[By ALMACO Group]

 

ALMACO Group is delighted to announce the successful delivery of a comprehensive project for Royal Caribbean’s Utopia of the Seas, sailing from Port Canaveral (Orlando), Florida. Delivered in 2024 at the Chantiers de l’Atlantique, the project included the supply and installation of provision stores and refrigeration machinery. ALMACO’s project size on the vacation brand’s ultimate short getaway consisted of approximately 3,000 m² of provision stores, including cold rooms, freezer rooms, and refrigerated stores.

High Quality and On Time

The provision stores onboard Utopia of the Seas are a critical part of the vessel’s operations, ensuring the safe and efficient storage of food and beverages for guests and crew. ALMACO supplied and installed extensive cold rooms, freezer rooms, and refrigerated stores, all designed to meet the highest quality and hygiene standards. As an area inspected by USPH (United States Public Health), delivering the provision stores with the expected quality level was a key focus. Furthermore, these spaces were required for the first sea trial to accommodate food storage for crew and technicians, a challenge that the ALMACO team successfully met by completing all areas in time for the sea trial.

In addition to the provision stores, ALMACO was responsible for the engineering, procurement, installation, and commissioning of the refrigeration machinery. The scope included cooling units, air coolers, piping, control system and SCADA ensuring optimal operation of the refrigeration plant. The team’s expertise in delivering high-quality solutions played a vital role in the project’s success.

Cooperation and Good Planning

The strong cooperation between ALMACO Group, Chantiers de l’Atlantique, and Royal Caribbean was essential in achieving these great end results. Vincent Querard, Head of Projects Management, praised the teamwork, stating, “The fantastic end-result of this project reflects the dedication and cooperation of all parties involved. Completing all provision store areas before the sea trial was a significant achievement.”

Samuel Teyssier, Project Manager, added, “The successful delivery of the refrigeration machinery was a result of thorough planning and collaboration. We are proud of the outcome and the quality of our work. A thank you to everyone involved in making this a successful project.”

Happy Sailing

As Utopia of the Seas continues her sailing in the Caribbean, ALMACO Group extends our best wishes to the ship and all its guests. ALMACO Group is looking forward to continuing our collaboration in the future with both Royal Caribbean and Chantiers de l’Atlantique. 
 

Canadian firm Trigon Pacific Terminals intends to increase bulk liquefied petroleum gas (LPG) exports to Asian markets after reaching a final investment decision (FID) on a C$750 million (US$552 million) export facility at the Port of Prince Rupert, British Columbia. It comes as Canada works to expand its energy exports including the Canada LNG plant in Vancouver which is scheduled to start exports in the coming weeks.

Privately-owned Trigon called reaching the FID a critical milestone in the implementation of the open-access export facility that will have a capacity of 2.5 million tonnes per annum. Expected to commence exports in late 2029, the facility will be instrumental in increasing Canadian LPG export sales beyond its traditional U.S. market to the growing Asian markets particularly Japan, South Korea, and India.

The facility, which is now subject to securing all necessary legal and regulatory approvals, will involve the construction of 98,000 cubic meters of new LPG storage capacity and will leverage existing vessel loading infrastructure. The facility will also leverage existing rail yards, with new rail unloading facilities to provide complete unit train unloading.

Trigon operates a multi-commodity bulk export terminal at Prince Rupert that has the capacity to load metallurgical coal, thermal coal, and petroleum coke at a rate of 9,000 tonnes per hour. In 2023, the company decided to redevelop a portion of the existing coal facilities for LPG exports. The move was informed by the Canadian government's decision to ban thermal coal exports starting in 2030.

The company contends that by taking advantage of the available terminal capacity and infrastructure combined with its experience in handling propane, investing in the LPG export facility is a logical next step.

Trigon highlights that demand for Canadian LPG is at its peak with off-take discussions ongoing with Asian markets. Japan, in particular, has been increasing LPG imports from Canada, achieving a stable import volume of 2 million tonnes in 2024. More than 20 percent of Japan's total propane imports flow through the Port of Prince Rupert. Nikkei reported today that Mitsubishi has also agreed to begin LNG imports from Canada, marking the first time Japan has contracted for large-scale Canadian LNG imports.

British Columbia's Environmental Assessment Office also reported this week that work is now underway on the new Prince Rupert Gas Transmission natural gas pipeline project. It will provide a link from Hudson's Hope in northeastern B.C. to Lelu Island near Prince Rupert bringing LNG to a proposed liquefaction plant.

Canada Energy Regulator’s data show that owing to an increase in natural gas production, the country’s propane and butane exports have been on a steady growth path. In 2024, the country’s propane exports averaged 218,300 barrels per day (bpd), a 9.2 percent increase while butane exports surged 15 percent to an average of 56,100 bpd.

“This FID is a pivotal moment for Trigon and for Canada’s energy sector, creating new pathways for Canadian LPG to reach international markets, and driving economic growth, resiliency and opportunity for Canadians,” said Rob Booker, Trigon CEO.

Trigon says that the new facility will address a pressing need for Canadian energy producers who are facing significant challenges accessing export markets due to capacity constraints at existing Prince Rupert facilities.

Trigon’s is the second large-scale export facility being built at Prince Rupert. Last year, U.S. company AltaGas and its Dutch partner Royal Vopak reached an FID for the Ridley Island Energy Export Facility being constructed at a cost of $1.3 billion.
 

 

A team of experts is planning to carry out a detailed survey of a British World War I warship sitting at the bottom of the sea, hoping that it can serve as a blueprint for tackling the environmental time bombs of wartime shipwrecks.

The team from Britain’s Ministry of Defense Salvage and Maritime Operations (SALMO) and Waves Group intends to study the wreck of HMS Cassandra which is lying in just 20 meters of water in the Baltic Sea, off the Estonian island of Saaremaa. The British warship was lost in December 1918 after hitting a mine.

The Cassandra survey is a response to a call by Project Tangaroa for governments to act decisively and deal with the threat of pollution posed by thousands of vessels lost during World War I and II. Project Tangaroa, a global community of experts coordinated by Lloyd’s Register Foundation, The Ocean Foundation, and Waves Group, made the call at the third UN Ocean Conference in Nice, France.

Wartime shipwrecks lying at the bottom of the oceans and seas are believed to be environmental disasters waiting to happen. It is estimated that globally, there are over 8,500 wrecks classified as “potentially polluting wrecks. The majority originate from World War I and II and contain harmful chemical pollutants, unexploded munitions, and an estimated 2.5 million to 20 million tonnes of oil.

 

Imaging of HMS Cassandra from 2021 (Royal Navy)

 

There are concerns that after 80 to 110 years beneath the waves, the wrecks are becoming increasingly unstable, something that is raising the risks of pollution. Climate change, structural breakdown, and a lack of proactive management are some of the factors that have made the wrecks become “ticking time bombs.”

Experts believe that without proactive actions, dealing with pollution from these wrecks could cost up to $340 billion. There is also the danger of immeasurable environmental damage, threats to marine life, and potentially disastrous impacts on ocean economies and coastal communities.

To avert the risks posed by wartime shipwrecks, the planned study of Cassandra is seen as critical in serving as a blueprint. Discovered in August 2010 by the Estonian Navy and Estonian Maritime Museum, the cruiser was a tragic aftermath of WWI.

Cassandra was commissioned into the Royal Navy fleet in June 1917 and actively participated in WWI for two years. Following the end of the war, the cruiser was part of a British force dispatched to the Baltic as part of the Allied intervention in the Russian Civil War. A key aim of the intervention was to support the independence of the newly founded Baltic States of Latvia and Estonia against the Bolsheviks.

Historical accounts show that on December 5, 1918, the British force was on passage to Tallinn, Estonia, when Cassandra struck a mine near the island of Saaremaa. The ship sank quickly, with 11 of her 400 crew killed. The wreck of Cassandra is close to the wrecks of two other Royal Navy ships, minesweepers Myrtle and Gentian which also struck mines, both sinking within moments of each other on July 15, 1919.

In 2021, sailors aboard Royal Navy ship Echo surveyed the wreck of Cassandra, managing to get imagery that showed the cruiser was lying on her starboard side with approximately 20 meters of her bow section missing.

With experts going back to the wreck for a detailed study, it is expected that the findings will be instrumental in tackling threats of warships lying in ocean and sea beds.

“Cassandra has the potential to become a blueprint for future international collaboration when it comes to addressing the risks caused by potentially-polluting wrecks,” said Matt Skelhorn, Head of the UK MOD Wreck Management Programme at SALMO.

The SALMO team has been closely involved with Project Tangaroa since its inception, providing critical insights on the practical and political challenges involved with the management of its own inventory of more than 5,000 wrecks around the world.
 

[By Thomas York]

The UK government’s strategy for tackling climate change received a major blow in May when Danish developer Ørsted announced that adverse economic developments had halted its 2.4 gigawatt (GW) Hornsea 4 wind farm in the North Sea.

The government aims to generate at least 43GW of offshore wind power (current capacity is 14.7GW) and 95% of all energy from renewable sources by 2030.

These targets are now in jeopardy. The cancellation of Hornsea 4 follows a similar decision by Swedish developer Vattenfall, which stopped work on its 1.4GW Norfolk Boreas wind farm in 2023.

What is forcing renewable energy developers to pull out when they are due to make their final investment decision?

The offshore wind industry is exposed to fluctuations in the prices of raw materials necessary to meet rising global demand for renewable energy. This vital part of the energy transition, alongside the phaseout of fossil fuels, has been impeded by inflation caused by the pandemic and the war in Ukraine.

Building a wind turbine requires significant amounts of steel, copper and aluminium, all of which doubled or tripled in price between 2020 and 2023. Turbine manufacturers have raised prices in an effort to recover recent losses. This affects the profitability forecasts of wind energy developers like Ørsted and the viability of each of their projects.

Impending national and international net zero targets also mean that developers globally are having to make earlier investments in transmission infrastructure. An exponential increase in demand for scarce high-voltage cabling has already led to high-profile cancellations of offshore wind farms in the US.

Rising demand for rare earth metals used to make magnets in turbine generators has also been snared by geopolitical issues. The mining, processing and refining of these metals is dominated by China, which manufactures over 90% of these magnets.

A shortage of boats

Developers need boats to build offshore wind farms. Here lies another strain on the timescales of developers.

Ørsted ceased work on its 2.2GW Ocean Wind development zone off the coast of New Jersey in 2023, citing a vessel delay in its decision to cancel the project.

According to the advocacy group WindEurope, demand for vessels capable of installing foundations and turbines and laying cables will outstrip availability within the next five years. The gap between the two is forecast to skyrocket between 2028 and 2030. This will make it harder to commission the wind farms that the UK government is relying on to reach its 43GW target by the end of the decade.

Delays caused by these issues can result in a problem known as “contract erosion”. In their contracts, developers have a commissioning window within which turbines have to start generating. If they are not operational within this time, they lose their subsidies on a day-by-day basis.

Rising costs mean that even one of the world’s biggest wind farms, Dogger Bank in the North Sea, will not be profitable for its developer, Equinor. As a prospect for generating financial returns, renewable energy still cannot compete with oil and gas.

This is the key argument of economic geographer Brett Christophers in his recent book The Price is Wrong. Christophers argues that, if national governments continue to rely so heavily on private sector investment to build renewable energy, decarbonisation is unlikely to proceed as fast as it needs to. It is simply not profitable enough.

Misguided planning reform

How might the UK defy difficult global conditions and meet its 43GW target by 2030? So far, the government’s main proposal has been to relax timelines for the planning process of wind farms.

Earlier in 2025 it opened a consultation on reforms to the contracts for difference process, which is how developers bid for long-term energy generation contracts, prior to an auction round in summer 2025.

The main proposed change was to allow developers of fixed-bottom offshore wind projects to bid in the auction before receiving a development consent order, or a DCO. A DCO defines the approved scope of a development, taking into account environmental surveys, land rights and developer proposals.

It can take more than two years for a DCO to be awarded. The government hopes that fast-tracking fixed-bottom developments will result in more contracts being awarded in the latest auction, but will this work?

The government is aware of the risks. Planning permission could be refused after a contract has been awarded, and projects without consent face even greater uncertainty over costs than developments that already have a DCO.

The government might be able to get more projects into the pipeline, but the supply chain is already stretched to its limits. Through the state-owned investment body GB Energy, the government has pledged £300 million to bolster the domestic supply chain for components required for offshore wind, like platforms and cabling.

However, this investment largely focuses on new technologies for floating offshore wind, leaving fixed-bottom projects like Hornsea 4 at the mercy of vessel delays and raw material price rises. If something does not change to mitigate costs and increase returns for developers, the government’s 2030 target is in doubt.

Thomas York is a Postgraduate Researcher in Human Geography, University of Leicester

This article appears courtesy of The Conversation and may be found in its original form here.
 

[By: ABS]

ABS Chairman and CEO Christopher J. Wiernicki was honored by The Seamen’s Church Institute (SCI), receiving the 2025 Silver Bell Award for lifelong service and outstanding leadership in the maritime industry.

SCI is a nearly 200-year-old charity headquartered in New York that serves and protects the personal and professional lives of mariners and seafarers, both internationally and domestically, by partnering with the maritime industry to ensure dignity within the workplace and a safe working environment for seafarers and mariners.

Wiernicki received the award at the 47th Annual Silver Bell Awards Dinner in New York City attended by more than 600 guests.

“I am deeply honored and profoundly humbled to receive this award, which has gone to so many outstanding leaders of our industry. To me, safety has never been just a protocol or a checklist. Safety is synonymous with people. It’s about the lives we protect, the families we keep whole and the futures we safeguard. And nowhere is this more evident than at sea. Seafarers are the unsung heroes of our global economy. They brave the elements, navigate uncertainty and carry the weight of the world’s commerce on their shoulders. They deserve not only our respect, but our unwavering commitment to their safety and well-being,” said Wiernicki.

For more information on the Silver Bell Award and SCI go here.

A new report is suggesting that China’s COSCO Shipping is negotiating for a role as an investor in the deal to acquire the terminal operations of CK Hutchison. Bloomberg first reported that a group of Chinese investors is in discussions with MSC’s Terminal Investments and BlackRock about participating in the $23 billion deal for the terminal operations in 41 ports around the world.

China has strongly objected to the deal and primarily the parallel portion that sells the operation of terminals at both ends of the Panama Canal. Billionaire Li Ka-shing who controls CK Hutchison has long been at odds with the communist government and with the announcement of the deal China said it was a betrayal of the nation. It sees the agreement to sell the operations in Panama to BlackRock as a threat to Chinese trade and being done to appease Donald Trump and his assertions that “China runs the Panama Canal.”

The two deals have also come under scrutiny from various parts of the shipping industry which cites MSC’s growing domination. Panama officials told the Financial Times that the concentration of terminal ownership could threaten the promised neutrality of Panama’s operations. Well-known industry analyst Drewry also highlights that TIL would become a dominant force in port operations. TIL says on its website that it operates more than 70 terminals worldwide in 31 countries and handles more than 65 million containers annually. MSC has also become the sole investor in the Port of Hamburg (Germany) with the city.

CK Hutchison announced at the beginning of March that it had entered into exclusive negotiations with the BlackRock investment group for the terminals in Panama as well as its portfolio of properties worldwide except for Hong Kong and the Chinese mainland. The outline of the deal called for the sale of 80 percent ownership of CK Hutchison’s portfolio of 43 global ports (199 berths in 23 countries) and in a parallel agreement 90 percent ownership of Panama Ports Company, which operates the terminals in Balboa and Cristobal, Panama. It later came out that TIL was negotiating for as much as 70 percent ownership of the international portfolio with BlackRock holding just 20 percent and 10 percent retained by CK Hutchison.

China has said it would be reviewing the deal to ensure it followed the rules although it has no official oversight role. Restructuring to add a portion of the investment from COSCO and possibly other Chinese companies could be seen as a face-saving move for the Chinese government. COSCO is a logical company to lead the Chinese portion as its COSCO Shipping Ports as of December 31, 2024, operated and managed 375 berths at 39 ports globally, of which 226 were for containers, with an annual handling capacity of approximately 124 million TEU.

Bloomberg points out that the exclusive agreement between Hutchison and the BlackRock/TIL group was for 145 days meaning it is due to expire in late July. They could agree to extend the exclusive agreement or it could open the door for alternate bids. Hutchison and BlackRock had said they were targeting signing definitive agreements on or before April 2.
 

[By: Silversea]

Silversea, the leading experiential luxury and expedition travel brand, today set sail on its 83-day Grand Voyage North Atlantic & Northern Europe, inviting guests to retrace the steps of the early Vikings as they explore 55 destinations in 16 countries. Traveling on board Silver Shadow — one of the most intimate ships to sail in the region — guests will access the most iconic ports, such as Geiranger and Flåm, as well as the smaller harbors of Rouen, Iles de la Madeleine, and more, benefitting from Silversea’s destination expertise and the most personalized service at sea. Five overnight calls and numerous late departures will enable travelers to venture deeper ashore. 

“Our guests on Silver Shadow’s 83-day Grand Voyage through the North Atlantic and Northern Europe are embarking on a truly exceptional journey,” said Bert Hernandez, president, Silversea. “These extended voyages allow travelers to spend more time in each region, really connecting with local cultures and traditions. With exclusive events planned in Cardiff and Quebec City, this voyage promises an immersive experience that highlights the authenticity and richness of each destination, tailored by Silversea’s expertise.” 

Departing New York City, travelers will take in Eastern Canada before crossing to the United Kingdom, France, Belgium, Northern Europe including the Norwegian Fjords, the Baltic Sea, and Iceland, subsequently returning to Bayonne, New Jersey, on September 2^nd, 2025. The immersive voyage will connect travelers with the region’s pristine landscapes, unique wildlife, and iconic cultural experiences.  

Grand Voyage guests will participate in an extensive range of immersive experiences ashore. In the United Kingdom, for example, guests will access to Boodles Jewelry House with an exclusive lunch in Liverpool and a privatized tour of a country house and lunch with an English Lord in Dorset, among other experiences. In Norway, guests can explore Lysefjord by yacht, and participate in an unforgettable kayak and Sauna Experience in Trondheim. Enhancing the experience, two exclusive events ashore will unveil the authentic customs of visited communities throughout the Grand Voyage: 

Castles and Choirs – Cardiff, Wales – June 29^th, 2025 
In Cardiff, Wales, a land renowned for its lush countryside and distinguished choral culture, Silversea’s guests will enjoy an atmospheric night of song in the 17th-century Hensol Castle. Surrounded by Gothic grandeur, guests will savor a dinner of Welsh delicacies, prepared with hyperlocal ingredients. As the evening unfolds, the air will fill with the soulful harmonies of the Johns’ Boys Choir, who proudly honor their Welsh roots from the world’s greatest stages. 

A Lakeside Retreat, Overnight – Quebec City, Canada – August 25^th-26^th, 2025 
Silversea guests will soak in the enchanting French Colonial architecture of Quebec City before leaving the city behind for the Huron-Wendat First Nations community. Deep in the surrounding nature, guests will spend the afternoon unwinding at a lakeside luxury lodge before dining beneath the stars at a BBQ picnic. After a restful night's sleep in the heart of nature, Grand Voyage guests will rejoin Silver Shadow the following morning. Silversea’s Silver Shadow offers one of the highest space-to-guest ratios at sea. On board, guests will benefit from the company’s signature comfort standards, including the personalized service of a butler in every suite category and one of the highest crew-to-guest ratios.   

Silversea’s industry-leading range of Grand Voyages includes the Grand Voyages South Pacific expedition 2025 and 2026, the Grand Voyages Mediterranean 2025 and 2026, the Grand Voyage Australia 2025, and the Grand Voyage South America 2027.

[By: EV Maritime]

EV Maritime, New Zealand’s leading electric ferry design and technology company, today announced the launch of its first fully electric passenger ferry. The new vessel will operate between downtown Auckland and the suburb of Half Moon Bay.

This is the first of the EVM200 class – a series of battery-electric fast ferries built using lightweight carbon fiber. Designed for urban public transport, the EVM200 offers service speeds of up to 25 knots and a range of up to 20 miles.

Developed with support from the New Zealand Government, the EVM200 platform is part of Auckland Transport’s initiative to transition to a low-emissions ferry fleet. Two vessels will enter service under this program. Each vessel accommodates up to 200 passengers on a fully enclosed main deck, with additional seating for 30 on the upper deck. Amenities include three restrooms – one of which is ADA-accessible – and a small onboard kiosk serving barista coffee, cold beer, and wine.

EV Maritime led the ferry’s design, naval architecture, and project delivery, including full electrical system integration. Key components were sourced globally: battery storage from Freudenberg (USA), motors and power electronics from Danfoss (Finland), waterjets from HamiltonJet (New Zealand), and PLC systems from Attest (New Zealand). Hydrodynamic optimization was achieved through collaboration with Emirates Team New Zealand, resulting in a low-drag, low-wash hull that ensures efficient operation at cruising speeds.

The ferry will also feature the world’s first maritime deployment of the new CharIN Megawatt Charging System (MCS). The 10-mile (16 km) journey between downtown Auckland and Half Moon Bay takes approximately 35 minutes. While the ferry’s batteries hold enough energy for a full round trip, the vessel will typically recharge during a 10-minute turnaround at the terminal, using two MCS inlets rated at 1.1MW each.

“We’re incredibly proud to launch this vessel and bring the EVM200 platform to Auckland,” said Michael Eaglen, CEO of EV Maritime. “It reflects our commitment to protecting the environment while maintaining the reliability and convenience of water-based public transport. Our technology-transfer business model also supports local shipbuilders in becoming electric vessel manufacturers – boosting regional capability and growing confidence in sustainable solutions.”

EV Maritime is also expanding internationally. In North America, Christopher Mazzoni was appointed in 2024 to lead the company’s operations. Current projects include a hybrid-electric vessel for Angel Island Tiburon Ferry (San Francisco Bay Area), and a collaboration with AF Theriault in relation to ferries for Halifax Regional Municipality in Canada. The company is also active in Australia, Southeast Asia, and Europe, responding to growing global interest in clean maritime transport.

[By: Bridge Industrial]

Bridge Industrial (“Bridge”), a privately-owned, vertically integrated real estate operating company and investment manager, today announced it has signed the first lease at Bridge Point Port Everglades, its recently completed, 171,983-square-foot Class-A logistics facility strategically located adjacent to Port Everglades. Rehoboth Terminal, a Fort Lauderdale-based logistics company and sister company to maritime service provider Accordia Shipping, has signed a long-term lease to occupy 44,805 square feet at the state-of-the-art industrial property. The deal marks a significant milestone for the project and adds to Bridge

Industrial’s growing list of high-quality tenants.
"Bridge Point Port Everglades delivers the modern functionality today’s logistics users demand in one of the most strategic locations in Broward County," said John Mejia, Director of Leasing, Southeast Region, Bridge Industrial. "We’re proud to welcome Rehoboth Terminal and support their continued growth as a leading logistics provider in Port Everglades.”

The exclusive leasing team for the project—Sky Groden, SIOR; Ken Morris, SIOR; and Jeremy Cain of JLL— represented Bridge in the lease transaction.

"Accordia’s decision to expand into Bridge Point Port Everglades speaks to both the strength of the Broward County industrial market and the strategic value of this location,” said Sky Groden, Vice Chairman at JLL. “With demand for modern logistics space remaining high, especially near major ports like Port Everglades, this move positions Accordia to continue growing its operations and efficiently servicing the Caribbean. The facility’s unparalleled access makes it an ideal hub for international shipping and distribution.”

Rehoboth Terminal provides cargo handling and stevedore services at Port Everglades, with a specialization in Roll-on/Roll-off (RoRo) and container cargo. Alongside Accordia Shipping, which offers weekly RoRo service to Haiti and the Dominican Republic, Rehoboth plays a key role in facilitating trade between South Florida and the Caribbean.

“Our expansion into Bridge Point Port Everglades is a decisive step toward advancing clean, secure, and scalable logistics operations that strengthen commercial ties between South Florida and the Caribbean,” said Lousder Jacques, President of Accordia Shipping and Rehoboth Terminal. “This modern facility allows us to streamline traffic at key port entry points and meet the demands of high-frequency RoRo and containerized cargo. As active maritime and terminal operators within Port Everglades, we are focused on operational efficiency, public-private collaboration, and building a strategic foundation for long-term growth, regional impact, and continued excellence in service to our partners and communities.”

Lori Baer, Executive Director of Port Everglades Association, added, "We are proud that our outstanding Port Everglades Association member, Accordia Shipping, will take some of their operations to Bridge Industrial's logistics complex. The location just outside the Port Everglades main gate makes this a real win-win."

Completed in 2024, Bridge Point Port Everglades is a LEED Silver-certified facility featuring 32-foot clear ceiling heights, 34 dock-high doors, two drive-in doors, a 120-foot truck court, and ample car parking. Strategically located at 2200 Northeast 7th Avenue in Dania Beach, FL, the property offers immediate access to I-595, Fort Lauderdale International Airport, and Port Everglades. The rear-load building offers unparalleled connectivity for companies serving both domestic and international markets. Bridge Industrial is one of South Florida’s most active industrial real estate developers and operators. Since 2012, the company has acquired more than 750 acres in 23 separate transactions across South Florida. The firm has delivered or has under construction over 11 million square feet of Class-A industrial space across the region.

 

Israel has declared that its attacks on Iran early on the morning of June 13 are only the beginning of what has been planned as a three-week campaign. Iran retaliated initially with a
barrage of 100 drones, very few of which got through to Israel, with several intercepted over the Dead Sea. But subsequently seven missiles of a barrage of about 100 missiles penetrated
Israeli air defenses, causing damage in the greater Tel Aviv area, and a second wave caused at least three fatalities. It is not clear yet whether the limited size of the two Iranian missile salvos is a product of Israel’s strikes on the Iranian missile infrastructure, or are an Iranian attempt to conserve stocks. Iran had promised that its response to any Israel attack, which in advance it nicknamed Operation True Promise-3, would be devastating.

As reported earlier, as yet there does not appear to be any immediate disruption to shipping in the Gulf, and remarkably, Gulf airlines - whilst avoiding Iranian airspace and destinations - appear to be maintaining much of their schedules, albeit with delays due to diversions through safer airspace. Reports from ship monitoring companies carried in the Wall Street Journal suggest that a larger number than normal of vessels are in anchorages off Iran’s ports awaiting docking, but such numbers could have built up prior to the Israeli attack, possibly caused by the after-effects of the explosion at the Bandar Abbas commercial port. A pattern of activity is not yet apparent in satellite imagery of the Bandar Abbas roads, although a lot of ships appear to be under way.

 

Bandar Abbas Anchorage, June 13 (Sentinel-2)

The naval dockyard has not emptied of ships.

Any Iranian attempt to close the Straits of Hormuz would be a very risky endeavor. Firstly, it would curtail Iran’s own oil exports, which are its primary source of finance. A blockade would quickly degenerate into open warfare. While the IRGC Navy (Nedsa) can make a nuisance of itself in times of peace, Iranian maritime capability, both that belonging to Nedsa and the antiquated regular navy (Nedaja), would rapidly take up positions on the seabed if they tangled with US or allied navies in open conflict. Moreover, a closure of the Straits of Hormuz would severely impact GCC states - and Iran at this juncture would not wish to make enemies of these countries, who at the moment are professing outrage about the Israeli attacks.

Likewise, attacks on infrastructure in GCC countries, or on US assets based in these countries, would force GCC countries into alignment with the United States, which in reality is the inclination of their leaders, but unspoken because of popular support in these GCC countries for the Palestinian cause.

Israel will undoubtedly aim further attacks at the IRGC’s 24 identified missile sites in the western half of the country, spread from north to south. All feature underground storage bunkers, from which both drone and missile mobile launchers can be driven out, ready to go into action within minutes. The site at Kermanshah Konesh Canyon has at least 60 such tunnel bunkers and the Kermanshah missile infrastructure appears to have been an early Israeli target, with secondary explosions visible in the Israeli attack video released.

 

More than 50 underground bunkers visible in the Kermanshah Konesh Canyon missile complex (Google Earth, June 6, 2024)
 

For Israel to be safe from Iranian counter-attacks, all the sites listed below as well as a number of coastal tunnel complexes housing Nedsa missile boats. will eventually need to be neutralized or destroyed, unless a durable political settlement can be achieved. Those sites armed with the latest Haj Qassem medium-range solid fuel missile will be a particular priority, as these missiles have a separating warhead which appears to be independently maneuverable and equipped with a passive targeting system.

The late Maj Gen Mohammad Bagheri and Brigadier Amir Ali Hajizadeh tour a ‘missile megacity’, March 25 (Press TV) 

 

Israel has couched its attack as a last-minute unavoidable step needed to prevent Iran from acquiring nuclear weapons, and hence Iran’s nuclear facilities have featured prominently in the
list of targets attacked. But also important to Israel will be curbing this enduring Iranian ballistic missile threat, as well as ending Iran’s strategy of regional expansionism which has plagued the region for decades. Israel’s aims in this regard are shared with the United States. Attacking the Iranian leadership will help attain this objective, as well as paralyzing Iranian counter-attack planning, weakening the hardliners who dominate the IRGC. Israel may also choose to hold back attacks on the regular armed forces, which are more closely aligned with the reformist cause headed up by President Masoud Pezeshkian. The retention of most of the Nedaja fleet dockside in Bandar Abbas Naval Harbor in recent days could be interpreted as a desire not to present a provocation; by not attacking the regular armed forces, Israel would leave them with the strength to take on the hardliners in a post-attack struggle for power.

 

Bandar Abbas Naval Base June 2 ((Sentinel-2/CJRC, subject to imagery resolution limitations)
1.     Moudge Class frigate
2.     Alvand Class frigate
3.     Moudge Class frigate
4.     Alvand Class frigate
5.     Kilo Class submarine in dry dock, with probable second Kilo under cover in dry dock alongside
6.     2 x Sina or Kaman Class fast attack craft
7.     Intelligence collector IRINS Zagros (H313)
8.     Hengam Class landing ship IRINS Larak (L512) in floating dry dock
9.     Bandar Abbas Class logistics vessel IRINS Bushehr (K442)
10 and 11.   Hengam Class landing ships IRINS Tonb (L513) and Lavan (L514) 
12.   2 x Hendijan Class auxiliaries
13 and 14.   Total of 4 x Delvar Class auxiliaries
15.   2 x Kaman or Sina Class fast attack craft
16.   Probably 2 x Hendijan Class auxiliaries
17.   Ghadir and Nahang Class midget submarines
18.   Kilo Class submarine missing from its normal berth
19.   Probable Fateh Class medium submarine
Bandar Abbas Naval Base outer harbor:  Forward base ship IRINS Makran (K441) 

With the luxury segment of the cruise industry booming, Regent Seven Seas Cruises has announced plans for the ultimate suite at sea, a $25,000 a night sleeps six Skyview Regent Suite. The line which has already been known for its extravagant suites and ships outfitted with marble and golden chandeliers, looks to raise the bar another notch on the definition of luxury at sea.

The new suite with be atop the Seven Seas Prestige, a new 77,000 gross ton cruise ship that started construction in March 2025. The ship is being built at the Fincantieri shipyard in Marghera, Italy as the first new class of ships for the brand in a decade. Owners Norwegian Cruise Line Holdings has ordered two luxury ships for Regent Seven Seas Cruises as well as two ships for its Oceania Cruises brand and four ultra-large cruise ships for Norwegian Cruise Line.

"At Regent, we are committed to setting new standards in ultra-luxury travel, and the Skyview Regent Suite is a true embodiment of that promise," said Jason Montague, chief luxury officer for Regent Seven Seas Cruises. "At nearly 9,000 square feet, this breathtaking two-level suite delivers the most exclusive and elevated experience at sea, complete with every imaginable luxury included in the voyage fare.”

 

Master bedroom of Regent's new extravagant suite 

 

The cruise line is calling the new suite “the largest all-inclusive, ultra-luxury cruise ship suite in history.” It will be 8,794 square feet including a 3,700 square foot wraparound balcony. It will have two bedrooms, two-and-a-half bathrooms, a living room, an in-suite dining area, and features ranging from a personal gym and sauna to a private in-suite elevator. Decor will feature a floating natural stone staircase as well as sculptural leather wall elements in the grand foyer. Passengers will enjoy butler service and a private car with a driver and guide in each port.

The cruise ship will feature similar luxuries throughout its 12 suite categories which will accommodate a total of 822 passengers. Other suites include two-level Skyview Suites, also with private in-suite elevators, and Grand Loft Suites. Due to enter service in December 2026, Seven Seas Prestige also features seven specialty restaurants and a total of 11 dining options. 

 

We're excited to invite you behind the door of the most exclusive address at sea: The Skyview Regent Suite. Spanning nearly 9,000 square feet, this two-story palatial suite is the crown jewel of Seven Seas Prestige™. Learn more https://t.co/T4ivketHwv #ANewLegacyBegins pic.twitter.com/ogF33EpZkv

— Regent Seven Seas Cruises (@regentcruises) June 11, 2025

 

Regent Seven Seas Cruises is no stranger to extravagant suites. On the prior class of cruise ships built by Fincantieri starting with Seven Seas Explorer in 2016, the line introduced its 4,443-square-foot Regent Suite. It also sleeps up to six with two bedrooms and two-and-one-half bathrooms but is just 3,000 square feet of interior space with a 1,300 square-foot wraparound veranda and a glass-enclosed solarium sitting area. It also has a personal sauna, steam room, and treatment area. For the Seven Seas Splendor, it boasted of a $200,000 hand-crafted bed for the suite. The cruise line highlighted when it launched the Seven Seas Splendor and in 2023 on the Seven Seas Grandeur (each 55,500 gross tons for 750 passengers) that the Regent Suite would be priced at $11,000 per night based on double occupancy.

The line noted that the Regent Suite is nearly twice as large as the average American home. They said it was 20 times larger than the average cruise ship stateroom.

The luxury segment of the cruise industry is growing with more entrants coming to the market. The Ritz-Carlton Yacht Collection took delivery this month on its second newbuild Luminara (46,750 gross tons). Fincantieri also recently floated the first of two yacht cruise ships for Four Seasons. Due to start service in 2026 it will be 34,000 gross tons carrying 220 passengers. Orient Express Sailing Yachts is also due to launch service in 2026 with Orient Express Corinthian with 16,145 square feet of sails and accommodating 110 passengers.

Other luxury brands are also continuing the build out of their fleets. MSC’s Explora Journeys takes delivery on the third of its six ships in 2006. Viking which already has 10 ocean cruise ships in service has nine more on order and operates two expedition cruise ships as well as its fleet of river cruise ships.

With demand strong for unique experiences presented in luxurious surroundings, the luxury segment of the cruise industry is expected to continue its growth.
 

The Indian Coast Guard is reporting significant progress with the efforts to manage the fire aboard the containership Wan Hai 503. Concern was being raised during the day on Friday as winds began to build ahead of an approaching storm which local officials feared would drive the ship toward the coastline.

Despite continuing hotspots and heavy gray and black smoke coming from the midsection of the vessel, the Indian Coast Guard reports the Indian Navy was able to put a salvage team aboard the vessel late on Friday, June 13. They used a helicopter to winch four salvage personnel on the deck of the vessel. They were able to establish a new towline which has now been passed to the commercial vessel Ocean Warrior hired by the salvage team.

 

Salvage team was placed on the vessel using the winch from an Indian Navy helicopter (ICG)

 

It was reported to be the third towline attached to the vessel as the prior two had parted. Before the Ocean Warrior was in position for the tow, the Coast Guard had attempted to use the smaller tug Water Lily. According to the situation update, the tug did not have sufficient bollard pull power to pull the Wan Hai 503 away. A third tug, Triton Liberty operating under charter to the Navy was also dispatched from Kochi to aid in the tow.

The Wan Hai 503 was initially about 44 nautical miles away from the coast but at last observation, it is reported to be drifting at speeds up to 1.8 knots. At other times, the report said the vessel was “rotating aimlessly.” It was about 38 nautical miles from the coast with the local authorities beginning to make preparations in case the ship was driven ashore. They sought to assure citizens by saying there would be a seven to eight-hour warning if the vessel was coming ashore.

 

Major milestone in the ongoing
operation to suppress the fire onboard MV #WahHai503 and protect #MarineEnvironment !@IndiaCoastGuard ships undertaking FF Op enabled tow connect up of Salvage vessel in extremely challenging and daunting operation. @indiannavy #Seaking… pic.twitter.com/KTFJl6I5fx

— Indian Coast Guard (@IndiaCoastGuard) June 13, 2025

 

Part of the concern is a building storm that could drive wind speeds to 50 to 60 mph over the weekend. The Secretary of the Kerala State Disaster Management Authority told the Manorama news outlet that things were starting to look “scary” with the southwest winds gaining strength. Further, they reported with the majority of the cargo incinerated, the vessel is lighter and has increased in speed.

The bulk of the fire is out but below deck and in the midships area there continue to be hotspots that still require boundary cooling. They were also continuing to drop chemicals from above as the fire was proving to be very persistent.

 

 

Investigators working for Finland’s national police announced they have completed their criminal investigation into the damage to the subsea cables. They reported they officially suspect the master and two officers from the tanker Eagle S who have been detained in Finland since January 2025.

The investigation focused on the possible involvement of the Eagle S, a tanker registered in the Cook Islands, which was present in the area at the time the cables were damaged on December 25. Finland quickly identified the vessel as a suspect and took it into custody ordering the master and officers not to leave Finland. Investigators said as a result of the efforts carried out during the criminal investigation, the police have a clear understanding of the sequence of events.

“Among the suspects are the master, the chief mate, and the second mate, who were responsible for the safe passage, navigation, and operation of the vessel,” announced Detective Chief Inspector Sami Liimatainen, Head of Investigation for the National Bureau of Investigation. “The criminal investigation has examined and assessed, among other things, the extent of their responsibility for the condition of the vessel and the degree to which they should have observed the anchor falling into the sea.”

Based on the investigation, the police announced that the senior officers of the tanker Eagle S are “suspected of aggravated criminal mischief and aggravated interference with telecommunications.” The conclusion was based on reviewing material collected from the vessel, examination of the seabed, and interviews with the crew and officers of the tanker.

During the investigation, they retrieved the vessel’s anchor from the sea floor and looked at the broken anchor chain. Reports said they also found marks on the seafloor showing the anchor had been dragged for more than 100 km (more than 60 miles).

The Helsinki Times reported that the crimes would be considered serious criminal offenses under Finnish law. They could carry significant prison sentences. The Finnish media reports the three have consistently denied deliberately damaging the cables, which have now been repaired and returned to service.

The investigators will pass their information to the prosecutor’s office which reviews the information and officially decide if charges will be pursued. However, the news outlet Yle Svenska reported at the end of May that it understood preliminary trial dates have already been set. They said a trial could begin in late August or early September.

A court in Taiwan yesterday, June 12, sentenced the Chinese master of a cargo ship to three years in jail for a similar offense. Taiwan reported the captain of a vessel registered in Togo anchored in an area marked as restricted and permitted the vessel to drift across sensitive cables. They reported finding clear indications of external forces on the damaged cable.

These cases raised awareness of the dangers in the Baltic and Scandinavian countries. They have increased patrols around critical undersea infrastructure and were successful in getting NATO to also commit resources for the protection of the undersea assets.
 

North Korea staged an elaborate celebration for its new Choe Hyon class destroyer which was officially named Kang Kon in an event led by Kim Jong Un. The vessel was decked out with bunting in a dry dock at the Rajin Shipyard and named with sailors aboard for the event on June 12.

During the ceremony, Kim referred to the “miraculous event of building two large multipurpose destroyers in less than a year and a half.” The vessel was called a symbol of strength that would extend into the Pacific as part of the country’s second generation of destroyers. 

Kim told the audience it was part of the national defense strategy and practical measures for radically strengthening the maritime force. 

The 5,000-ton vessel looked fully patched up and sparkling a month after the disastrous first launch. Officials said the vessel was fully restored noting that it had been completed before the deadline set to have the vessel ahead of the Central Committee meeting at the end of the month. Kim told the audience the ship would be delivered to the Navy in the middle of next year after completing various necessary procedures such as configuring its weapon system. 

 

Celebration of the naming of the new destroyer (KCNA)

 

He recognized the efforts of the shipbuilders at both the yards in the east and the west and the contribution of Chongjin Shipyard where the vessel was built and the Rajin Shipyard where the vessel is now in a dry dock for repairs and outfitting. He said the vessel incorporates complex weaponry, a new form of ship-mounted detectors, an integrated management system, and the use of artificial intelligence in the combat environment.

“Currently, various new weapon systems for ships and torpedoes are being researched and developed, and importantly, a major revolution is expected in the composition of ship engine power systems,” Kim announced. He said the government has also approved the construction of two additional 5,000-ton destroyers starting next year.

He said difficulties and obstacles remain in the shipbuilding aims of North Korea while also referencing the “absurd accident” while launching the destroyer.  He said the failure of the launch was not a simple mistake, but an “unacceptable and serious criminal act that instantly brought down the dignity and pride of the nation.” He called the effort at restoring the destroyer an “epochal opportunity,” for the shipbuilding industry.

 

 

The Secretary of the Central Committee cut the rope unveiling the ship’s name plaque. The ship’s horn sounded and fireworks and balloons were launched. Kim boarded the vessel to inspect its sailors and the vessel’s captain was presented to the leader.

The Kang Keon was being launched on May 21 at an early ceremony attended by Kim. During the sideways launch, the stern released ahead of the bow and the vessel twisted and fell to its side. Kim ordered it immediately righted with reports the teams used pullies and airbags to refloat the vessel.

North Korea celebrated the first of the class earlier this year. Analysts believe the vessels which are heavily armed and have the displacement of a frigate, likely are capable of launching ballistic missiles and have 74 VLS cells in several sizes.
 

 

The global shipping industry is holding its breath anxiously watching the emerging conflict between Israel and Iran as is the world. Analysts are scrambling to predict the potential impact on shipping while security services are issuing cautions and some nations are already issuing advice to shipping.

As would be expected, the price of oil jumped dramatically on world markets after the news that Israel had struck and killed leadership within Iran’s military and nuclear program, bombed nuclear sites, and defense installations. At midday, the global price of oil was up around seven percent on a barrel after news that Iran’s first response was limited to about 100 drones launched at Israel. The Israel Defense Force is saying the drones were intercepted and caused no damage.

“The Strait of Hormuz remains open and commercial traffic continues to flow uninterrupted,” reported the Joint Maritime Information Center while also saying “JMIC has no indications of an increased threat to the maritime environment.” 

JMIC however immediately raised the “likelihood of regional conflict” to “significant.” It said the effect on the maritime environment is not predictable. It is advising increased security measures and monitoring the situation.

The UK Maritime Trade Operations had issued its first warning of “increased tension” on June 11. The UK today, June 13, according to a report from Reuters, advised merchant ships to avoid sailing through the southern Red Sea and the Gulf of Aden.

Greece’s Ministry of Shipping reports Reuters also issued a warning to commercial shipping. The Ministry is asking Greek ship owners and operators to send details of their planned transits through the Strait of Hormuz. Greece is especially sensitive due to its entanglements with Iran which has seized and held Greek-owned tankers in the past.

One company, the UK’s gas producer Energean has already reported it was temporarily suspending production on its FPSO located off the northern coast of Israel. The company said it had been ordered to suspend activities by Israel’s Ministry of Energy and Infrastructure.

Iran has not indicated its strategy other than announcing that “a bitter and painful fate awaits Israel.” It has however also said it believes the United States supported the efforts although the Trump administration has been quick to disavow any involvement in the attacks. It however announced that its oil infrastructure was functioning normally and not part of the overnight attacks.

Well-known shipping industry analysts Peter Sand, Chief Analyst at Xeneta, and Lars Jensen, CEO of Vespucci Maritime, both speculated on the potential of a “de facto closure” of the Strait of Hormuz similar to what the Houthis achieved with the Red Sea in 2024. 

“Any closure of the Strait of Hormuz would see services re-routed, with increased reliance on India West Coast ports for connecting the Far East to Indian sub-continent,” commented Peter Sand on the potential impact to the container shipping segment in particular.  “The inevitable disruption and port congestion, as well as the potential for higher oil prices, would cause a spike in ocean freight container shipping rates, with carriers likely also pushing for a ‘security surcharge’ on these trades in the coming days.”

Jensen highlighted three major risks with the first of course being oil prices. In addition to the impact on oil from the closing of the Strait of Hormuz, he highlights the impact on imports and exports from Saudi Arabia, the UAE, Qatar, Bahrain, Kuwait, and Iraq. A disruption at Saudi Arabia’s main ports, Jebel Ali and Khalifa, Jansen points out could spill over to regional congestion in Asia. 

Iran, he notes in the past has shown it is “not adverse” to interfering with commercial shipping. It has held the MSC Aries containership for over a year as well as having a history of seizing crude oil tankers. The Houthis released the crew but still hold the vehicle carrier Galaxy Leader which they seized in November 2023. 
 

[By: The Mission to Seafarers]

Last month, The Mission to Seafarers was proud to launch OceanCare, a new global welfare initiative developed in partnership with Mitsui O.S.K. Lines, Ltd. (MOL) to support the wellbeing of MOL’s seafarers working in some of the world’s most challenging environments.

This first-of-its-kind initiative provides a confidential listening and support service led by trained welfare professionals for MOL’s seafarers. OceanCare is designed to give seafarers the space to share any potential problems, whether they are dealing with work-related stress, health concerns, personal relationships, financial pressures or any other issues affecting their wellbeing.

OceanCare opens every conversation with a simple yet impactful question: “What’s on your mind?” From there, the Welfare Officer will listen to the challenges and help identify support for seafarers seeking meaningful solutions.

The initiative comes as the most recent Seafarer Happiness Index shines a light on the wide-ranging challenges faced by all seafarers, such as the impact of reductions in crew numbers and the training requirements to address new regulations and technologies, all of which can impact physical and mental health.

As Jan Webber, Director of Development at The Mission to Seafarers, explains,“MtS is delighted to be partnering with MOL to create OceanCare. This is a trailblazing initiative run by the Mission on behalf of MOL in support of its seafarers. All MOL seafarers can access this vital listening and support service. Our team will respond to any issues a seafarer raises, from mental health to money, from breakups to workplace conflicts. We are so pleased we can help MOL seafarers so they will feel even more supported, safe, be prosperous in their careers”.

The programme offers seafarers the opportunity to engage in one-to-one conversations with an experienced welfare officer who is ready to listen and help. In addition to emotional support, OceanCare assists seafarers in creating personal self-care plans, developing coping strategies and, where necessary, provides referrals to trusted specialist services. The service is also connected to a worldwide network of over 200 Mission to Seafarers’ Port Chaplains, available to offer in-person welfare support in ports across the globe.

OceanCare is set to empower seafarers to take control of their wellbeing, reduce risks, and foster a culture of openness and support across the MOL fleet. By encouraging dialogue and helping seafarers find their solutions, the initiative aims to build stronger individuals and healthier shipboard communities.

The laker that grounded downriver of the Soo Locks last weekend is now transferring its bulk cargo onto another vessel in the operator's fleet, according to local media - demonstrating the less-used ship-to-ship transfer capability of a classic self-unloading laker.

At about 1550 hours on June 8, the laker Hon. James L. Oberstar experienced unusual vibration after making the turn at Johnson's Point on the St. Mary's River. The crew notified the Coast Guard and went to anchor on nearby Hay Lake to conduct a damage assessment. Photos from the scene appear to show that she had taken on a starboard list, and the crew had swung her unloading boom out over the port side, shifting weight to port. 

No injuries or pollution have been reported, and the vessel is a stable condition. The Oberstar has an estimated 108,000 gallons of fuel and oil products on board, and the Coast Guard is conducting periodic overflights to monitor for any leaks. 

The laker Kaye E. Barker anchored alongside the Oberstar on Thursday morning, and the crew of the Oberstar used their self-unloading boom to transfer their cargo - 29,000 tonnes of limestone - over to the Barker. A crane barge is also on scene to assist. 

Operator Interlake Steamship said in a statement Wednesday that it is working with the United States Coast Guard, a third-party spill response company, and commercial salvors to resolve the situation. 

"The safety of our crew, the protection of the environment, and the integrity of our operations remain our top priorities," Interlake said in a statement. "We appreciate the diligence and professionalism of all agencies involved in this response."

 

Industrial carbon capture and storage is about to take off, according to DNV. Capacity will quadruple with $80 billion in investment by 2030, and will continue to expand through 2050, DNV predicts - and shipping will be along for the ride. 

The concept of carbon capture has been on the table since the beginning of the drive for decarbonization, but the technology is beginning to gain traction, particularly in regions where it is incentivized by regulations (Europe) and in heavy industries where it is most practical (power generation, oil and gas). Government subsidies also help: Denmark is underwriting the Greensand and Bifrost storage projects, and Norway is underwriting 80 percent of the cost of the Longship CCS project. In the U.S., the Biden-era Inflation Reduction Act created a tax credit that has driven investment in a large CCS project pipeline. 

CCS is also possible on board ships, though as with any emissions reduction strategy, there are caveats. The captured CO2 gas has to be stored in pressurized, cylindrical tanks, taking up additional volume on deck or belowdecks. It has to be offloaded to a reception facility, and at present the infrastructure only exists at a few locations. And operating the onboard capture system itself requires heat and electric power, increasing fuel consumption at the same time that carbon is being captured. However,  CCS has a significant advantage: it can run on ubiquitous and inexpensive bunker fuel, even HFO (with a scrubber).

"We expect a [storage] system to be in place from 2040 and 15% of all maritime CO2 emissions to be captured and stored by 2050. Overall, maritime transport will account for 9% of CO2 captured with CCS in 2050," DNV predicted. 

Shipping will also have a part to play in developing offshore subsea injection and storage facilities. "Ship transport, especially in the North Sea or the Mediterranean Sea, will likely play a key role in transporting CO2 between shore terminals or via offshore injection," DNV predicted.  

In the vast expanses of the world's oceans, a silent yet pervasive threat is taking shape: nurdles. These tiny, pre-production plastic pellets, measuring between 2 to 5 millimeters in diameter, are fundamental to the plastics industry, serving as the building blocks for a myriad of plastic products. However, their small size belies the significant environmental and potential health hazards they pose.

The start of 2024 highlighted the ongoing problem of plastic nurdle pollution. In January, the news reported a significant incident involving a spillage of nurdles from a shipping container caused by a storm the vessel encountered in December 2023. Over 1000 sacks of plastic nurdles were lost from a Danish ship, and 25 tonnes of plastic pellets fell from a Liberian vessel. These spills had a considerable impact on Spain, where vast quantities of nurdles washed up on the coastline and are notoriously hard to collect.

Nurdles pose a significant threat to marine ecosystems because they are often spilled during transportation, resulting in millions of nurdles entering the marine environment annually. Due to their minuscule size, they are not always readily visible except when they wash up in unusually huge quantities. Often mistaken for food by a wide range of marine species, they are ingested once they enter the ocean. This misidentification is particularly dangerous for smaller marine organisms, as it can lead to internal injuries, blockages, and starvation. Furthermore, as nurdles break down over time, they can release harmful chemicals, especially if they have absorbed toxic substances. These chemicals may contaminate the food chain and disrupt the delicate balance of marine ecosystems.

One of the most concerning aspects of nurdle pollution is its ability to accumulate in remote and pristine areas. Ocean currents and wind can transport nurdles across vast distances, carrying them to even the most isolated islands and coastlines. This widespread distribution makes it challenging to contain and clean up nurdle pollution, further exacerbating its negative impact on marine life.

Plastic nurdles leaking into the environment can be argued to be potentially worse than an oil spill. In the rare occurrence of an oil spill, most of it can be cleared away by specialized equipment, dispersants, biological agents, or via nature alone. However, when these plastic pellets enter the marine environment, they could end up anywhere depending on currents, making recovery at sea very difficult. Most of the recovery can only be done when it hits land, and over time they get buried in beaches, which makes recovering every nurdle impossible.

This was the case with the X-Press Pearl disaster in 2021. Following the fire and subsequent sinking of the ship, plastic pellets were found in the bellies and gills of local fish and washed up on Sri Lankan beaches as far as the eye could see. This is not the only case of nurdles spilled from containers. In 2017, approximately 2.25 billion nurdles spilled from a moored ship in Durban, South Africa. It was reported in various news outlets that these nurdles traveled as far as the southwest coast of Western Australia.

Global Efforts to Mitigate Nurdle Pollution

At MEPC 82 in October 2024, some progress was made towards tackling the plastic pollution problem, but there was a lack of concrete decisions and enforceable legislation. Delegates approved the guidelines on good practice relating to clean-up of plastic pellets from ship-source releases. These provide practical guidance for government authorities on issues such as contingency planning, response, post-spill monitoring and analysis, and intervention and cost recovery.

In addition, the committee continued discussions on the development of mandatory regulations to address plastic pellets released from ships. These would build on the non-mandatory recommendations for the carriage of plastic pellets by sea in freight containers approved by MEPC 81, and the aforementioned best practice guidelines. While it is a positive step to see IMO discussions held and guidelines developed, given the significance of the plastic pollution challenge, the implementation of mandatory regulations as soon as possible is essential.

 In January 2025, the Sub-Committee on Pollution Prevention and Response (PPR 12) agreed to a draft action plan to address Marine Plastic Litter from ships. The plan dictates the need to develop mandatory measures to reduce environmental risks when plastic pellets are transported by sea in freight containers. This was to be reviewed in the MEPC 83 that occurred in April 2025.

While significant progress has been made in recent years, the challenge of mitigating nurdle pollution remains substantial. The widespread distribution of nurdles and the ongoing production of plastic products make it difficult to eliminate this environmental threat, especially while the industry continues to wait for mandatory regulations. However, by continuing to implement effective prevention and cleanup measures, and by promoting sustainable practices, it is possible to significantly reduce the impact of nurdles on marine ecosystems and human health.

Emma Forbes-Gearey is Loss Prevention Officer at West P&I. 

[By: Everllence]

Everllence has signed a three-year sponsorship agreement with social enterprise, Plastic Fischer. As part of the partnership, rivers near Everllence locations in India will be cleared of plastic waste. 

This support will enable Plastic Fischer to collect and recycle between 450 and 500 tons of plastic over the next three years. To this end, a total of seven floating barriers will be installed in Vadodara and Bangalore to capture river plastic. Additionally, the startup will use the funding to open two material-recovery facilities to sort and recycle the collected materials. In the first year alone, these measures will create 20 local jobs. 

Uwe Lauber – CEO of Everllence – said: “For many years, we have been a driver of the maritime energy transition and contributed to sustainable shipping with our technologies. Protecting oceans and waterways is therefore especially important to us. Plastic Fischer has been carrying out impressive work in this field for many years, and we are proud and happy to support their mission.” 

Karsten Hirsch – CEO and founder of Plastic Fischer – said: “We are very pleased to take our next big step with Everllence and expand into two new locations at once. This long-term support will help us build infrastructure and drive sustainable change on-site. Over the coming years, we will remove hundreds of tons of ocean and river plastic, create dozens of jobs, and explore new ways to properly process river plastic. We are proud to have earned Everllence’s trust to build a flagship project with a strong local impact together.” 

Plastic pollution destroys ecosystems and contributes to the loss of biodiversity. 80% of ocean plastic originates from river pollution and can be more effectively tackled there. This prevents its spread into the ocean as microplastics and garbage patches. 

Plastic Fischer uses specially-developed barriers — so-called ‘TrashBooms’ — to capture plastic directly in rivers. These systems are built locally using available resources with the material collected then recycled by the company wherever possible. Non-recyclable waste is processed in cement plants — a more environmentally-friendly alternative to landfill or incineration –  as it produces no residues like ash and simultaneously replaces fossil fuels.

Act locally, impact globally
As part of the partnership, regular joint-collection campaigns with employees will take place at Everllence locations in India. The company operates at four sites domestically, manufacturing four-stroke engines and steam turbines. In addition to production facilities in Aurangabad and Bangalore, Everllence runs a PrimeServ service workshop in Vadodara and a sales office in Mumbai. 

Michael Melzer, Head of Experience Communications and responsible for donations and sponsorships at Everllence, said: “What convinced us about Plastic Fischer, in addition to our shared commitment to protecting waterways, was its local approach. Together, not only can we fight plastic waste but we can also make a contribution to local economic development around our Indian sites. Furthermore, our employees in Bangalore and Vadodara can volunteer in the cleanups – it’s a great cooperation.”