The inland barge industry stands at a critical juncture. While we've long known that barges move cargo more efficiently than trucks or rail—past studies have shown 647 ton-miles per gallon compared to rail's 477 and trucking's 145—our operational visibility has lagged behind other transportation modes. This disconnect between our mode's advantages and technological capabilities has cost operators millions while the larger conversation around supply chain digitization has only intensified. Ocean carriers and trucking companies alike have embraced real-time tracking as table stakes. Shippers increasingly expect the same level of visibility from their barge operators. Those who can't provide it risk losing customers to modes that can, regardless of cost or environmental impact.

The Hidden Cost of Operational Blind Spots

Operational efficiency challenges in inland maritime are intensified by increasingly volatile conditions. Weather conditions, variables locking time, and river levels can all introduce significant delays and financial consequences to voyages, while rate volatility adds another layer of complexity. For example, look at the impact of recent weather-related disruptions on the Mississippi River. In 2022, a backup of more than 2000 barges was reported due to low water levels. In 2023, record-low levels returned for the second year in a row and weather fluctuations again significantly impacted barge rates for major commodities. Looking at these dramatic fluctuations, it is easy to see how many operators struggle to predict revenue and optimize their operations without access to real-time data.

Consider a typical scenario: a barge carrying agricultural commodities approaches a grain terminal without advance notice of its precise arrival time. The terminal, unable to predict the exact timing, schedules conservatively, resulting in a scramble for a berth or adequate labor. The result? Even small delays can lead to demurrage charges or have downstream impacts on scheduled services such as cleaning and maintenance for the operator. With real-time visibility, terminals can optimize berth assignments and labor scheduling while carriers avoid costly delays and better coordinate their fleet operations—a win-win that reduces costs and improves service reliability for all parties.  

BargeOS: Transforming Operations Through Intelligence

BargeOS addresses these challenges by providing real-time intelligence across tracking, 3rd party data integration, and AI-driven predictive analytics to transform how barge operators manage their fleets.

Visibility goes beyond traditional AIS with satellite-connected GPS tracking devices for maximum coverage, while BargeOS Autopilot introduces a breakthrough way to enable precise tracking without installing hardware. By ingesting email nominations and traffic updates, BargeOS Autopilot converts unstructured communications into structured voyage data inputted directly into the dashboard giving operators full visibility into fleet movements. This means stakeholders can instantly monitor barge positions and status,eliminating hours of manual entry and providing a reliable single source of truth.

BargeOS also simplifies voyage planning and quoting processes. By analyzing historical voyage data, real-time lock conditions, water levels, weather, and other external factors, the tool leverages powerful AI to predict potential disruptions and suggest optimal routing. Operators can proactively adjust schedules and resources to reduce idle time, optimize throughput, and better serve customers leading to efficiency gains across the supply chain.

Revenue Optimization Through Asset Intelligence

The financial impact of improved visibility extends well beyond customer satisfaction. Faster turnaround times directly increase asset utilization. For a typical barge operator, even small improvements in efficiency could translate to additional voyages, with each additional voyage representing increased revenue.

The platform also enables operators to optimize voyage planning through historical performance data. By analyzing patterns in transit times, weather impacts, and terminal efficiency, operators can continue to make more informed decisions about routing, scheduling, and capacity allocation.

Building Customer Trust Through Transparency

In today's competitive transportation market, trust has become a differentiating factor. Customers increasingly value transparency and reliability over purely cost-based considerations. BargeOS enables operators to more effectively support those long-term customer partnerships. For example, the platform allows carriers to give customers access to monitor their shipments in real-time, and receive automated status updates. This transparency reduces the amount of direct communication required between shipper and carrier while simultaneously improving customer confidence in service reliability.

When customers can see exactly where their cargo is and when it will arrive, they're more likely to choose barge transportation for future shipments. This customer loyalty translates directly into revenue stability and growth opportunities.

Competitive Advantage in Digital Supply Chains

Customer system integration plays a critical role in digital supply chains. BargeOS provides APIs that allow customers to incorporate barge tracking data directly into their own logistics management systems. The platform offers a single source of truth for all documents, allowing for faster auditing and payment of invoices. With enhanced back office processing and new integration capabilities, operators are positioned as sophisticated supply chain partners rather than simply transportation providers.

Data analytics capabilities also help operators identify new business opportunities for growth. By analyzing cargo flows and customer patterns, operators can identify opportunities for improved lane efficiency, discover new potential market segments or optimize their service offerings to meet emerging demand. With financial performance analysis, operators can easily monitor costs, see revenue per voyage, track demurrage and better understand asset and portfolio utilization.

Implementation and ROI

Deploying BargeOS requires minimal disruption. The platform's hardware can be installed quickly on existing vessels, and the cloud-based software requires no on-site IT infrastructure. Most operators achieve full functionality within weeks and ROI typically manifests within the first year through improved asset utilization and reduced operational costs. Enhanced customer satisfaction and retention provide additional long-term value for the business.

The Future of Barge Operations

As we look toward the future, operational intelligence will become increasingly critical to success. The operators who embrace these technologies today will be best positioned to capitalize on the growing demand for efficient, sustainable freight transportation.

BargeOS transforms how operators manage their assets, serve their customers, and compete in the modern logistics landscape. For operators ready to maximize their potential, a comprehensive solution is available today.

Jason Aristides is CEO of OpenTug, the technology company behind BargeOS. For more information about BargeOS, visit OpenTug.com.

 

A Ukrainian national who was arrested last month on charges of plotting the 2022 Nord Stream pipeline attack is one step closer to extradition. A court in Bologna, Italy has approved his extradition to Germany to stand trial, moving the process on to the appeals phase. 

In late August, Italian police have detained Ukrainian military veteran Serhii Kuznietsov in Rimini, a resort destination on the Adriatic coast. Kuznietsov had an outstanding warrant issued by German authorities, who suspect that he played a role in the complex attack on Nord Stream 1 and Nord Stream 2. The 2022 subsea sabotage operation destroyed three out of four lines in the network, resulting in the largest manmade methane release in history (and a serious impediment to any future restart of the Russian-controlled pipeline system). 

If extradited to stand trial, Kuznietsov faces charges of anti-constitutional sabotage, destroying infrastructure and causing an explosion. Italy's extradition process takes time, but it is moving forward: on Tuesday, the Bologna district-level court ruled that he could be handed over to German authorities. He will appeal to a higher court, his lawyer told AFP. 

Kuznietsov denies any role in the attack, and has a three-part defense. First, he asserts that he was in Ukraine at the time of the blasts in September 2022. Second, his counsel points out that he was a member of the Ukrainian military during the period in question, which would grant him immunity. And third, he claims due process violations during the initial trial, including incomplete access to German prosecutors' files. 

German investigators have identified six suspects in the attack, and have issued a warrant for at least one of Kuznietsov's alleged co-conspirators. Denmark and Sweden, which also have jurisdiction over the sabotage attack, have both dropped their inquiries. 

 

The UK government’s plan to surrender sovereignty of the Chagos Islands to Mauritius took a major step forward this week when the bill passed its Second Reading in the House of Commons, its primary legislative hurdle. The Bill now goes to the House of Lords, where there could be delays. But the most likely obstacle to the deal going through would be a change of heart in the United States – which will be the ultimate loser when the arrangements in the deal unwind and its true character emerges.

The deal envisages continued US use of the Diego Garcia Naval Support Facility, but under a lease-back arrangement, once the UK has surrendered sovereignty over the British Indian Ocean Territory.

The deal was originally promoted in the UK by a group of progressive human rights lawyers (with Starmer a core member), who believed the UK’s national interest would best be served by giving primacy to international law. The mood in Britain has changed significantly since then, and Sir Kier Starmer’s involvement in forcing the deal has not helped his prospects. The Reform party, which leads in the UK polls, has promised to reverse the deal if it gets into office.

A more realistic assessment is that the deal will be completed, and sovereignty will be transferred to Mauritius. However, even before completion, the dangers of the deal are becoming evident.

The most likely adverse occurrence would be the Mauritian government exploiting its rights under the deal to obstruct American use of the base, thereby reducing its value as a strategic asset. The requirement to notify the Mauritius government of any impending attack on a third party, and the right of Mauritius to maintain a presence on Diego Garcia - able in effect to spy on American activity - are the most obvious levers which could be exploited. The Mauritian government and its opposition are far more aligned with Chinese and Indian interests than those of the United States and the United Kingdom. Once the deal is signed, these antagonisms will emerge. The deal has not bought the friendship or loyalty of Mauritius.

Mauritius PM Navin Ramgoolam meets Chinese Ambassador Dr Huang Shifang, May 14 (Instagram)

India, seen as a friend by the United States several months ago but last seen standing alongside Russia, China, Iran and North Korea at the recent military parade in Beijing, has already made an unsolicited offer to ‘help’ Mauritius patrol the Chagos Islands Maritime Protection Area. While greeting the deal as a victory for anti-colonialism, the Indian government has already in effect annexed the Mauritian islands of Agaléga to construct a military base, despite strong opposition from the island’s inhabitants. The Mauritian economy is tied closely to that of India, which has strong leverage over the island.

If India does not use its muscle in favor of anti-American interests, the Chinese are waiting in the wings to do so. At a meeting on May 14, the Chinese Ambassador Dr Huang Shifang pledged to strengthen Mauritius-Chinese relation, particularly in light of the ‘strategic advantages’ which Mauritius enjoys, and that there would be ‘broad prospects for future collaboration’. The Mauritian Prime Minister has had close personal links with China since his father established China-Mauritian diplomatic ties in April 1972. Both China and Russia have welcomed the deal.

The deal could also potentially collapse if a future United Kingdom not supportive of the surrender decided to renege on its payment schedule. The UK government is committed to paying Mauritius an annual rent of $220 million for each of the first three years, $160 million for the next ten years, and then $160 million rising with inflation thereafter. The deal was originally lifetime-costed in the House of Commons at $5 billion, a figure subsequently raised using government accounting protocols to $47 billion. Given the UK’s budget deficit, any future government might be tempted to stop paying the annual cost for the privilege of having surrendered the sovereignty of the British Indian Ocean Territory in 2025.

It is difficult to predict accurately what consequence will occur and when, but most of them threaten the United States’ continued use of the Diego Garcia Naval Support Facility - at best guess, within the next ten years.

Former US Secretary of State Mike Pompeo has recently described the UK National Security Adviser Jonathan Powell who negotiated the deal as “strategically an absolute fool”, adding his opinion that “Mauritius is a close ally of the Chinese Communist Party and not only will we lose Diego Garcia, but you will have Chinese power projection from Diego Garcia.”

The unionized office staff of the International Transport Workers’ Federation, represented by the union Unite, has taken the unusual step of going on strike against their union employer. More than 100 workers at the London headquarters walked off the job on Monday, September 15, and are saying they will remain on strike at least through September 18 after negotiations broke down with the leadership of the ITF.

The employees had taken their first-ever strike vote in July 2025, with 89 percent supporting a full strike and 90 percent an action short of a full strike. This came after the workers strongly rejected (72 percent voted against) a new proposal from management of the ITF. Unite the Union at the time responded on July 17 with a new series of work rules for the ITF workers, including a ban on overtime. They had planned one-day work stoppages on July 22 and 29, but agreed to postpone the walkout after gaining a new negotiation pledge from management.

An actual picket line went up in front of the London headquarters of the ITF, which is a federation of international transport workers' unions. The workers who are normally working to protect the rights of seafarers worldwide find themselves on the picket line this time. A virtual picket line was also set up elsewhere, including the ITF’s current Maritime Roundtable in Cyprus.

Unite is also saying that unless there is progress, the industrial action will continue. The union reports that management has informed them it was canceling a planned September 17 negotiation meeting.

At issue is a planned reorganization of the ITF and its operations. The organization, which traces its origins to its founding in London in 1896, has announced it would be reorganizing its London-based staff, although Unite says the changes could also involve regional employees. Unite reports that the ITF planned cuts for a quarter of the workforce this year. According to their report, half the ITF employees ultimately applied for a voluntary separation scheme, but Unite says others are still at risk.

“Our members have been clear that the restructuring process has been a poorly managed disaster from start to finish,” Unite wrote announcing the strike. Unite is demanding consultations and protections for the remaining employees. They also cite the stress and anxiety the process has created in the employees.

Also at issue is a plan to restructure pay at the ITF. The federation says it is working on a fair, transparent, and competitive compensation program. Unite contends that the ITF management also proposed a pay freeze for most staff members. They assert the federation, however, was planning to increase the minimum and maximum pay rates of senior management, something the ITF denies.

The ITF workers represented by Unite voted down a new proposal last week from ITF management. They said the strike is necessary to make progress on the negotiations.
 

 

After a series of damaging attacks by Ukrainian drones, Russia's oil refining and export infrastructure may not have the capacity to handle - or even store - the full output of Russian oil wells, according to new reports. 

Transneft, the dominant Russian pipeline operator, has put limits on the quantity of storage that producers can use in its pipeline network, Reuters reports. The midstream operator has warned oil companies that if the damage continues and demand drops at the receiving end of the pipeline network, it may have to accept less crude, several industry insiders told the news agency. (Transneft vehemently denied the report and protested that this "fake news" could damage its image.)

If true, hitting the limits of pipeline transit and storage capacity would mean that Russia would be forced to curtail production - meaning shutting-in wells, a process that can reduce a formation's ability to produce oil when restarted. A forced cut in pumping is among Ukraine's top strategic objectives, because Russia funds its ongoing war in large part with oil export revenue. 

The reported restrictions are a result of a concerted campaign of long-distance mass drone attacks. Ukraine has targeted Russia's largest refineries, and some have been hit repeatedly since the start of 2025. Drone operators hit at least 10 Russian refineries since the start of August alone. In recent weeks, Ukrainian intelligence services have broadened the scope of their target list to include Russia's two Baltic loading ports, Primorsk and Ust-Luga, causing limited damage at both facilities.

The impact of any one strike is transitory, as Russian energy companies are capable of making repairs. But the cumulative effect has taken as much as 20 percent of Russia's refining infrastructure offline at a time, and the attacks continue at a rapid pace. Strikes on loading terminals have a multiplier effect: the terminals are a critical backup destination for barrels that have no domestic takers - and there are many such barrels because of the refinery attacks. 

The strike at Primorsk damaged two sanctioned tankers, the Cai Yun and the Kusto, as well as pumping equipment at the facility. Ukrainian analysts have estimated that the damage at Primorsk could reduce its loading capacity by half; it is not fully offline, however, and has already restarted at least some of its waterside operations at a slower pace.  

Russia produces nine percent of the world's crude oil, and the prospect of a slowdown could impact oil prices. So far the market is unperturbed: crude prices are up 3.5 percent over the past month, averaging about $68 rather than $66.  

 

The governments of both Germany and the Netherlands are examining how they structure renewable energy subsidies, looking to spur the industry while managing costs for the end users. Both countries faced disappointments earlier this year when planned auctions for offshore wind failed to generate interest, and they have been working on new plans for their industries.

“In various parts of the world and in Europe, the sector is struggling with rising costs, rising interest rates, and uncertainty about sufficient demand,” said the Netherlands’ Deputy Prime Minister and Minister of Climate Policy and Green Growth, Sophie Hermans. “Without intervention, the rollout of wind farms is at risk of grinding to a halt. The Offshore Wind Energy Action Plan offers additional support for the sector in the coming period and details several additional measures. This will enable the next cabinet to make swift decisions on these matters.”?

Hermans highlighted the danger that, going forward, the pace of offshore wind farm rollout is slower than in recent years. In May, the Netherlands delayed an offshore wind license auction when it became clear that the developers required subsidies to go forward. The Netherlands has 4.7 GW of installed capacity. Its goal for 21 GW was delayed from 2030 to 2032.

The Netherlands continues to see offshore wind energy as a driving force in the Dutch energy transition. It will also help the Dutch to locally source more of their power.

To prevent a slowdown from jeopardizing the country’s long-term plans, Hermans said the new action plan calls for allocating €1 billion to support the construction of 2 GW of new offshore wind farms next year. The plan also anticipates longer-term support efforts for the sector.

In the short term, in addition to the subsidy for the construction projects, the Netherlands government is also extending its Indirect Compensation Cost program by one year with an additional €150 million. This will also improve the future business case for offshore wind farms, according to Hermans. They also plan to work on the demand side of the power market. 

In the longer term, the Dutch cabinet is preparing a bill to enable the Contracts for Difference approach for wind farms, which is already in use in the United Kingdom. Operators receive a subsidy if their revenues fall below a certain level and pay the state when electricity prices are high. The cabinet is also exploring a guarantee fund to support long-term energy contracts.

Another step will consider the timeline for the required construction for wind farms for the developers. The cabinet is also exploring reorganizing the plans for the Ten Noorden van de Waddeneilanden site to possibly incorporate it with the Doordewind energy zone, which would Herman said lead to higher revenue per turbine.

Germany faced similar challenges after it failed to receive bids in its most recent round. The new government’s Economy Minister, Katherina Reiche, on Monday, September 15, said they needed to address bringing down the cost of energy to make the shift to renewable energy successful.

Germany can still achieve its goal of climate neutrality by 2045, but the energy supply must be made more efficient so as not to overburden industry and consumers with the costs of the transition, the minister said.  Expansion must be better managed, and a new subsidy plan will be announced. 

Germany’s goal is to systematically lower its subsidies. For example, the minister called for abolishing a fixed rate for solar power from new installations. For wind power, Germany is also considering CfDs as well as a system of revenue recovery.

Reiche notes that German industry is slowly moving away from oil, gas, and coal. However, they highlight that 54 percent of Germany’s electricity was generated from renewables in the first half of 2025. As part of the new plan, the ministry said it believes the prior government overestimated demand. Working on a revised plan, they asserted that Germany remains on track to source 80 percent of its electricity from renewables by 2030.
 

American mariners are used to dealing with an extended and time-consuming administrative process whenever they go for a license upgrade or renewal. The U.S. Coast Guard's credentialing system works, but only slowly, and with considerable friction - a known impediment to creating new mariners and keeping current ones working in the industry. The service is aware of the difficulties and frustrations of the existing process, and with the giant cash infusion it received under the One Big Beautiful Bill Act, it is making a landmark investment in its IT infrastructure. 

To revamp the process, the service awarded Salesforce consultancy Stealth Solutions Inc. a contract worth up to $50 million over five years. The scope covers everything related to updating and streamlining the credentialing process and mariner credentialing requirements. Stealth is in Sterling, Virginia, just an hour's drive from the Coast Guard's credentialing headquarters in the small country town of Martinsburg, West Virginia. 

The project also includes work on the web platform Navita, the Latin word for "mariner," a planned public-facing portal for applicants and employee-facing database for mariner documents and approvals. It is intended to replace manual processes that slow down credential review and issuance. Navita was initiated last year with funds in the 2024 Department of Homeland Security Appropriation Act. The Coast Guard has now ordered the development of the platform's first release, worth $3.8 million. 

"The Navita system represents a transformative leap forward in supporting America’s maritime industry, providing our merchant mariners—who are vital to our nation’s economy and security—with a streamlined process to receive their credentials with speed and focus," said Rear Adm. Wayne Arguin, Assistant Commandant for Prevention Policy. "By improving our service delivery, we are advancing the effort to Restore American Maritime Dominance."

 

A man who decided to fly a small private airplane onto a far-flung naval base off California - twice - has been charged with criminal offenses and faces a sentence of up to 10 years in jail. Along the way, he demonstrated that it is possible to enter a small base by aircraft, then move around inside the security perimeter for hours before capture. 

Andrew Kyle White, 37 and a resident of California, was an amateur pilot. In 2023, he flew a lightweight Glasair Glastar airplane out to San Clemente Island, southwest of Long Beach. San Clemente is owned by the U.S. Navy and lightly inhabited, with just 150 residents; administratively it is part of Naval Base Coronado, but most of it is wildland. There are two small airfields towards the northwestern end and a very short, rough and disused airstrip at the southeastern tip.

White decided to land his light aircraft on one of these strips - and was quickly handed a letter informing him that landing on San Clemente was a federal offense, and one not to be repeated.

In April 2025, White flew back to the island anyways, and once again landed at an airfield. This time, he stole a pickup truck and made a circuit of the island - even attempting to ram gates, prosecutors said. Remarkably, he managed to move about the island for hours, forcing the Navy to dispatch security teams and expend about $500,000 to resolve the security breach. 

This time, White was arrested and charged with stealing government property and illegally entering a naval base. He has pleaded guilty to both charges and faces up to 10 years in prison at sentencing. 

 

The Philippines’ monthly supply mission to the disputed area in the South China Sea near the Scarborough Shoal resulted in another incident between the two countries, with accusations of illegal activity from both sides. While the versions of the incident differ, both sides highlighted the use of water cannons against one Filipino vessel, while China released video of the ship hitting one of its Coast Guard vessels.

The Philippines Coast Guard and the Department of Agriculture - Bureau of Fisheries and Aquatic Resources highlighted it as a regular resupply mission to more than 35 Filipino fishing boats operating in the area around the shoal. At least three Coast Guard vessels, two bureau vessels with the supplies, and a government-owned fish processing vessel, Mamalakaya, were on the mission. They were bringing essential fuel and ice to the fishermen, according to the Philippine authorities.

The Chinese broadcast announcements early this morning, September 16, of a live fire exercise in the region, and shortly after 0900 local time, the vessels began to interact. They were at various positions ranging between 17, 14, and 10 nautical miles from the shoal.

 

CCG Employs Water Cannons Against BRP Datu Gumbay Piang

This morning, the BRP Datu Gumbay Piang (MMOV 3014), operated by the Department of Agriculture - Bureau of Fisheries and Aquatic Resources (DA-BFAR), was targeted by two China Coast Guard (CCG) vessels while engaged in… pic.twitter.com/bzVieZEoha

— Jay Tarriela (@jaytaryela) September 16, 2025

 

The Philippines says a China Coast Guard vessel began blasting one of the bureau’s boats with its water cannon in an incident that lasted for 29 minutes. Another vessel had begun using its water cannon when the Filipino vessel was 17 miles from the shoal. A third vessel later attempted to block the ship when it was 10 miles from the shoal and to use its water cannon, but the Philippines says its vessel was able to execute safety maneuvers.

The spokesperson for the Philippine Coast Guard, Jay Tarriela, released a statement saying the bureau’s boat sustained significant damage, including shattered windows on the bridge, damage to the captain’s cabin, and electrical short circuits. The glass from the windows injured one sailor aboard the vessel.

 

 

The Chinese released the video showing the collision while calling the actions by the Philippines “illegal activities” and a “deliberate provocation.” They asserted the Philippines “intentionally rammed” the China Coast Guard vessel and was acting in “an unprofessional and dangerous manner.” They said regulatory measures were enforced, reporting the broadcasting of warnings via loudspeakers and using water cannons.

The vessels ultimately disengaged, and the Filipino boat rejoined the others and completed the resupply mission. China is contending that the Philippines sent more than 10 vessels into the area, coming from various directions.

There have been frequent confrontations between the Chinese and the Filipinos during these resupply missions. Tensions were further raised last week when China announced it was designating a nature reserve in parts of the area.  The Philippines filed a formal protest, continuing to assert that the area is recognized as part of its EEZ.
 

Momentum is building in the shipping industry with a growing number of initiatives to address decarbonization, concludes DNV. The group launched the ninth edition of its Maritime Forecast to 2050 with the Energy Transition Outlook 2025 during the London International Shipping Week.

“The industry is moving from ambition to action,” said DNV, pointing to the growing number of orders for dual-fuel vessels and the emergence of new technologies. They, however, note that supply and infrastructure are falling far behind, but reiterated the industry’s long-held belief that there will be no one singular solution to the challenges that lie ahead.

Introducing the study and providing his annual view on the state of the industry, Knut Ørbeck-Nilssen, CEO Maritime of DNV, highlighted three important shifts that he sees as currently shaping the industry. He pointed to the geopolitical challenges, such as the Red Sea and Ukraine, which have driven tonnage miles “through the roof,” decarbonization, and technology in all its forms, from wind propulsion to the growing discussion about Artificial Intelligence (AI). 

The anticipated adoption of the IMO’s Net-Zero Framework will shape the future, and DNV has focused the new report on exploring the implications of the regulation and the status of the fuel transition. It also used the opportunity to present new concepts, which DNV believes could play a key role in helping its overall goals.

One of the key challenges that has been repeatedly highlighted is the lack of supply of zero-carbon fuels. DNV reports the supply will have to grow twentyfold based on its estimates. Based on the lack of production capacity, Ørbeck-Nilssen called for keeping all pathways open, including LNG. He points out that despite the challenges of a carbon-based fuel and concerns about well-to-tank emissions, that the growth of biomethane has the opportunity to transition LNG, which itself is viewed as a transitional fuel. He also points out that one of the methods required is reducing overall fuel consumption.

DNV is proposing “Carbon Capture Corridors,” similar to the concept for Green Shipping Corridors. As part of their research, they looked at the opportunity for the largest bulkers, tankers, and containerships to employ onboard carbon capture. They call for the development of the offloading/storage capabilities in 20 ports key to the trade of these large vessels, highlighting that this could reduce emissions by 20 percent.

Among the concerns that the industry will have to confront is DNV’s conclusion that the IMO framework will double costs, but they point out that it is manageable through a range of strategies. Exploring a case study of an 18,000 dwt chemical tanker, they looked at biofuels versus the option of paying the penalties in the IMO regime. They concluded that biofuels, which are easy to use, will also be more cost-efficient. 

During the industry leaders’ discussion, it was also pointed out that adapting larger vessels to the new standards will be easier than adapting smaller ships. The expectation is that operators will start with their biggest ships, while it was also pointed out that shipbuilders do not have the capacity for what some have proposed with large-scale scrapping and replacement tonnage.

Arsenio Dominguez, Secretary-General of IMO, spoke confidentially of the coming adoption of the framework at the upcoming meeting in October. He said there are negotiations, but it will proceed with DNV concluding that adoption would provide greater certainty to the industry and hopefully spur more investments in the infrastructure and technology needed to achieve the goals. Also contributing is DNV’s estimate that the Net-Zero Fund created by the IMO will receive $10 to $15 billion annually. They note that work has yet to be done on the guidelines and how the funding will be used, but believe it could be a major factor in helping the industry toward the IMO’s goals for decarbonization.

 

Israeli fighters hit the Port of Hodeidah, Yemen, in a targeted attack in response to the ongoing missile and drone launches from the Houthis targeting Israel. The attack came just two hours after a spokesperson for the Israel Defense Force posted a message warning civilians and ships anchored in the port to evacuate the area immediately.

Reports on the Houthi-controlled Al Masirah TV said that 12 Israeli strikes targeted the docks in the port. Three docks were reportedly damaged, with Israeli media saying it was designed to keep the facilities out of service for several more weeks. Israel has repeatedly struck the port facilities as well as other targets in Yemen. Reuters is quoting residents as saying the attack lasted for about 10 minutes. 

The Israelis said the attack was in response to the repeated attacks by the Houthis using drones and missiles. They said the port was targeted because it used to transfer combat materials, including imports from Iran.

While Israel has been successful at intercepting many of the Houthis’ drones and missiles, reports said the Israeli authorities were angered by a drone that breached security and damaged an airport in southern Israel. One person was reportedly injured when the windows were blown out at the Eilat airport.

The Houthis’ spokesperson, Yahya Saree, posted a message on social media claiming that their air defense had been activated and disrupted the Israeli attack. He claimed they had been able to “cause great confusion” and that some of the Israeli formations were forced to leave Yemeni airspace before carrying out their attacks.

Several hours after the Israelis struck, the Houthis said they had launched a hypersonic ballistic missile directed toward Tel-Aviv.  Israeli media said it was intercepted. They claimed a second launch toward the airport in Eilat.

The Israelis have become more aggressive in their attacks on Houthi positions. In addition to targeting the ports and fuel storage, they recently killed the Houthis’ prime minister and several ministers. Last week, the Israelis said they had struck a “public relations department responsible for distributing propaganda messages in the media.”

 

The Maritime Technologies Forum is launching a new report on September 30, which outlines a top-level framework for ship operators on how the risk of electronic Vehicle (EV) fires onboard pure car and truck carriers and ferries should best be mitigated.

Onboard EV fires have been occurring for many years, though it has not always been clear to what extent EV self-ignitions have been to blame. One of the first incidents was a contained fire in a single EV-powered car on board the MS Pearl of Scandinavia (IMO: 8701674) in November 2010, in transit between Oslo and Copenhagen. But a fire which broke out on December 31, 2018 on board the VC Sincerity Ace (IMO: 9519092) en route from Yokohama to Honolulu with 3500 Nissan cars onboard took ten days to burn out, and five crew were lost. Her sister ship VC Felicity Ace (IMO: 9293911), with 4000 Volkswagen cars on board, burned for a week before sinking off the Azores in February 2022. More recently, the VC Morning Midas (IMO: 9289910) caught fire and sank in the North Pacific in June, with 746 EVs out of a cargo of over 3000 vehicles on board.

When such incidents occur, there is frequently debate over whether EVs have initiated such fires, or whether EVs have contributed to the subsequent spread of fires and the difficulties of bringing them under control. The consensus appears to be that while EV over-heating and spontaneous combustion is rare, the characteristics of lithium batteries complicate and prolong the fire-fighting response.

Amongst a plethora of advice offered to mariners, the Maritime Technologies Forum’s new report summarizes a number of best practice ideas, among which are the following:

Early Detection: EVs need to be fitted with alarms to give early warning of battery over-heating, and wireless-connected to ship fire safety networks.

Prevention of Explosion: EV fires release heavier than air flammable gases, so on-board electrical equipment lively to be in fire-affected areas should be of a specification suppressing initiation of explosions.

Fire Protection and Prevention of Fire Spread: EV fires produce greater heat than conventional fires, requiring a re-evaluation of structural fire protection heat resistance standards in FTP 2010 that are currently based on conventional vehicle characteristics.

Manual Firefighting; portable manned firefighting equipment should be used in the early stages of a fire where this is possible, so as to avoid risks to ship stability caused by excess water accumulation.

Fixed Firefighting: the report considers the relative merits of carbon dioxide, high expansion foam and water-based fire-extinguishing systems, and makes observations.

Crew Safety During Firefighting: the report gives advice on crew safety during firefighting, particularly regarding loading schemes to facilitate access and the need for longer-duration breathing apparatus.

Safety Management Systems: the report recommends enhancements to crew fire response training, to cover particular dangers relating to EVs and fire drills to tackle EV fires.

The Maritime Technologies Forum report is to be launched during the London International Shipping Week, and is to be submitted for consideration by the IMO, with the aim of prompting improvements to mandatory regulations.

Days after India’s large private port operator, Adani Group, was reported to have issued a ban on handling sanctioned tankers, it appears to have impacted one vessel. Others, however, are still proceeding to India and Adani’s Mundra port in northwest India.
 
Mundra is a major economic gateway that Adani reports caters to northern India with multimodal connectivity. The deep draft, all-weather port is the largest commercial port in India, and it includes the MPT-1 terminal, which is equipped with four dedicated berths specifically designed for the handling of liquid cargoes. It plays a key role in India’s oil imports and contributed to India becoming the largest buyer of seaborne Russian oil. Mundra, according to media reports, handles around 180,000 barrels of oil per day.

Media reports revealed that Adani Group had sent a memorandum last week informing all customers and port agents that it had decided to ban all sanctioned tankers from its terminals. The group said it would be observing the sanctions imposed by the United States, the United Kingdom, and the European Union.

Analysts have been watching closely to see if the ban would be enforced, and over the weekend, Reuters reported that one tanker proceeded to the terminal, but another shadow fleet tanker appeared to be diverting from Adani’s Mundra terminal. Asked by the Indian media, a spokesperson for Adani said the ban was in effect for future sailings and that they would still accept tankers that were en route when the ban was announced.

The crude oil tanker Spartan (158,070 dwt) reached Mundra and offloaded a reported 1 million barrels. The ship, which was built in 2010, departed Mundra on September 16 bound for the Suez Canal. The ship is now registered in Oman and managed from Dubai. It previously sailed for Sovcomflot SCF. The tanker was sanctioned in December 2024 by the United Kingdom, European Union, and Switzerland for its involvement in the Russian oil trade.

Another tanker operating since July as the Noble Walker, however, has changed destinations away from Mundra. The vessel departed Primorsk, Russia, on August 21. Built in 2004, it is owned by a Chinese company but reports sailing under the flag of Aruba. Equisis lists it as a false flag. The ship was sanctioned by the UK at the end of 2024 and by the EU and Canada in 2025. Its AIS signal switched and now shows the tanker bound for Vadinar, India, which is a state-run port.

India continues to be under pressure from the West to curtail its imports of Russian oil. Last month, Donald Trump doubled the US’s tariff on India to 50 percent as punishment for its purchases of Russian oil. The U.S. is holding out the prospects of a new tariff deal with India, with reports that representatives of the two countries were meeting today, September 16, to lay the groundwork for the next round of negotiations.
 

[By: National Pump Company]

National Pump Company, a recognized market leader in vertical turbine pumps, is expanding its NSF 61-certified product catalog with a substantial range of new material options, giving customers more flexibility than ever before in meeting specific project requirements.

This latest update marks the most significant advancement to date. With the addition of 19 materials, the total number of NSF-certified choices has increased from 36 to 55 across 13 certified components. This expansion raises the number of potential component and material combinations to more than 199 million, giving engineers and end users an unmatched level of flexibility when specifying pumps.

These extensive NSF material additions include new mechanical seal options, expanded wear ring choices such as 17-4PH for bowls and impellers, and carbon steel alternatives for bowl components supporting both fabrication and machining from round stock. National Pump Company has also substantially broadened its supplier base for many of these options. More suppliers have been qualified for key components like coated column pipe, mechanical seals, tube assemblies, and marine bearings, ensuring greater availability, procurement flexibility, and responsiveness to customer preferences. Enhanced supplier variety also applies to packing materials, valves, fittings, tubing (including PVC), and fastening methods such as rivet nuts and pop rivets for securing submersible screens. These changes allow customers expanded selection based on material performance, cost and availability considerations, while preserving full NSF 61 certification integrity.

“Expanding our NSF-certified material catalog allows us to provide customers with more choices and more ways to achieve their performance objectives,” said Andrew Dewar, Vice President at National Pump Company. “Every expansion reflects our commitment to engineering excellence, continuous improvement, and meeting the evolving needs of the markets we serve.”

For more information on NSF-certified products and expanded material options, visit https://www.nationalpumpcompany.com/products/nsf-certified-products.

[By: ABB]

Hanwha Ocean, one of the leading shipbuilders in South Korea, has awarded ABB the contract to supply a complete electric power and propulsion system for Singapore’s first floating liquefied natural gas (LNG) terminal. The contract is the latest milestone in the long-standing collaboration between ABB and Hanwha Ocean.

ABB ’s integrated electrical system on board the Floating Storage and Regasification Unit (FSRU) will comprise a medium voltage generator, 6.6kV switchboards for cargo and regasification, and the motor, transformer and drive for propulsion. The floating terminal will also feature ABB’s remote control and remote diagnostics system, its proven condition monitoring solution and an enhanced power protection system (EPPS).

The FSRU will be delivered to owner Mitsui O.S.K. Lines (MOL) in 2027 and contracted for long-term charter by Singapore LNG Corporation Pte Ltd (Singapore LNG). With capacity for 200,000 cubic meters of LNG, the FSRU will be moored at Jurong Port and connected to the gas network in 2030, under the management of MOL.

The new FSRU is a strategic investment in Singapore’s energy infrastructure and a key part of the city state’s energy transition toward net-zero emissions. Singapore LNG has signed contracts to process five million tons of LNG per annum at a floating facility, adding flexibility and increasing Singapore’s LNG importing capacity by 50 percent compared to the current single landside terminal in Jurong.

“We are proud to continue our long-lasting collaboration with Hanwha Ocean by supplying an integrated electrical system for Singapore’s first FSRU,” said Rune Braastad, Global Business Line Manager, Marine Systems, ABB’s Marine & Ports division. “This collaboration underscores our shared commitment to innovation, reliability, and sustainability, and is ABB’s latest contribution to the critical infrastructure supporting Singapore’s position as an important LNG hub in Asia.”

Wood Mackenzie notes that Asia Pacific accounted for two-thirds of global LNG demand in 2024, and anticipates the high level of activity to continue as stakeholders balance energy security with economic realities. The strong outlook highlights the significance of the enduring and growing relationship between Hanwha Ocean and ABB – as well as ABB’s continued contribution to infrastructure development in Singapore, where it began operating in 1971.

Hanwha Ocean has delivered 23.4 percent of the global gas fleet and recently became the first shipbuilder to complete its 200th LNG carrier. It is also one of the leading builders of FSRUs in the world.

[By: Wärtsilä]

Technology group Wärtsilä has signed a strategic training partnership agreement with GigaMare Inc., a leading provider of tailor-made training in maritime operations, repairs and maintenance. The agreement makes GigaMare an official Wärtsilä training partner with the right to deliver crew training on selected Wärtsilä engines in the Philippines.

The Philippines plays a significant role in the global maritime industry, home to a large percentage of the world's seafarers. By partnering with Wärtsilä’s Land and Sea Academy (WLSA), GigaMare can re-skill and up-skill crews in the latest marine engine technologies as shipping moves towards more efficient and sustainable operations.

“As the industry evolves, it is vital that seafaring crews are well equipped with the skills needed to operate vessels efficiently. They not only need the technical skills, but also the ability to lead, adapt, and succeed in today’s global maritime environment,” says Jari Ullakonoja, CEO & President, GigaMare. 

WLSA will train and certify GigaMare instructors to deliver training that meet Wärtsilä’s quality standards. The programmes are designed to address practical, real-life challenges using the latest insights from Wärtsilä’s technical experts and field service engineers, while meeting Standards of Training, Certification and Watchkeeping (STCW) requirements and the International Safety Management (ISM) code. 

“This new training partnership is a significant step towards establishing highly competent ship crews that are capable of operating and maintaining vessels efficiently, safely and cost-effectively. Most importantly, by bringing Wärtsilä-certified training directly to the Philippines, we ensure that seafarers and ship operators have convenient and timely access to the latest expertise, tailored to the realities of their local context, which makes upskilling more accessible and impactful than ever before,” comments Tomi Urho, Director, Training Services at Wärtsilä. 

GigaMare Inc., established in 2013, has over a decade of experience. Under this new agreement, it can now sell Wärtsilä product training directly to local customers as an authorised Wärtsilä Training Partner.

[By: Eastern Shipbuilding Group]

Eastern Shipbuilding Group, Inc. (ESG) is pleased to announce an agreement with HII’s Ingalls Shipbuilding Division to support the limited production of outfitted structural units for the U.S. Navy’s Flight III Arleigh Burke-class (DDG 51) guided missile destroyers.

Building on the success of a recent pilot program in which ESG constructed a limited number of DDG units at its Nelson Street Facility in Panama City, Florida, the two companies have entered into an agreement that supports the expansion of the domestic industrial base and advances the U.S. Navy’s surface combatant fleet.

“With nearly fifty years of experience delivering some of the most reliable and highest-performing steel and aluminum vessels, we’re proud to partner with HII to support production of the U.S. Navy’s destroyer fleet,” said Joey D’Isernia, CEO of Eastern Shipbuilding Group, Inc. “This collaboration strengthens our national shipbuilding capability—expanding industrial capacity and enhancing our nation’s competitive advantage.”

The collaboration allows ESG to leverage the company’s expertise, resources, and capabilities, ensuring that the U.S. Navy receives the necessary vessels to maintain its global readiness and superiority. With the growing demand for advanced naval vessels, this alliance provides a much-needed boost to America’s shipbuilding capacity.

ESG is making investments to support these goals and is scheduled to complete a significant infrastructure improvement project at its Nelson Street government shipbuilding facility this summer. The expansion will significantly increase ESG’s capability to construct and deliver multiple ships per year.

 

The Trump administration has announced ambitious goals to deregulate every industry, and maritime is no exception. That's welcome news for many in the business, including the members of the Offshore Marine Services Association (OMSA), who have proposed a significant rollback in U.S. Coast Guard type approval regulations for safety gear - the familiar standards for flares, ladders, rescue boats, fire doors, ballast water treatment systems, and other shipboard safety gear. Instead, OMSA says, the shipowner should be allowed to buy equipment that is independently tested and certified, without the burden of the Coast Guard type approval process. 

"OMSA respectfully urges the USCG to revoke all regulations which require the U.S. Coast Guard (USCG) to approve a type of equipment before this equipment can be installed or used on a U.S.-flagged vessel.  Adopting this recommendation will eliminate 95 regulations without any adverse impacts to safety, the environment, or property," asserted OMSA President and CEO Aaron C. Smith. 

OMSA held up inflatable liferafts as an example. The USCG’s type approval rule runs to 11,000 words, and it repeats the ISO requirements that the rafts already have to meet on the factory floor, according to OMSA. Meeting the additional review of type approval adds cost and time for equipment manufacturers, and OMSA thinks that safety would be just as good without a Coast Guard type approval review. 

"With all these rules, USCG inspectors are being diverted from critical safety work to duplicate tasks already handled by global standards bodies,” said Smith. “This is about making smart, efficient decisions that support American jobs and industry. Streamlining the system will save time, reduce costs, and keep our fleet competitive.”

According to OMSA, the type approval process also makes it harder for its members to get the equipment they need from vendors. For example, USCG type approved fast rescue boat engines are no longer distributed in Louisiana, so operators have to look far and wide for replacements, causing delays. If the type approval requirement were lifted, the association argues, operators could use locally-available engines without any difficulty. 

 

Officials in Bulgaria have arrested the owner of the Rhosus, the aging freighter that brought a cargo of explosives-grade ammonium nitrate into Beirut in 2013. In 2020, that cargo exploded, destroying half the port and killing more than 200 people. 

The cargo of ammonium nitrate entered Beirut’s port on the Moldovan-flagged ship Rhosus in November 2013. The vessel was detained for PSC deficiencies and seized by port officials. Her cargo was a consignment of 2,750 tonnes of ammonium nitrate, officially intended for a mining firm in Mozambique, but mechanical issues forced the ship to call in Beirut (or to pick up more paying cargo, depending on the account). Rhosus never left: it was detained for PSC deficiencies, then abandoned by the owner, and it later sank at a pier. The cargo was moved to a warehouse on the grain pier, where it stayed until its detonation on August 4, 2020. 

After the blast, the FBI estimated that the actual amount that detonated was about one-fifth of that, indicating that a portion of the cargo had been surreptitiously removed. The site had known security gaps: welders were working to secure the doors of the warehouse facility on the day of the blast, and likely triggered the explosion. 

Attention quickly focused on the Rhosus' role in the tragedy, and on the owners who abandoned it. Shortly after the investigation into the blast got under way, the investigating judge on the case (at the time) issued an international arrest warrant for the captain and for the owner, Russian-Cypriot dual national Igor Grechushkin. His role in the vessel's operation is disputed: the Organized Crime and Corruption Reporting Project (OCCRP) has identified another Cypriot shipping magnate as the vessel's ultimate beneficial owner, and based on OCCRP's paper trail, Grechuschkin appears to have been chartering the vessel.  

Grechushkin has been subject to an arrest warrant for many years, but with little effect. This may be in part because of the status of the Lebanese investigation. After the blast, the inquiry almost immediately focused in on the Lebanese political figures who allowed the explosives to sit on a dock near a residential district. The suspects began to fight back: certain officials worked to have the investigating judge removed, and the inquiry under replacement Judge Tarek Bitar also stalled. The case became an oft-cited and unpopular example of self-dealing by powerful members of Lebanon's political class. 

After years of stagnation, the investigation got a reboot in January 2025 thanks to the newly-elected government of Lebanese President Joseph Aoun and Prime Minister Nawaf Salam. They campaigned on a pledge to seek justice for the thousands of people who were displaced, injured or killed by the blast, and immediately empowered Bitar to move forward. That inquiry is showing signs of progress at last, and Grechuschkin's arrest is among the first tangible steps. 

 

The latest tool in the fight against misdeclared and undeclared dangerous goods in containers is being launched by the World Shipping Council in its Cargo Safety Program. The industry-led initiative is using a new AI-powered screening tool in an attempt to identify the dangers that are a leading cause of fires and increase protection for crew, vessels, and the environment. At launch, carriers representing more than 70 percent of global TEU capacity have joined the program.

Misdeclared dangerous goods are a leading cause of ship fires, reported as responsible for more than a quarter of all cargo-related incidents, according to data from Allianz's Safety and Shipping Review 2025. The insurer warned in its analysis that ship fires are at their highest level in over a decade, including several high-profile incidents in recent weeks.

 The Marie Maersk reached Malaysia yesterday, September 14, a month after the crew saw smoke coming from a container while they were off the coast of Africa. While they were able to contain the fire, Maersk has declared General Average to share the cost of the extraordinary firefighting effort. Last week, the hulk of Wan Hai 503 also finally arrived in a port of refuge after a devastating container fire and explosions, which contributed to the loss of four crewmembers and a vessel that was largely burnt out.

“We have seen too many tragic incidents where misdeclared cargo has led to catastrophic fires, including the loss of life,” said Joe Kramek, President and CEO of the World Shipping Council. “The WSC Cargo Safety Program strengthens the industry’s safety net by combining shared screening technology, common inspection standards, and real-world feedback to reduce risk.”

At the heart of the program is a digital cargo screening tool powered by the National Cargo Bureau’s (NCB) technology. The program combines AI-powered cargo screening and common inspection standards to identify misdeclared and undeclared high-risk shipments before they are loaded. In addition, it incorporates machine learning to help the tool get smarter and to adapt to new and emerging risks.

The system will scan millions of bookings in real time using keyword searches, trade pattern recognition, and AI-driven algorithms to identify potential risks. Alerts are reviewed by carriers and, when needed, verified through targeted physical inspections.

The World Shipping Council says it does not replace the fundamental obligation shippers have to declare dangerous goods accurately. However, the program will also establish common inspection standards for verifying shipments and an incident feedback loop to ensure lessons from real-world cases strengthen prevention. 

The World Shipping Council recently warned that an analysis of port state inspection data showed that more than one-in-ten (11.39 percent) had a problem in 2024 out of more than 77,600 containers inspected.  The report highlighted that deficiencies were up slightly from 2023 and at a new, recent high, with issues including misdeclared and undeclared dangerous goods, incorrect documentation, and improper packing.

By improving cargo screening, the World Shipping Council believes it will help prevent incidents, protecting crew, vessels, other cargo, and the environment. A similar effort launched in the past few years to help educate crews about container collapses and the dangers of parametric rolling contributed to declines in the number of boxes being lost overboard.