Scotland is largely operating blind in the management of its marine resources according to new research published this week as part of a project designed to create a better understanding of the exposure of whales, dolphins, and seals to coastal shipping. It emerged the researchers report that over half of vessels operating in the country’s coastal waters are “invisible” to standard maritime tracking systems.

A team of researchers at Scottish Heriot-Watt University carried out a study that was published this week which is sounding the alarm that the country is navigating blind in as far as understanding the potential adverse impacts of vessels crisscrossing its coastal waters is concerned. The study asserts that only 43 percent of vessels within a 10-kilometer radius of the Scottish coast broadcast an Automatic Identification System (AIS) signal, the standard global tool to monitor ship movements.

Smaller vessels, such as fishing boats under 15 meters, recreational craft, and jet skis, accounted for much of the missing data. Though they are not legally required to carry AIS, the vessels have the option of voluntarily installing and broadcasting data.

Considering that Scottish coast waters are getting busier, the study published in the academic journal Marine Policy contends that lack of visibility poses significant risks to marine life, safety, and sustainable ocean management. This is because governments, conservation bodies, and researchers mainly depend on AIS data to model vessel-related impacts such as underwater noise pollution, whale and dolphin collision risk, anchor damage to the seabed, greenhouse gas emissions, and climate impact. Scotland’s coasts are a vital habitat for species like bottlenose dolphins, minke whales, and orcas.

“With an improved understanding of the activities and movement of different types of vessels, marine planners and policymakers could tailor regulations to maximize their potential effectiveness,” said Lauren McWhinnie, one of the study’s authors. She adds that the wider maritime sector could further benefit through improved safety and awareness.

The study seeks to hold Scottish authorities accountable for assuming that they can rely on AIS to know what is happening in coastal seas. After analyzing over 1,800 hours of land and sea surveys conducted between 2019 and 2024 covering nine of Scotland’s 11 marine regions, the glaring fact is that a majority of vessels operate untracked with over 75 percent of vessel activity going unrecorded in some areas.

In the Outer Hebrides region, for instance, only 20 percent of vessels were transmitting AIS data despite the area being a hotspot for ecotourism, fishing, and aquaculture. The Orkney Islands region showed a higher rate, with 58 percent of vessels broadcasting.

The researchers are pushing authorities to take proactive actions in ensuring all types of vessels operating in the country’s waters, including smaller vessels, broadcast their position using AIS to effectively balance tourism and other vessel-based activities with local sustainability and environmental objectives.
 

The diplomatic dispute brewing between Algeria and France has impacted a potential investment by the CMA CGM in the Algerian port sector. The French ship[ping company was reported to be negotiating a concession for the port of Oran through its subsidiary CMA Terminals, but the deal has been on hold as tensions rise between the two countries. 

Early this week, the CEO of CMA CGM Rodolphe Saadé was scheduled to visit Algeria for a business trip. However, the visit was reportedly postponed as relations between Algeria and France further deteriorated this week. According to local media reports, Rodolphe Saadé was to be received by Algerian President Abdelmadjid Tebboune to finalize a port investment deal, which has been under negotiations for nearly a year. 

The diplomatic incident emerged as Algeria protested after one of its consular staff was arrested in France. The indictment of the official was over suspicion of involvement in the kidnapping of an Algerian government critic in Paris in April 2024. This has seen the two countries expel diplomats from both sides in a tit-for-tat move.

The diplomatic dispute also appears to have taken an economic dimension. The Algerian Economic Renewal Council (CREA), the country’s largest business organization, canceled its planned visit to France next month, where it was to hold a meeting with the French employers’ association (MEDEF). CREA accused French authorities of blocking investments in Algeria.

“The cancellation of the trip follows measures taken by French authorities, who strongly pressured a French maritime transport company to abandon its trip to Algeria to finalize an investment project,” said CREA. With the ongoing tension between Algeria and France, and Saadé’s visit on hold, the negotiations for the port concession are expected to be delayed. 

CMA CGM is already present in nine Algerian ports including Algiers, Annaba, Béjaïa, Skikda, and Ghazaouet. The interest in Oran is because of the port’s strategic location in the Western Mediterranean and its proximity to Europe. CMA CGM is believed to be considering a feeder shipping line between Marseille and Oran, to be operated by its subsidiary, La Méridionale.

 

Top photo by Habib Kaki -- CC BY 3.0
 

According to reports in the Finnish media, the country’s Rauma Marine Constructions shipyard is in negotiations with the United States to build a series of new medium icebreakers. A week ago, the USCG published a Request for Information for what were termed small icebreakers (370 feet in length) seeking shipyards that could deliver within three years of a contract award.

Finnish newspaper Helsingin Sanomat broke the news on Friday, April 18, saying it had confirmed the negotiations with three unnamed sources. Yle News has also picked up the story citing discussions in March between Finnish President Alexander Stubb and President Donald Trump. The newspaper reports just over a week ago Foreign Minister Elina Valtonen discussed the matter with U.S. Secretary of State Marco Rubio.

According to the report, the Rauma shipyard would build up to five medium-sized icebreakers, with the order valued at around €2.5 billion ($2.85 million). Helsingin Sanomat says that exploratory discussions are also underway regarding three larger vessels. 

Rauma, located in southwest Finland on the Gulf of Bothnia, highlights on its website that three multi-purpose icebreakers were constructed in Rauma between 1993 and 1998 at the former Aker Finnyards and have been serviced at Rauma Marine. The yard also has experience with ice-strengthened hulls including for the ferry Aurora Botnia built in 2021.

The yard has been building ferries, including for Tasmania, and recently completed the hull for the first of four multi-role corvettes for the Finnish Navy. The first vessel is due to launch this spring and the second has started construction with the yard highlighted the vessels will be able to “operate in icy conditions.” The yard built a new enclosed construction hall for this project and has been positioning itself for expected orders to replace existing icebreakers in Scandinavia.

RMC, which was founded in 2014, is entirely Finnish-owned. It reports it currently has orders till 2028 valued at over one billion euros ($1.14 billion) as of October 2024.

Yle cautions in its report that the negotiations do not guarantee a deal. It says the U.S. Coast Guard has approached several shipyards around the world to assess their capacity to deliver icebreakers within 36 months. However, it also quotes Foreign Minister Valtonen who said after meeting Rubio, "We will likely have concrete news fairly soon." 

A deal would be in keeping with the 2024 agreement between the United States, Canada, and Finland to jointly develop icebreakers. Canadian shipbuilder Davie was reported to be a driving force behind the agreement. Davie in 2023 acquired Helsinki Shipyard, which it was highlighted has built more than 50 percent of the global icebreakers. The Helsinki Shipyard was scheduled to build a new icebreaker for Russia, but the deal was blocked after the start of the war in Ukraine and that contributed to the financial collapse of the yard.

 

The Canadian Coast Guard confirmed that a few tar balls have been recovered in the area near where the MSC Baltic III containership stranded two months ago in Newfoundland. While testing is still ongoing, the Canadian Coast Guard told the local media that it is almost certain the oil came from the vessel but they do not believe there is a consistent leak from the fuel tanks.

The first of the tar balls, which alternately are being described as the size of a tennis or golf ball, was found during a routine search on April 11 of the nearby beach, and two more were found the following day. Media reports indicate a total of six or seven of the tar balls have now been recovered and they were sent to a lab for testing. The Coast Guard suspects they are heavy fuel possibly washed from the ship during some of the heavy weather in the bay where the ship grounded. 

An ROV was used to survey the hull on April 13, and it also confirmed that there was no consistent fuel leak from the vessel. The salvage effort had previously reported multiple cracks in the hull and water in the engine room and holds of the containership. The Coast Guard also says that no oil has been seen in the water or elsewhere in the bay so far.

 

Tar balls are being analyzed, but the Coast Guard thinks they are fuel washed from the ship during heavy weather

 

A subsequent survey of the vessel has lowered the estimate to approximately 1600 metric tons of heavy fuel and marine gas oil aboard the MSC Baltic III. The salvage company hired by the owners placed frac tanks on the deck of the vessel and in late March began an effort to pump the fuel from the vessel. However, it is a slow process due to the time required to heat and pump the fuel. 

The current process calls for pumping the fuel into the temporary tanks on deck and when they are full they will be pumped into tanks on a barge alongside. Once filled, the tanks are too heavy to lift onto the barge. The Coast Guard explains this process is being used because the weather makes it difficult to keep a barge alongside the ship doe extended periods.

As of early April, the Coast Guard reported that 184 cubic meters of fuel had been pumped into the frac tanks. In an interview yesterday, April 17, with the local newspaper The Telegram, the Coast Guard said no fuel has been transferred off the vessel so far. The process continues to move slowly due to weather conditions in the area.

Initial salvage efforts in March removed from the vessel eight containers loaded with polymeric beads, which are considered dangerous goods. There were approximately 470 containers aboard when the vessel stranded on February 15. However, MSC reported approximately half were empties. The damage to the hull of the vessel makes it impossible at this time to consider refloating the ship.

The Canadian Coast Guard highlights that the country works under a “polluter pays” principle. The Coast Guard is overseeing the salvage effort which is being conducted by T&T Salvage hired by MSC. The vessel’s owners and its insurance will be responsible for all the costs of the salvage operation.

 

The Coast Guard has initiated the final of five planned phases of the service life extension program (SLEP) for Coast Guard Cutter Polar Star, the service’s sole operational heavy icebreaker. Polar Star arrived at Mare Island Dry Dock in Vallejo, California, on March 30 to begin the remaining SLEP activities. The work is part of the In-Service Vessel Sustainment (ISVS) Program. 

The SLEP is recapitalizing a number of major systems to extend the service life of the cutter and maintain polar ice-breaking capability until the polar security cutter fleet is operational. The Polar Star SLEP was designed to address targeted systems such as propulsion, communication, and machinery control systems for recapitalization. The USCG is undertaking the major maintenance program to extend the service life of Polar Star beyond its original design of 30 years.

Commissioned in 1976, Polar Star is the United States’ only heavy icebreaker capable of providing access to both polar regions. The Seattle-based cutter is 399 feet in length and 13,500 tons. The cutter's six diesel and three gas turbine engines produce up to 75,000 horsepower.

The life extension program began in 2021 in intervals timed between the vessel’s annual deployment to Antarctica. The current installment is the fifth and final phase planned in the program. The next generation polar icebreaker currently running six years behind the original construction schedule, with the shipyard Bollinger recently saying that completion of the first Polar Security Cutter is anticipated by May 2030 meaning Polar Star will remain active until age 55 or later.

Among the work scheduled during this period is a refurbishment in the two remaining zones of heating, ventilation, and air conditioning systems refurbishments. These zones will be refurbished with ventilation trunks, fans, and heaters to improve air circulation and maintain a comfortable living environment for the ship’s crew during extended deployments. The gyro repeater recapitalization will ensure that these critical pieces of navigation equipment are updated to modern standards, enabling safe navigation of the cutter.  Ancillary pumps and motors are also targeted for recapitalization through the replacement of critical main propulsion and auxiliary systems with modern supportable units. 

In addition, personnel from the Coast Guard Yard in Baltimore will be on site this summer, recapitalizing the sewage pumps and tank level indicators to ensure the crew can successfully monitor and manage sewage capacity while the cutter is executing its missions in ice. 

Kenneth King, ISVS program manager, said “This phase represents a significant milestone for both Polar Star and the ISVS program, as our dedicated professionals ensure Polar Star meets its multifaceted missions in the polar regions until the arrival of the polar security cutter fleet.” 

Last year’s effort targeted three systems aboard the vessel, including starting the refurbishment/ overhaul of the ventilation trunks, fans, and heaters that supply berthing areas of the ship. All the boiler support systems were also recapitalized/redesigned, including the electrical control station that is used to operate them. A complete recapitalization/redesign of the flooding alarm system also occurred from bow to stern to monitor machinery spaces for flooding.

In 2023, the program focused on improvements to shipboard equipment and numerous vital system upgrades for fire detection, communications, and monitoring water quality. Each year they also completed annual maintenance for the vessel.

Polar Star recently completed a 128-day deployment to Antarctica in support of Operation Deep Freeze 2025, the annual joint military logistics mission. This year’s deployment marked Polar Star’s 28th voyage to Antarctica in support of the joint military service mission to resupply and maintain the United States Antarctic Stations.
 

[By: Port Everglades]

Broward County's Port Everglades this week welcomed its first cargo ship fueled by Liquified Natural Gas (LNG), an environmentally friendly alternative fuel. The Crowley ship, Quetzal, is one of four new-build vessels using cleaner fuel that the Florida-based global company plans for trade among the U.S., Central America and the Caribbean Basin.

Several cruise ships fueled with LNG, including Princess Cruises' Sun Princess and Silversea's Silver Nova and Silver Ray, already visit Port Everglades, however, this is the first LNG-powered cargo ship to call.

Broward County Commissioners Lamar P. Fisher and Robert McKinzie joined port staff during a dockside plaque presentation to recognize Crowley's commitment to decarbonization and their trade partnership. This was also Queztal's first U.S. port call as part of its route between Central America and the U.S.

The Quetzal, like the other three forthcoming Avance Class container ships, has a capacity for 1,400 TEUs (20-foot container equivalent units) and 300 refrigerated unit plugs for transporting perishable cargo.

"Over the last year, our port has welcomed several cruise ships that use LNG, and we applaud Crowley's efforts to reduce its impact when transporting perishables through Florida's No. 1 port for perishable goods," said CEO and Port Director Joseph Morris. "It's clear that our maritime future relies on innovation and continuous evolution."

Ships using LNG, instead of diesel, can significantly lower greenhouse gas emissions such as sulfur oxide, carbon dioxide and nitrogen oxide while eliminating particulate matter.  According to Crowley, the new class of vessels also have high-pressure ME-GI engines and reduce methane slippage to negligible levels.

While recognizing the Trump administration softened the financial impact of its port fees on Chinese-built shipping for many carriers, the shipping industry was quick to respond raising serious concerns after the U.S. Trade Representative’s Office released the structure of the fees. Like the Chinese, the shipping industry asserts that the fees will do little to support the resurgence of U.S. shipbuilding while instead penalizing the U.S. economy and consumers.

The USTR outlined sweeping fees with the costliest targeted at Chinese carriers and while reducing the dollar amounts would also charge all carriers as Chinese-built ships arrive or offload containers. The surprise came with a fee on each vehicle landed from all foreign-built ships, which the World Shipping Council points out encompasses nearly every vehicle carrier in the world. The shipping industry lobbying group calls the fee on car carriers an “arbitrary action” that will slow U.S. economic growth and raise auto prices while doing little to encourage U.S. maritime investment.

“We urge the U.S. to respect facts and multilateral rules and immediately stop its wrong practices,” said Lin Jian, spokesperson for the Chinese Ministry of Foreign Affairs. He said China believes the fees will “disrupt the stability of the global supply chain, and increase inflationary pressure in the U.S., but “ultimately fail to revitalize the U.S. shipbuilding industry.” China highlights the decline of the U.S. shipbuilding industry began in the 1970s.

Trump administration officials were quick to defend the president’s policy and tout the benefits. In an op-ed in the Washington Examiner, Transportation Secretary Sean Duff writes, “The inauguration of a new Trump-era in maritime dominance is a fundamental feature of the golden age of transportation.”

The World Shipping Council while saving it supports the efforts to revitalize the U.S. shipbuilding sector, says “the fee regime announced by USTR is a step in the wrong direction as it will raise prices for consumers, weaken U.S. trade, and do little to revitalize the U.S. maritime industry.” 

Joe Kramek, President and CEO of the World Shipping Council, points to serious problems with the structure saying the “backward-looking penalties” would disrupt investment, and risk harming American exporters. Basing the fees on net tonnage, the WSC contends “disproportionately penalizes larger, more efficient vessels that deliver essential goods, including components used in U.S. production lines.”

The WSC also flags “significant legal concerns,” noting that the proposed fees appear to extend beyond the authority granted under U.S. trade law.

“The WSC is urging the administration to reconsider this counterproductive measure, which risks harming U.S. consumers, manufacturers, and farmers without delivering meaningful progress toward revitalizing the U.S. maritime industry,” the group writes in its statement. It instead calls for steps such as targeted investment incentives, infrastructure improvements, and streamlined regulatory processes to strengthen the U.S. maritime sector.

China has launched a public relations effort against the U.S. tariffs and highlights that it is taking the lead in lobbying other countries to resist Trump’s tariffs. Foreign Minister Wang Yi warned of unilateral bullying and protectionism in a speech delivered on Thursday hours before the port tariff regime was unveiled. Chinese President Xi Jinping visited Vietnam and Cambodia urging opposing unilateral bullying.

Next week, China is planning Reuters reports informal discussions at the UN Security Council. Reuters says China will accuse the U.S. of bullying.
 

[By: Damen Shipyards Group]

Damen Shipyards Group and Folla Maritime Service AS are pleased to announce their collaboration in the aquaculture market. This partnership combines Damen’s global expertise in shipbuilding and Folla Maritime’s deep knowledge of the Norwegian aquaculture industry. Together, the two companies will be well-positioned to respond to emerging trends and developments in this fast-growing market, both in Norway and globally. 
 
Damen has reached an agreement to acquire a majority stake in Folla Maritime to strengthen its position in the growing aquaculture market. 

The rising global demand for seafood, driven by population growth, is a key reason for Damen’s expansion into aquaculture. Recognising the need for sustainable vessels and smart maritime solutions, Damen aims to support fish farm owners and service providers by combining shipbuilding expertise with industry know-how. 

Damen also operates the Damen Maaskant yard in Stellendam the Netherlands, acquired in 1984. With a strong heritage in fishing vessels and a strategic location near the North Sea, the yard now serves as the central hub for Damen’s fishing and aquaculture activities.

Diverse portfolio 
By combining their complementary strengths, Damen and Folla Maritime will offer a diverse portfolio of multi-functional hybrid or electric vessels tailored for various offshore and nearshore aquaculture activities. This includes small personnel vessels and workboats, large steel workboats and larger service vessels available in multiple lengths and configurations to support farm owners and service vessel providers in their needs. Together, they leverage the full capacity of Damen’s production sites worldwide, with diverse vessel types. 

Expanding capacity and capabilities 
“Together with Folla Maritime, we are confident in our ability to create innovative solutions that will drive the industry forward and offer technical and future-proof solutions to meet the growing demand for food security. I especially look forward to working with the current managing board to explore the extensive opportunities with both existing and potential new clients of Folla Maritime and Damen," said Jeroen van den Berg, Product Director Aquaculture & Fishing.

Folla Maritime shares this vision. “With this partnership, we will become a full-scale supplier of vessels to provide the aquaculture industry with state-of-the-art vessels that meet the highest standards of comfort, reliability, safety and environmental responsibility. We will continue to deliver innovative, high- quality products and services from our yard in Flatanger, while also expanding our capacity and capabilities through Damen.  
 
“We are confident that Damen, with its long-term industrial entrepreneurship, expertise, and resources, will help strengthen our market position and bring added value to our customers,” said Otto Sjølien, CEO of Folla Maritime. 

The transaction is subject to certain standard closing conditions and is expected to close in May 2025. More details about the partnership and the first vessel concepts will be announced at Aqua Nor 2025 in Trondheim.

 

The evolution of remote inspection technologies is redefining how class and regulators verify compliance, writes Matthew Tremblay, ABS Vice President, Global Offshore.

The safety we expect in the maritime supply chain depends on all its components working properly. From commodity producer or manufacturer to carrier and end user, all assets must be built, operated and managed with safety in mind.

The appeal of state-of-the-art audit services stretches beyond operators of vessels, facilities and equipment to a wider range of operators across the breadth of the supply chain for equipment and materials manufacturing.

To support this end-to-end approach, remote inspection applications, ranging from component design and manufacture, through to construction and in-service maintenance are evolving at a rapid pace.

The evolution of the technology to make this happen - and how it can be applied in remote inspections - signals a major transition in how the industry is addressing the monitoring and integrity of assets regardless of location.

Just as importantly, the technology is generating more detailed insight than was once possible with the human eye, representing a step change in how these services are attracting the interest of more operators globally.

Remote Impetus

The impetus for ABS to re-evaluate long-standing business practices came in part from the pandemic. Restrictions on physically attending assets for inspection spurred demand for remote surveys and audits to augment the traditional survey experience by allowing surveyors to perform a range of actions without being physically present while simultaneously capturing all survey and audit requirements.

Access to remote surveys and audits allowed for business continuity, particularly during challenging times that may create scheduling conflicts or personnel or logistical issues.

Remote inspection technologies help to reduce direct human intervention on site and in dangerous situations, which is enhancing a safety-first approach with the adoption of tools, software, and systems that improve safety, performance, and operating costs for the client.

The ability of these technologies to navigate through complex and dangerous environments, access restricted spaces, and perform inspections with precision and agility was comprehensively proven. This dramatically reduces risk and, in the longer term, cost, by reducing human intervention and automating maintenance inspections. Advances in image recognition from deep-learning techniques have made it possible to create a high-fidelity model of the world around an asset.

Overcoming Objections

Remote inspection suffered initially from the perception of being less effective than an in-person, onboard survey. However, the process has evolving from simply replicating what is done onboard to identifying and assessing a broader set of data to make more informed compliance and safety related decisions.

The availability of higher bandwidth, lower-latency connectivity thanks to LEO internet connectivity, supported by cloud-based data storage means we are able to leverage a wider range of data in real time.

Remote inspection is now a tool in the larger toolbox of data-driven verification which includes the use of both transactional data such as maintenance, condition monitoring results, inspection records and time-series data from sensors, and health monitoring approaches.

This evaluation of a broader set of data means our new remote way of working can actually be more comprehensive and effective than traditional in-person visual examination and testing.

Meeting Challenges

Confronted by daily challenges, complexities, uncertainties and opportunities, it is easy to lose sight of a simple fact: companies that fully assess their risks are better able to manage them strategically. Delivering effective remote inspection services with the support of independent expertise from companies like ABS is vital to sustaining asset safety and efficiency.

Joint ventures and collaborations with technology developers, which introduce valuable core inspection and maintenance competencies into businesses, are beginning to redefine industry perceptions of safety, and foster important dialogue about sustainable energy supply and demand issues.

These challenges can then be tackled collaboratively. These programs are particularly valuable when seen alongside industry trends. A maturing shipping fleet – particularly in the dry bulk sector - has the potential to introduce new risks without close attention to asset maintenance and component health.

We are also seeing a greater number of assets change hands more frequently. In its simplest terms, this can be a change of personnel, right through to a new organization inheriting new assets. Both these cases are examples of where the remote technologies can help.

From Proactive to Reactive

The economic implications of adopting remote inspection technologies are profound. Beyond the direct cost savings, the early detection of failures through enhanced monitoring can prevent extensive damage and downtime, further optimizing the financial viability of oil and gas assets.

The ability to conduct thorough inspections remotely means that maintenance can be potentially proactive rather than reactive, which is less costly and more efficient for the operator and their teams – and can save on mobilization costs that helps to reduce risks associated with offshore travel.

Remote inspection technologies are the primary catalyst for transitioning from traditional human-resourced maintenance to real-time risk assessments and insights, which is more cost-effective and allows second-by-second assessment of an asset’s integrity. This enables maintenance responses based on actual needs rather than forecasts. It reduces downtime for the operator, the supply chain and engineers or surveyors.

However the ultimate goal of remote technologies is not to entirely remove employees from inspection operations, but to use technologies as a way to more efficiently and effectively inform decision makers without the need to be physically present onboard thanks to, for example, sensor technologies.

Sensor systems are evolving and their application across transport, infrastructure and other assets are expanding at a fast rate to meet the demands of expanded remote inspection technologies, the need to cut costs, and to ensure efficiencies are met safely.

Supporting Applications

ABS is at the forefront of how remote inspection technologies are being developed and applied, helping companies execute inspections swiftly, accurately, and with minimal disruption to operations.

Clients have told ABS what a difference the remote inspection services have made to their operations since they were first introduced. Recent projects indicate how the scope of new remote inspection services can be applied and have shown the benefits of adopting this approach more widely as alarms and alerts for critical assets.

While ABS took the decision to officially launch its remote offshore surveys as far back as 2018 following a lengthy period of testing and evaluation, it has since taken the decision to extend its range of technologies to provide more choice and flexibility for how clients.

ABS’s Operations Support Center (OSC) is the global hub for management of remote surveys, staffed with trained and qualified surveyors ready to connect to assets and perform remote surveys. The rapid expansion of asset connectivity and remote inspection technologies enables the OSC to serve as a core function in ABS’s approach to class surveys.

Matthew Tremblay is ABS Vice President of Global Offshore.

[By: ABS]

Hanwha Ocean has received the ABS SMART (SHM) Tier 3 approval in principle (AIP) for its advanced hull monitoring system.

The system from Hanwha Ocean is designed to estimate structural damage to ships and offshore assets during operation, which can support decision making for the optimal maintenance timing to maintain safety. ABS SMART(SHM) Tier 3 recognizes systems that employ hull sensors combined with additional algorithms to generate structural health insights at critical locations, even at locations where no sensors are present.

The AIP is one of the first fruits of the Offshore Technology Collaboration Agreement signed by ABS and Hanwha Ocean in 2024. The agreement promotes technology development in three areas: digitalization and artificial intelligence, cybersecurity operations, and sustainability.

“ABS celebrates this achievement with Hanwha Ocean, a milestone in our collective pursuit of safety at sea. As a leader in supporting the adoption of smart technologies in the maritime and offshore sectors, ABS recognizes the transformative capabilities of these systems – advancing health and condition awareness, operational optimization and, eventually, classification supported by condition-based programs,” said Patrick Ryan, ABS Senior Vice President and Chief Technology Officer.

“Recently, shipowners have been including digital technologies as part of their contractual requirements, and classification societies are also in the process of refining regulations related to digitalization. Based on this approval, we will proactively respond to the growing demand for smart and digital technologies in the shipping industry,” said Young Chang Shon, Chief Technology Officer of Hanwha Ocean.

The hull monitoring system from Hanwha Ocean is being developed in accordance with the ABS Guide for Smart Functions for Marine Vessels and Offshore Units, which can be found here.

[By: Global Ports Holding]

Global Ports Holding (GPH), the world’s largest independent cruise port operator, revealed significant updates to its global investment strategy at an exclusive press conference during Seatrade Cruise Global in Miami last week. The event, held on April 8, 2025, marked the unveiling of a multi-million-dollar investment programme designed to future-proof the company’s cruise port network.

Titled “Shaping Tomorrow’s Ports,” the conference included an insightful presentation followed by a reception, where GPH executives, partners, and attendees gathered to discuss key developments in the company’s expansion. The highlight of the session was a spotlight on one of GPH’s newest and most ambitious projects in Saint Lucia, a transformative development aimed at enhancing the island’s cruise tourism infrastructure, with a special appearance by Saint Lucian Olympic Champion and Tourism Ambassador, Julien Alfred.

A Multi-Million-Dollar Commitment to Future-Ready Ports
During the press conference, GPH presented its robust investment strategy, which is designed to meet the evolving needs of the global cruise industry. As the cruise industry grows in fleet size and passenger volumes, GPH’s investment focuses on creating innovative, sustainable, and operationally efficient port facilities and strengthening its partnerships with destinations.

“We are at a critical juncture in the cruise industry’s development, and GPH is proud to lead the charge in building future-ready ports that will support the next generation of cruise tourism,” said Mehmet Kutman, CEO of Global Ports Holding. “Our significant investment programme is not just about improving port infrastructure; it’s about creating lasting value for the communities we serve, fostering sustainable growth, and ensuring that our ports are equipped to handle the demands of today’s growing cruise market.”

He added, "We believe that the strength of our community partnerships is the cornerstone of our global success. By fostering collaboration and empowering local stakeholders, we create sustainable growth and shared prosperity that resonates far beyond our ports.”

Investment Highlights At Ports Worldwide
Key investment highlights include:

• Tarragona Cruise Port (Spain): GPH’s newly inaugurated sustainable terminal at Moll de Balears, a 2,200m² facility designed with energy efficiency and self-sufficiency in mind.
• Alicante Cruise Port (Spain): A highly anticipated terminal modernization project, scheduled for completion by April 2025, focused on improving passenger flow and port experience.
• Las Palmas Cruise Port (Canary Islands): Completion of a sustainable terminal, set to accommodate the world’s largest cruise ships and serve over 1.6 million passengers annually, with completion expected by September 2025.
• Antigua Cruise Port (Caribbean): A substantial upland development project, which will include a state-of-the-art cruise terminal and expansion for new retail stores, launched in February 2025.
• Nassau Cruise Port (The Bahamas): An exciting pool project and yacht marina expansion plan, which is set for completion by March 2026.
• San Juan Cruise Port (Puerto Rico): A significant infrastructure enhancement programme, which began in September 2024, with an additional funding provided for Pier 3 upgrades.

Spotlight on Saint Lucia
One of the most exciting developments shared during the event was the multi-million-dollar upcoming investments in Saint Lucia’s cruise port infrastructure. This project, which is currently underway and set for completion in October 2026, will enhance Port Castries and Pointe Seraphine with significant berth enhancements, a new boardwalk, and the creation of a Fishermen’s Village at Banannes Bay. Additionally, Saint Lucia Cruise Port will construct a new tender dock and upland facilities at Soufriere.

“This project underscores our commitment to supporting long-term tourism growth and strengthening our partnerships with local communities,” said Lancelot Arnold, Director of GPH Eastern Caribbean & General Manager, Saint Lucia Cruise Port. “Saint Lucia represents the future of cruise tourism, and we are proud to be part of its evolution.”

A Moment of National Pride
In a special moment of national pride, Julien Alfred, Saint Lucia’s Olympic 100m champion, graced the event as a special guest. Her achievements are a testament to the excellence and spirit of Saint Lucia, values that GPH celebrates through its investment and community partnerships.  Saint Lucia Cruise Port recently donated $10,000 to support the launch of Ms. Alfred’s upcoming charitable foundation, aimed at providing financial support for athletics programs and other empowering opportunities for Saint Lucia’s youth.

Strengthening Local Partnerships
During the event, Dr. Ernest Hilaire, Minister for Tourism, Investment, Creative Industries, Culture & Information, shared his vision for the future of cruise tourism in Saint Lucia while emphasizing the importance of private-public collaboration in ensuring sustainable growth in the tourism sector.

“GPH’s investment is an example of how strategic partnerships can drive economic growth and benefit local communities. We look forward to continuing our collaboration to ensure that Saint Lucia remains a top cruise destination,” said Dr. Hilaire.

A Focus on Sustainable Financial Growth
Jan Fomferra, Chief Financial Officer of Global Ports Holding, also shared insights on the financial and sustainability aspects of GPH's investments: “At Global Ports Holding, we view sustainability as a fundamental pillar of our investment strategy. Our financial approach is focused on ensuring that every project not only generates long-term value for stakeholders but also promotes environmental responsibility and social impact. This multi-million-dollar global investment programme is designed to balance robust financial performance with our commitment to sustainability—delivering projects that enhance both the cruise experience and the communities we serve.”

 

CELEBRATING WOMEN

With the IMO’s International Day for Women in Maritime coming up in May, we thought it appropriate to highlight two stellar examples of women’s achievements in our current issue. The first is Elpi Petraki, pictured on the cover, and the second is Helen Barden, featured in our Executive Achievement column.

Elpi, of course, is the dynamic President of WISTA International, the leading organization for women in maritime. In her third year at the helm, she has increased membership, introduced new programs, expanded the group’s reach and been a champion for diversity and inclusion in the maritime and trade arenas. Read all about it in this edition’s Case Study and Executive Interview.

Helen Barden is a decarbonization expert and Director of External Affairs at NorthStandard, one of the world’s largest P&I Clubs. She’s one of the few “go to” lawyers in the world when it comes to the liability regimes required to support the maritime industry’s transition to net zero. You won’t want to miss what she has to say in her interview with Senior Editor Jack O’Connell. And by the way, she’s also a proud member of WISTA.

We wish Elpi and Helen continued success in their groundbreaking careers!

The policies of the new Administration in Washington and their impact on global trade are the subject of no fewer than three of the articles in this edition. View from the E.U. columnist Erik Kravets kicks it off in “Unfair Trade,” where he posits that Trump’s tariffs don’t signal the end of globalization but rather an attempt to level the playing field. Energy guru Allen Brooks explores the implications for oil and gas prices in “Is the World We Know Ending?,” and Jack O’Connell discusses the Administration’s efforts to revive America’s shipbuilding industry and ocean-going fleet in “Making Maritime Great Again.”

Lots of intellectual capital there for the taking!

Meanwhile, News Editor Paul Benecki writes about a “Change of Direction” in his Offshore Energy Report with offshore wind taking a back seat to a resurgent oil and gas industry, and new writer Brian Gicheru explores the challenges – and the promise – of carbon capture technology for maritime in “Value Chain.”

On the technology side, master mariner Sean Hogue explains how the right marine coating can go a long way toward reducing drag and saving on fuel in “Peak Performance.” Chad Fuhrmann underscores the vital role played by lubes and additives in his cleverly titled “Oil and Water,” and Tom Peters discusses the wonders of 3D printing, among other topics, in his Pipes, Pumps & Valves feature.

Not to be missed!

Rounding out this edition and coming full circle is Sean Holt’s fine article on Energy Ports titled “Strategic Channels,” in which he argues that three key U.S. ports are taking the lead in the fossil fuel revival. You’ll just have to read the article to find out what ports he’s talking about.

So there you have it! A lot to digest, so take your time and enjoy. And here’s to the women in our lives! – MarEx

 

Tony Munoz is the Publisher and Editor-in-Chief of The Maritime Executive.

To read the latest edition of the magazine, go to The Maritime Executive March/April 2025 Offshore Energy Report.  To subscribe to the magazine, please go to https://www.maritime-executive.com/subscribe.
 

 

 

U.S. officials are asserting that Chinese companies are providing support to the Houthi militants in Yemen with their attacks on Western shipping. The Financial Times is quoting a senior U.S. State Department official who says the Houthis have been receiving Chinese satellite data in addition to support from Iran for the attacks that started in late 2023 and targeted more than 100 merchant ships.

It was previously well understood that the Houthis were receiving targeting data for their missile and drone attacks on Israel and shipping in the Red Sea from both Russia and Iran, with IRGC Qods Force operatives based in Yemen acting as the conduit. The Iranian Khayyam satellite was jointly built with Russia, based on Kanopus-V imagery satellite, with the Iranian satellite likely to be operating within Russia’s own Kanopus-V constellation. The Iranians and Russians are likely to share most of the output of this combined constellation. Supplementing the satellite imagery data, the Iranians would have added in their own intelligence feeds from IRGC spy ships and regular Iranian Navy ships operating in the area, prior to these vessels being withdrawn from the area several months ago.

A senior State Department official in Washington briefed the Financial Times that the Chinese company Chang Guang Satellite Technology, a commercial entity owned by or with close links to the Chinese People’s Liberation Army, has also been feeding targeting data to the Houthis. Chang Guang Satellite is reported to have had 100 mini-satellites in orbit in 2024, a figure which was planned to rise to 300 by the end of 2025. With such a constellation, a 10-minute refresh time would be feasible for any point in the target area. 

The Financial Times report was unclear whether raw imagery was being passed to the Houthis, or whether processed information was shared either as intelligence or in the form of targeting packs. Chinese military standard communications equipment that would enable such transmission has regularly been seized in the same consignments of arms and ammunition dispatched by the IRGC Qods Force to the Houthis but intercepted at sea by Coalition naval forces. With the reported withdrawal of IRGC Qods Force embeds in the Houthi command and control structure, in the face of targeted US attacks, there will be even greater emphasis on building data links to support the Houthis remotely as the American attacks continue, destroying and degrading the Houthis’ existing communications networks. 

 

On January 28, US Coast Guard Cutter U.S. Coast Guard cutter USCGC Clarence Sutphin Jr (WPC 1147) seized a consignment en route to the Houthis which included Chinese military-grade communication and network equipment (CENTCOM)

 

The unnamed senior State Department official briefing the Financial Times was supported by Tammy Bruce, the State Department spokeswoman, who was quoted on the record as confirming that Chang Guang Satellite Technology was “directly supporting Iran-backed Houthi terrorist attacks on US interests”. The feed of information from the State Department as opposed to the Defense Department suggests that the Chinese behavior is being considered as a factor in broader discussions with China on matters of tariff and trade.

Surveillance carried out by the Chinese satellites may also enable the Chinese to warn off the Houthis from attacking Chinese ships as they transit the area. Chinese vessels are still regularly using the Gulf of Aden to Suez Internationally Recommended Transit Corridor, giving them a simple commercial advantage over shipping lines obliged by Houthi attacks to take the long way between Asia and Europe around the Cape of Good Hope.
 

 

After striking fuel piers at Ras Isa, Yemen on Thursday, U.S. Central Command expressed solidarity with Yemeni citizens who want to "throw off the yoke of Houthi subjugation." It is the first time since the start of the Red Sea maritime security crisis that the command has discussed regime change in northwestern Yemen, and it comes amidst reports of Yemeni government-aligned troops preparing for a ground offensive against the Houthis. 

"Today, US forces took action to eliminate this source of fuel for the Iran-backed Houthi terrorists and deprive them of illegal revenue that has funded Houthi efforts to terrorize the entire region for over 10 years," U.S. Central Command said in a statement. 

The strike hit at least two different locations in Ras Isa, triggering large secondary explosions. Houthi media outlets have reported that more than two dozen people were killed in the blasts. In a statement, the Houthi leadership accused the U.S. of "direct targeting of the entire Yemeni people"  and called the port "a vital civilian facility." Central Command did not discuss casualty numbers, but emphasized that the goal of the strike was not to harm Yemeni civilians. 

#BREAKING: U.S. military destroys Yemen’s Ras Isa fuel port, targeting Iran-backed Houthis’ economic lifeline. CENTCOM says strike aims to curb terrorism funding pic.twitter.com/sDp28uOZ4O

— Breaking News (@TheNewsTrending) April 17, 2025

U.S. CENTCOM has announced that precision strikes destroyed the Houthi-controlled Ras Isa fuel port in Yemen. The action was taken to disrupt the group’s financial lifelines, as the site was reportedly used to facilitate illicit fuel sales that funded their ongoing terrorist… pic.twitter.com/G9GUtfl23w

— GMI (@Global_Mil_Info) April 18, 2025

Ras Isa is a dual-use port, providing energy imports for Houthi military operations and for the Yemen's civilian population. Duties on commercial energy imports are an important source of revenue for the Houthis' finances. 

Previously, on April 9, the U.S. State Department warned that the U.S. would no longer tolerate "offloading ships and provisioning oil at Houthi-controlled ports." In addition to Ras Isa, the Houthis also control the key commercial port of Hodeidah, 100 miles away to the south. 

Forces allied with Yemen's internationally-recognized government are reportedly arming and preparing for an offensive to retake the coastline region controlled by the Houthis. Bloomberg reports that U.S. military officials have held talks with regional partners and Yemen's anti-Houthi coalition about their plans for renewed combat on the ground. 

After a 13-month investigation and complaints filed by five U.S. trade unions, the U.S. Trade Representative released its proposal calling for escalating tariffs on Chinese-built ships and the companies that operate them designed to address the perceived unfair Chinese trade practices. While the fees are not as large as the proposal in February 2025, they are broader targeting both LNG exports and vehicle carriers. The effort is tied to President Donald Trump’s call to rebuild the American shipbuilding industry.

In light of the information obtained during the investigation and taking into account public comments, the U.S. Trade Representative determined that China’s targeting of the maritime, logistics, and shipbuilding sectors for dominance is unreasonable and burdens or restricts U.S. commerce and is therefore actionable. Specifically, USTR found China’s targeting for dominance unreasonable because it displaces foreign firms, deprives market-oriented businesses and their workers of commercial opportunities, and lessens competition and creates dependencies on China, increasing risk and reducing supply chain resilience. China’s targeting for dominance is also unreasonable because of Beijing’s extraordinary control over its economic actors and these sectors.

USTR asserts that China’s targeting for dominance burdens or restricts U.S. commerce by undercutting business opportunities for and investments in the U.S. maritime, logistics, and shipbuilding sectors; restricting competition and choice; creating economic security risks from dependence and vulnerabilities in sectors critical to the functioning of the U.S. economy; and undermining supply chain resilience.

While it focuses on Chinese vessel operators and vessel owners, Chinese-built vessels, the industry was surprised by the inclusion of all foreign vehicle carriers (PCTCs) and the transport of LNG. The structure does offer some exemptions for vessels in the MARAD programs, engaged in short sea shipping, arriving empty at U.S. ports and below a certain size or capacity threshold. It also includes fees on container cranes, containers, and chassis made in China.

The proposal sets the fees for Chinese-built vessels based on the net tonnage of the vessel and a phased-in schedule. The fee would be charged up to five times per year, per vessel. The first fee effective October 14, 2025, would be $50 per net ton and step up six months later to $80. Annual increases would move to $110 and $140 per net ton in 2028.

For vessel operators of Chinese-built vessels, the fee starts at $18 per net ton in October 2025, moving six months later to $23 per net ton. The annual step-ups would be to $28 in 2027 and $33 per net ton in 2028. The alternative for vessel operators is based on per container discharged, starting at $120 for each container in October 2025, and then the step-ups at $153 per container in 2026, $195 in 2027, and finally $250 per container in 2028. The fee can be suspended for up to three years if the owner orders and takes delivery of a U.S.-built vessel of equal or greater net tonnage. Among the other exemptions are for vessels with a capacity of less than 4,000 TEU, specialized vessels, and Lakers.

Vehicle carriers get one of the harshest penalties, and it targets all foreign-built vessels in the sector. The fee is set at $150 per car arriving on the vessels starting in October 2025. Again, there is a possible exemption for operators who order U.S.-built vehicle carriers. 

LNG transport is also targeted with a requirement that one percent is exported on U.S.-built vessels starting in 2028. The percentage steps up every two years so that by 2047 fifteen percent of LNG must be exported on U.S.-built vessels.

The language in the proposal offers a much stricter definition of what constitutes a U.S.-built ship versus the current Jones Act definitions used by the U.S. Coast Guard which permits foreign-made elements and components. The language in the USTR schedule requires all major components of the hull or superstructure of the vessel to be manufactured (including all manufacturing processes from the initial melting stage through the application of coatings for iron or steel products) in the United States. It also specifies key components of the vessel must be built in the United States.

USTR which is led by Ambassador Jamieson Greer who was confirmed at the end of February 2025, said these steps are necessary because China controls nearly a fifth of the world’s commercial shipping fleet, allowing them to influence the pricing and availability of ships used to conduct international trade. It cites data from the Center for Strategic and International Studies that shows the U.S.only accounts for 0.1 percent of global shipbuilding while China produces (more than 53 percent) more than the rest of the world combined. Chinese officials have criticized the effort saying the U.S. was blaming its long-term decline on China instead of investing in its shipbuilding industry.

While the industry was still analyzing the 42-page outline of the fees, the unions were quick to respond calling the USTR effort “meaningful remedies put forward to reinvigorate domestic shipbuilding.” The International Association of Machinists and Aerospace Workers, one of the unions filing the original complaint, said it applauds the United States Trade Representative and vowed to “work to ensure these policies are properly implemented.”

The release of the proposal starts a comment period that runs to May 19, and once finalized the proposal calls for the fees to begin after 180 days. 
 

 

On Thursday, President Donald Trump opened up the Pacific Islands Heritage Marine National Monument to commercial fishing, allowing U.S.-flagged tuna boats to pursue their catch within an area covering more than 400,000 square miles of the U.S. exclusive economic zone. The area has been closed to fishing ever since the national monument was expanded by former President Barack Obama in 2014.

"The economic zone . . . is huge and it's exclusively ours. So why wouldn't we have our fishermen fish there?" said Commerce Secretary Howard Lutnick at a signing ceremony. "Every country in the world, they all fish the 200 miles off the coast, and we were stopping our own fishermen."

Going forward, fishing permits and catch limits in the area will be regulated by the Western Pacific Regional Fishery Management Council and  NOAA Fisheries under U.S. law. Foreign vessels will be excluded, except for foreign-flag fishing tenders (with appropriate permits.) The extent of any agency resources for enforcement in this far-flung region is unknown: NOAA Fisheries is being downsized by the administration, and may soon be folded into the U.S. Fish and Wildlife Service, according to leaked plans from the White House Office of Management and Budget.

The PIHMNM covers nearly half of the U.S. EEZ in the Pacific Islands. American Samoa is highly dependent on tuna for jobs and economic growth, and the administration says that withdrawing access to such a large swath of the fishing grounds in the U.S. EEZ was detrimental to Samoa's commercial fishermen. 

"I find that a prohibition on commercial fishing is not, at this time, necessary for the proper care and management of the [PIHMNM] or the objects of historic or scientific interest therein," the president wrote in the order.

 

The largest fully battery-powered ferry planned for operations in Norway’s Arctic fjord region has completed construction and began its delivery run from Turkey to Norway this week. The vessel is set to set several new marks in size and speed as well as its charging capabilities as the largest of its kind yet built for operations in Norway.

The Hinnøy is 7,115 gross tons and 117 meters (384 feet) in length. Built by Turkey’s Cemre shipyard for Norwegian ferry operator Torghatten Nord, the RoRo double-ended ferry was designed by Norwegian Ship Design. The companies highlight it will have a record-breaking speed of 14 knots and power systems capable of a one-hour run in the weather and exposed conditions in Norway’s fjords and Arctic waters.

The ferry is larger replacing LNG-fueled ferries that have operated on the route between Bognes and Lødingen for the past decade. Torghatten highlights the design is enclosed to handle the relatively weather-hard conditions. Typically, battery ferries that have been placed into service so far are open designs for shorter distance runs.

 

 

The new vessel has a capacity for 399 passengers and 120 cars. It was classsed by DNV and is registered in Norway. The shipyard lists propulsion as two Schottel 1.800 kW motors supported by a Siemens water-cooled battery system with approximately 4.750 kWh and a Siemens electrical system.

It was outfitted with two independent power systems to provide redundancy and ensure it could operate even if one fails. On-shore it will be supported by what may be the largest connections with 9,200,000 watts for fast charging of the onboard batteries. In case the shore power is unavailable, biodiesel generators will provide sufficient power for normal operation.

The order was placed for the ferry in April 2022 and it was launched in November 2023. The delivery trip commenced on April 15 from Yilova, Turkey after the final functional testing and certification.

The vessel is seen as a milestone for electric ferries and a key part of meeting Norway’s increasing environmental regulations.

Torghatten Nord plans to continue its advanced ferry designs having selected Norway's Myklebust Verft to build two ferries which will be the world's largest hydrogen ships. The ferries, which will also be 117 meters in length are designed to carry up to 120 cars on Norway's longest ferry route between Bodø and Lofoten. They are scheduled for delivery in 2026.
 

 

[Graphic images - reader discretion advised]

The remains of two more deceased crewmembers have been recovered from the wreck of the capsized sand carrier Hong Hai 16, according to the Philippine Coast Guard. The search continues as responders still hope to find survivors who may have been trapped inside the upturned hull.

The sand carrier Hong Hai 16 was operating off Barangay Malawaan on Tuesday morning in moderate seas. At about 0520 hours, the vessel capsized for reasons stil under investigation. There were 25 crewmembers aboard, and 14 were rescued alive, including six Philippine nationals and eight Chinese seafarers.   

Courtesy PCG

On Wednesday afternoon at about 1430, a dive team found the body of a deceased Filipino crewmember on the vessel's bridge. At about 0815 on Thursday, divers with the Coast Guard Special Operations Unit – Southern Tagalog found one more body in an accommodation area below the bridge of the Hong Hai 16. At about 1135 hours, a third body was found in a cabin on the main deck level. 

One injured Hong Hai 16 crewmember who was evacuated also died at the hospital, bringing the total number of fatalities to four. 

 

 

Courtesy PCG

Seven crewmembers remain missing, and dive rescue operations continue. As a precautionary measure, Red Cross volunteers have conducted health assessments on all responders to make sure that ensure they remain in top physical condition, the PCG said. 

The sand carrier was carrying about 2,000 liters of lube oil and 30,000 liters of diesel. As diesel fuel dissipates and is not persistent, the PCG is not treating it as an imminent environmental threat. 250 meters of containment boom have been deployed as a precautionary measure.  

 

Demonstration tests recently completed on vessels at the Prot of Long Beach, confirmed the ability to combine maritime emissions capture with carbon capture for at-berth vessels. The project combines the technology of STAX Engineering, a pioneer in maritime emissions capture and control based in California, and Seabound, a UK-headquartered leader in onboard carbon capture, offering what the companies call a comprehensive, cost-effective solution for the maritime industry.

Trails on the solution began in March 2025 and the companies report they conducted three iterations, including with Wallenius Wilhelmsen and NYK Line. The latest demonstration took place in Long Beach, yesterday, April 16, serving a RoRo vehicle carrier operated by Wallenius Wilhelmsen. The companies said the end-to-end modular solution has now cleared its final trial.

The combined system integrates STAX’s mobile emissions control unit—which removes 99 percent of particulate matter and 95 percent of Nox from the vessel’s exhaust—with Seabound’s carbon capture technology. Connecting directly to a vessel's exhaust pipe, STAX technology first removes criteria pollutants, turning the exhaust into purified gas. The gas is then directed through Seabound’s capture unit, isolating and storing up to 95 percent of carbon and 90 percent of sulfur before releasing the cleaned exhaust. The companies report that all results were independently verified by Yorke Engineering, an environmental consultancy.

“Our partnership demonstrates that effective, scalable emissions solutions are a reality that we can implement now,” said Alisha Fredriksson, co-founder and CEO of Seabound.

Since its launch in early 2024, STAX has established itself as the only emissions solution servicing all major vessel classes in California. To date, STAX reports it has provided a critical pathway to CARB (California Air Resources Board) compliance in five major ports, and captured more than 126 tons of pollutants. CARB is expanding its in-port emissions regulations to cover all classes of merchant ships. 

STAX positions a barge alongside the vessel which places a cap on the funnel to capture emissions. The company reports it will deploy its eighth barge this month. STAX also recently announced $70 million in funding to fuel fleetwide carbon capture integration and international expansion this year.

Founded in late 2021, Seabound has demonstrated its onboard carbon capture technology. Seabound recently installed its system for onboard carbon capture system together with Lomar Shipping and Hapag Lloyd, successfully capturing CO2 at approximately 80 percent efficiency onboard a 3200 TEU container vessel. Seabound will be launching its first full-scale commercial carbon capture systems this year.

“Today marks a landmark moment in our journey toward a zero-emissions future, and it’s just the beginning of a global maritime emissions' solution,” said STAX CEO Mike Walker. “As we expand our carbon capture capabilities across the fleet, our inaugural partnership with Seabound has been instrumental, and we look forward to partnering again with ABP in the Port of Southampton.”

STAX and Seabound report they will continue their partnership in the UK's Port of Southampton. In March 2025, ABP accepted STAX and Seabound into its Energy Ventures Accelerator, a program designed to explore clean energy hardware startups to clean up ABP’s ports nationwide as it works toward Net Zero by 2040.
 

 

The Australian Border Force has caught and destroyed another two foreign fishing vessels off the coast of Western Australia, the latest in a broad crackdown on Indonesian intrusions into protected waters of the Australian EEZ. 

On April 3, a foreign fishing vessel was spotted near Cape Bougainville, Western Australia. It was suspected of illegal fishing, and was boarded and seized. The five fishermen aboard the boat were detained. 

On April 15, another boat was spotted near Holothuria Banks, and was suspected of engaging in illegal fishing. Officers boarded it and detained the crew. 

Between the two boats, ABF officers seized more than 400 kilos of cucumber, a common target for unlawful artisanal fishing activity. They also found 360 kilos of salt, used to preserve the illicit catch for the long journey back north, and fishing gear. 

The boats were seized and "disposed of" at sea, as allowed by Australian law. In previous cases, ABF units have burned illegal fishing boats on the spot. 

The 12 fishermen will be transferred to Darwin for further investigation and processing, and may face charges. Typical penalties include a suspended sentence and deportation, or brief prison stays and fines for repeat offenders. 

The ABF has recently redoubled its enforcement efforts in the remote regions of Western Australia and the Northern Territory, where vast distances and sparse settlement make border control a challenging task. An uptick in Indonesian fishing boat activity, including at least one known instance of human smuggling, has given new impetus to the agency's efforts. It is also now working more closely with local indigenous patrols to find and identify intruding vessels.