regulation of toxic coal ash and rescind recent enforcement actions.
A Jan. 15 letter to Lee Zeldin, President Donald Trump’s nominee to head the U.S. Environmental Protection Agency, outlines specific steps the federal government should take to relieve power companies of their obligations to prevent coal ash from contaminating groundwater. The letter, which was obtained by Canary Media and has not previously been reported on, is signed by executives representing a dozen power-plant operators that collectively hold over half a billion cubic yards of the dangerous material, a byproduct of burning coal in power plants.
“These are powerful corporations asking for the administration to do their bidding even if those actions put health and the environment at risk, which they certainly will,” said Lisa Evans, senior attorney for Earthjustice, which compiled groundwater monitoring data in 2022 revealing the scope of coal-ash pollution that will remain in the U.S. even after a transition to clean electricity.
The companies represented in the letter are Duke Energy; Vistra; Southern Illinois Power Cooperative; Ohio Valley/Indiana-Kentucky Electric Corp.; Talen Energy; Louisville Gas & Electric/Kentucky Utilities; Gavin Power LLC; City Utilities of Springfield, Missouri; Basin Electric Power Cooperative in North Dakota; and the Lower Colorado River Authority.
The federal government lacked specific coal-ash regulations until 2015, when the Obama administration adopted rules following a long, contentious process. The standards omitted “legacy” coal ash stored in landfills and repositories that had closed before the rules took effect, and they were barely enforced until 2022, when the Biden administration made them a priority.
After years of litigation by environmental advocates, EPA last spring expanded cleanup requirements to include legacy impoundments, closing a major loophole that helped power-plant operators skirt responsibility for toxic pollution at scores of sites nationwide. Those rules are currently in effect but are being challenged in federal court by Republican attorneys general and power-industry groups.
The industry letter calls on the EPA to drop its legal defense of the legacy impoundment rules. It also asks the agency to rescind its prohibition on scattering coal ash to build up land, a practice companies call “beneficial reuse” that experts say can be extremely dangerous. In Town of Pines, Indiana, for example, this practice led to a massive Superfund cleanup.
The letter demands EPA revoke its closure order and guidance on coal ash at the Gavin Power Plant in Ohio, noting that the case could provide precedent for lawsuits concerning other sites. The EPA’s decision on the Gavin plant affirms that the 2015 rules prohibit leaving coal ash in contact with groundwater; industry groups filed a lawsuit arguing the rules actually do not mean that.
The letter also calls for the Trump administration to review other previous EPA enforcement at specific sites, “in light of new priorities.” And it calls for review of contracts awarded for coal-ash enforcement.
A Duke Energy spokesperson declined to comment. Vistra and Southern Illinois Power Cooperative did not respond to messages and emails sent Monday evening.
Evans disputed the letter’s contention that federal coal-ash regulations are not “practical and based on demonstrated risk.”
“Their claims are nonsense and unfounded,” Evans said. “For the Trump administration, it doesn’t matter whether these arguments have any merit; it matters who is asking.”
The vast majority of coal-ash sites nationwide are contaminating groundwater, companies’ own data shows. Duke Energy has excavated ash from a number of sites in North Carolina, following criminal charges related to the 2014 Dan River spill. Talen’s coal ash in Montana is putting the Northern Cheyenne Tribe at risk. American Electric Power, former owner of the Gavin plant, bought out the entire town of Cheshire, Ohio, because of pollution from the plant.
The industry letter also calls on Zeldin to “quickly rescind” a new EPA rule that would force fossil-fuel plants to install technology to drastically scale back their emissions. Dozens of states and companies are challenging that rule in federal court. As a Congress member from New York, Zeldin frequently voted against environmental protections. He also pledged to overturn the state’s ban on fracking during an unsuccessful run for governor.
The letter says the rules “threaten the reliability of the power grid, jeopardize national security, are a drag on economic growth, increase inflation, and hinder the expansion of electric power generation” needed for AI and other technologies.
Prior to Trump’s reelection, the EPA was increasingly prioritizing coal ash. In 2023, the agency announced coal ash was among six top enforcement priorities for fiscal years 2024 through 2027, saying failure to comply with the rules can cause significant “harm to human health and the environment … through catastrophic releases of contaminants into the air or contamination of groundwater, drinking water, or surface water.”
To change rules enshrined in federal law, the EPA would need to initiate a lengthy rulemaking process that includes public comment. Any new rules would need to meet standards in the Administrative Procedure Act, including having a “rational basis,” as the act says. If the agency were to adopt rules that failed to meet these criteria, advocacy groups would likely sue.
“You can’t just revoke a rule and replace it with one that’s friendly to industry,” said Evans. “If the reality is coal ash is contaminating groundwater at nearly every site in the country, it’s going to be hard for the Trump administration to write a rule that allows utilities to continue to pollute.”
Login
CMA CGM Bellini breaks away (Maritime Safety Queensland / ATSB)
#/media/File:MY_Eclipse_Superyacht_berthed_at_the_Detached_Mole,_Gibraltar.jpg){kind=link}