Japanese line NYK has begun using bio-LNG-credited fuel to regularly bunker its car carriers at Zeebrugge, reducing net greenhouse gas emissions for select vessels. So far, two NYK ships have received bio-LNG-credited fuel from diversified LNG supplier Titan Supply.

The physical fuel delivery is blended with conventional LNG, but is credited to the vessel as a biofuel by booking the attributes of other bio-LNG produced and used elsewhere. It is an ideal fuel for LNG vessel operators, as it requires no further technical modifications or training to begin using aboard a dual-fuel LNG ship. In addition to its environmental benefits, bio-LNG offers a way to comply with the EU Emissions Trading System (ETS), which treats biofuel as a zero-emissions fuel source.

NYK's biofuel purchases are ISCC EU certified as sustainable, traceable and carbon neutral. They contain methane that would otherwise be released to the atmosphere if not captured and burned, the carrier said. The same supplier is also used by NYK's joint-venture carrier UECC, which purchases mass-balanced bio-LNG from Titan for 95 percent of the bunkering of its dual-fuel LNG car carriers. (CMA CGM is also a prominent user of bio-LNG in Europe, but has its own supplier arrangements with a French utility.)

Bio-LNG is primarily methane, a far more potent greenhouse gas than CO2; the fuel's emissions profile increases quickly as the amount of the fuel that escapes into the atmosphere goes up. Leaks during production, distribution and use could "erase the sustainability benefits" of a bio-LNG value chain, the Maersk McKinney-Moller Center for Zero Carbon Shipping warned in an assessment last year. Securing an emissions improvement from bio-LNG requires "practicing excellence" in leak prevention during production and transport - a tough goal to achieve, the center warned. 

"We consider tightening of the regulations in the biogas industry as being of the utmost importance and urgency to ensure that new plants coming into operation have incorporated the right technology to be emissions-free," the Maersk Center concluded. 
 

 

Skyports, the world's leading drone service company, has been expanding its footprint in Singapore's busy harbor for years. Drone deliveries offer a fast and efficient way to deliver small spares, medical supplies and cash-to-master payments, and Skyports provides these services to ships at anchor in partnership with Sumitomo, ST Engineering and Singapore's port authority. The firm says it now has a new application for drone logistics in the world's busiest bunkering port: picking up fuel oil samples for testing, a task that previously required a manned harbor boat. 

The trial was carried out in partnership with the bunker supplier TFG Marine, tanker operator CBS Ventures, and the Maritime and Port Authority of Singapore (MPA). It focused on developing safety protocols for flying to and from a bunker tanker in the harbor. The flights showed that Skyports' drones can be safely used around bunker tankers, which operate under under stringent requirements.

The live trials have been a long time coming. Skyports began the process of research and regulatory discussions nearly two years ago, and gradually worked the concept up to maturity. It figured out how to monitor bunker tanker movement during the approach, conducted tests to ensure that there would be no issues with electrostatic discharge from the drone, and planned out the best possible sequence of movements to safely reach a clear deck area. In case of loss of remote control, the team programmed the drone to reverse out along the same route that it flew in.  

When all was ready, Skyports made multiple runs to and from the TFG Marine bunker tanker MT Diligence, approaching on a designated safe flight plan. Upon reaching location, the drone winched down a sample box, which crewmembers filled with vials of bunker fuel. After loading the cargo, the crew stepped back to a safe distance, the drone winched the box back up, and the samples were flown back to shore for lab analysis - saving TFG Marine the cost of a small-boat delivery run. 

For merchant ships, Skyports offers fast transport for cash-to-master, engine fluid samples, and cargo deliveries for packages up to 22 pounds. This covers a solid share of the rush-service transportation previously performed by supply boats - though there will always be business for Singapore's boat operators, given the harbor's abundant activity for crew transfers and larger stores deliveries. 

Interpol has decided to cancel the worldwide "red notice" extradition request that Japan filed for Sea Shepherd founder Paul Watson, bringing a long saga to an apparent close. 

The dispute stems from Watson's activities with his former group Sea Shepherd, as documented on the TV show "Whale Wars." In 2010, Sea Shepherd interdicted Japanese whaling ships in the Southern Ocean, and a much-disputed confrontation involving stink bombs ensued. Japan alleged that crewmembers aboard the whaling ship were injured in the exchange, and two years later, it filed a red notice seeking Watson's arrest. The notice alleged that Watson committed acts of "Breaking into the Vessel, Damage to Property, Forcible Obstruction of Business, and Injury," according to Interpol. (Watson and Sea Shepherd have denied that any wrongdoing or personal injury occurred.) 

The notice went unused for 12 years, and Watson and his foundation believed it had expired - until he arrived in Greenland in July 2024. Local police met his vessel at the pier and placed Watson under arrest; he stayed in jail for 149 days while the Danish government considered an extradition request from Japan. He was ultimately released because Danish authorities did not approve of Japan's terms for his treatment after transfer. 

With the withdrawal of the Interpol red notice, the odds of further time in jail may be somewhat reduced, but Japan still has an active arrest warrant in his name. The Japanese government vigorously protested Interpol's decision in a statement Wednesday, and suggested that Watson received light treatment because of his activist views.

"The case is a matter of law enforcement and has nothing to do with suspect Watson’s views on whaling. We have repeatedly conveyed this view to Interpol," Japan's foreign ministry said in a statement. "It is extremely regrettable that a red notice for this person, who has long been on the run from investigative authorities, has been removed . . . The government of Japan will continue to request that the relevant countries detain and extradite him to Japan."

 

The Israeli attack mounted in the early hours of July 21, targeting port infrastructure in Hodeida, was conducted by drones, in contrast to previous Israeli attacks that employed manned aircraft.

Employing relatively light-payload drones means that the weight of ordnance that can be launched at targets is limited - considerably less than that of the heavy bombs which can be dropped from manned aircraft. But suitable for neutralizing many targets, missiles fired from drones can be delivered with greater accuracy, and the drone can loiter ready to attack until an optimal moment presents itself. Use of drones enables a persistent presence to be maintained, at minimal running cost and without risk to aircrews. The attack mode employed on July 21 therefore presents a viable alternative - and for some scenarios a better alternative - than dispatching an air armada of fighters, air defense suppression, tanker and surveillance platforms 1,250 miles down the Red Sea to the Yemeni coast and back.

Israel has not announced what equipment was used to mount the July 21 attack. It has in its inventory at least two medium range drones that could have carried out the task: the IAI Heron TP Eitan and the Elbit Systems Hermes 900 Kochav drones. Considering the Hermes 900, it could cruise 1,250 miles from base to target area, linger for 24 hours, and then return. It can use onboard standoff surveillance systems to loiter off and monitor potential targets. With a 450-kilogram payload, the Hermes 900 can carry a large number of missiles such as the Rafael Aerospike, able to attack moving targets at 30 km range instantly as attack parameters are met.

Thus it would be feasible for Israel to monitor the Houthi small boat and sea drone attack force in its bases, and to attack whenever hostile intent is detected. An aggressive stance such as this could complement (but be kept separate from) interceptions of incoming smuggled Houthi arms at sea. The latter mission has been conducted with increasing success by General Tareq Abdullah Saleh’s National Resistance Forces, as seen in early May and late June. General Tareq’s latest seizure has demonstrated that the Houthis are still dependent on Iranian-imported components for their more advanced drone and missile systems. As an armchair strategy for closing down the threat in the Red Sea, this has many holes, but rather fewer than reliance on naval defenses - and the hope that naval assets are in the right sea area at the right time to defend merchant traffic.

Local Yemeni sources have reported that during Israel’s July 21 drone attack, seven Houthi naval commandos were killed in a speedboat as they attempted to leave the port in Hodeidah for a routine mission. The team and the boat had been used in previous weeks to track, chase and attack commercial ships. After months of no apparent solution being in sight, this may be the first indication that a successful suppression strategy could be implemented.

 

CMA CGM is making a unique move, announcing it is forming a joint venture with TotalEnergies to launch an LNG bunkering and logistics operation based in Rotterdam. It is the first time a shipping company is partnering with an energy provider for LNG bunkering and a key step to support the French carriers’ growing fleet of LNG-fueled vessels.

The companies report they will position a new 20,000 cbm LNG bunker vessel in Rotterdam by the end of 2028. The new company, which will be jointly operated, will offer a complete logistics service, from reload access at the Gate terminal facility to LNG bunker deliveries. They will service a wide range of vessels operating in the Amsterdam, Rotterdam, and Antwerp region.

As part of the agreement, CMA CGM will be supplied with up to 360,000 tons of LNG per year starting in 2028 until 2040. CMA CGM and TotalEnergies have been working together for the past eight years since the first deal was signed to supply CMA CGM with 300,000 tons of LNG annually in Rotterdam. The companies also have a supply agreement for Marseille Fos in the south of France. The first LNG bunkering took place in 2020 in Rotterdam for CMA CGM and has expanded to fueling in Dunkirk and the Port of Marseille Fos.

CMA CGM has been a pioneer in the use of LNG, including the launch of its first large LNG-fueled vessel, CMA CGM Jacques Saadé (23,000 TEU) in 2020. The company reports that by 2029, it will have 123 vessels that are dual-fuel and operate on low-carbon fuels. It has also recently taken delivery of its first dual-fuel methanol vessels.

“We are proud to further contribute, alongside a partner like CMA CGM, to the development of an LNG bunkering supply chain in one of Europe’s leading port hubs. LNG is today the most mature and immediately available solution to reduce the environmental footprint of maritime transport. This strategic partnership not only strengthens our position as a major player in LNG bunkering but also illustrates the shared commitment of two leading French companies to actively support the energy transition,” said Patrick Pouyanné, Chairman and CEO of TotalEnergies.? 

The French companies said they are working together to accelerate the energy transition in the maritime sector. 

One of the challenges remains the infrastructure to support the fuel transition. Companies have been working to increase the number of bunker vessels and expand the locations where alternative fuels are available. Other carriers such as Maersk have invested in the production capacity for alternative fuels, but CMA CGM is the first large carrier to expand into LNG bunkering operations.

Rotterdam boasts that it was the first port in Europe to establish LNG bunkering. The first ship-to-ship transfer took place in 2018, and by 2020, the service was fully available. The Gate terminal, a joint venture of Gasunie and Vopak, is the LNG import terminal in Rotterdam. Located on the Maasvlakte near the port entrance, the LNG terminal has three storage tanks, each with a storage capacity of 180,000 m3, making it possible to unload large amounts of LNG at once.
 

 

 

The suction sail is an innovative design that uses a small amount of energy to redirect a large flow of crosswind to assist ship propulsion, reducing the amount of thrust required from ship propellers. Spin-offs from the suction sail concept can be applied to other maritime transportation applications.

Introduction

The concept of the suction sail begins with conventional boat sails that converts the kinetic energy of crosswinds to vessel propulsion, applying Newton’s law of motion that there is a kinetic reaction for every kinetic action. Designers of early sails, kite makers and builders of early airplane wings focused on the interaction between wind on the upwind side of the sail, not the shadow side. The early aviation sector discovered the important role of the upper shadow side of a wing sustaining ‘lift’ as compared to the wing underside.

Developers of yachts experimented with adapting an aeronautical wing or airfoil sail to vessel propulsion, by redirecting crosswind kinetic energy. Airfoil construction and ‘angle-of-attack’ in relation to crosswind direction made greater use of the shadow side of the airfoil to provide propulsive force, as long as air flowed over the shadow side as water flows down the side of a tilted mug of water. Airfoil design produced a low-pressure zone near the forward edge, diverting a large amount of crosswind rearward around the airfoil shadow side to produce greater propulsive force.

Suction Sail

The suction sail is a deck-mounted airfoil with an extractor fan installed at the upper end, to pull air in through slits in the airfoil to develop a low-pressure zone across the airfoil shadow side. That modification greatly increases the amount of crosswind that is diverted rearward around the shadow side of the airfoil, greatly increasing propulsive force by several orders of magnitude. The concept has potential to be adapted to other areas of maritime propulsion, including below the waterline involving hydrofoils and even Flettner Rotors.

Suction Hydrofoils

The ability of suction sail technology to greatly increase the equivalent of ‘lift’ along the shadow side of an airfoil-sail provides the basis to adapt the concept to operate underwater, in the form of suction hydrofoils. When operating submerged, a small propeller would pull a small volume flow rate of water through narrow slit-type inlets built into the hydrofoil upper surface. Water would flow through the interior of the hydrofoil and out through an outlet installed below the hydrofoil or at its far end, potentially increasing the low-speed ‘lift’ of the hydrofoil.

Using suction technology to increase ‘lift’ along the top surface of a hydrofoil increases potential to raise a vessel hull above water at lower sailing speed, also increasing the amount of weight that a vessel could carry on its hydrofoils. Raising the vessel hull at lower speed reduces drag when sailing through severely choppy water, allowing the vessel to sail at low-speed over extended distances with hull above water. While most hydrofoil vessels are designed to sail at speed, there might actually be a market for low-speed hydrofoil vessels capable of sailing smoothly through choppy water.

Suction Rotor

The success of suction sail technology during real world operation provides a basis to combine it with a competing technology, the vertical-axis spinning cylindrical Flettner Rotor. A hollow rotor with inlet slits and an extraction fan installed at its upper end offers the concept of a suction rotor. Reversible blades would allow the rotor and extraction fan to spin in either clockwise of counter-clockwise directions while pulling air through the rotor. A planetary overdrive gear would spin the extractor fan at extreme rotational speeds, sustaining a low-pressure zone inside the cylinder while diverting air inward through the inlets.

The moving boundary layer of a conventional spinning Flettner rotor develops low-pressure zone in the crosswind shadow, diverting crosswind energy toward the low-pressure zone and changing its direction to produce propulsive thrust. Air flowing into the inlets at sonic speed would restrict air mass flow rate involving wind blowing directly at the inlets, allowing air to flow into inlets on the downwind shadow side. A rotary valve that momentarily closes inlets on the upwind side while keeping shadow side inlets operational, would theoretically divert a greater volume of crosswind kinetic energy rearward, producing greater propulsive force.

Conclusions

The suction sail is the ultimate development of airfoil-sail technology, to develop propulsive force from crosswind kinetic energy. In wind-assisted ship propulsion, it outperforms all previous airfoil-sail designs. It is a proven concept based on a flow dynamic that has potential application below water, in hydrofoils intended to raise a vessel hull above water at low sailing speed and carry greater weight at higher sailing speed. There is also scope to adapt suction sail air flow dynamic to a competing wind-assisted ship propulsion technology, the vertical-axis spinning rotor.

In both suction sail application and potentially with spinning rotor application, the air flow dynamic offers the ability to divert a greater proportion of crosswind kinetic energy to vessel propulsion, using a small input of energy. The concept can achieve the same result as an extremely tall wind technology using less height and a lower center of gravity. Adapting suction rotor dynamics to a cylindrical rotor spinning on a vertical axis will need to be the focus of future research, to develop greater propulsive thrust from a greater proportion of crosswind kinetic energy.

Canadian investment manager Brookfield Asset Management has agreed to sell a 49 percent stake in the ownership of UK ports and logistics company PD Ports to an investment company controlled by Spain’s Amancio Ortega, the owner of brands including Zara, Pull & Bear, and Massimo Dutti. PD Ports confirmed the deal while reporting that Brookfield will remain invested in the business, and as a long-term shareholder, will work closely with the new investor Pontegadea to support the continued growth of PD Ports.

The company was established in 1992 as a private business as part of the UK’s efforts to reduce government holdings. It is the authority responsible for the River Tees, where it oversees navigation and operations. In total, it has 11 locations in the UK, including Teesport, Hartlepool, a cluster around the River Humber, Felixstowe, Thames, and the Isle of Wight. 

Brookfield became an investor in the company and, in November 2009, after a series of deals, took ownership of PD Ports. The companies report under Brookfield’s ownership, PD Ports has repositioned itself from focusing primarily on coal, oil, and steel, to a diversified revenue base that now includes sustainable renewable energy sources, agribulk, and containers.

Pontegadea Group was created in 2001, and it is today an investment group focused on sectors ranging from real estate to energy, infrastructure, and retail. 

According to the company, this transaction, a further step for Pontegadea’s global strategy of investment diversification, consolidates its commitment to invest in innovative infrastructures with solid partners of international renown. Pontegadea has significant experience working with scaled businesses, holding stakes in companies such as Inditex, Enagás, REN, Redeia, and Q-Park.

Antonio Ortega opened the first Zara store in 1975 and built a fashion empire under the Inditex group. After announcing his retirement in 2011, he expanded his real estate investments and was briefly reported to be the richest person in the world. Forbes estimated his net worth in 2024 at over $100 billion.

Brookfield had been looking for an investor as it works to reshape its portfolio. Reports said it had briefly explored the sale of PD Ports in 2021. Media accounts said it was seeking as much as £2 billion for the company, but the offers were between £1.1 and 1.4 billion.

Peel Ports, which is another large UK port operator also created in a 1992 privatization, was reportedly in the running to acquire PD Ports. Reports said it withdrew in April, but several other investment managers were thought to be exploring the company, while rumors said Pontegadea was exploring the investment.
 

 

Shipbuilding in America is a costly enterprise, especially government shipbuilding. The extra requirements of a government shipowner add friction for a shipyard during construction, resulting in cost growth and delays. When it came time for the Maritime Administration to order a new generation of training ships, the agency decided to bring in a commercial shipowner to manage the project like a commercial order. To find out more about the success of this new model, TME spoke with TOTE Services' VP of Legal, Jeff Vogel, who was involved from the start. 

To start things off, do you want to tell me a little bit about yourself and your history in maritime?

I started my career as counsel at the Maritime Administration and was there for about eight years, leading maritime policy development and maritime support programs. I worked on everything from the Maritime Security Program to cargo preference and the Voluntary Intermodal Sealift Agreement. Then I returned to private practice and spent the last eight years as a Shareholder at Cozen O'Connor, representing companies from every corner of the U.S. maritime industry — U.S. flag vessel operators in international trade, Jones Act operators, and ports and marine terminal operators.

I've worked closely with TOTE Services for the past eight years, since the inception of the Vessel Construction Manager (VCM) concept, through the development of the National Security Mult-Mission Vessel (NSMV) and the delivery of the first two, with the exciting pending delivery of the third one. Many opportunities came out of that, so it really made sense to come in-house and take on this role as their new VP for Legal.

Can you tell us about the advantages of having an intermediary for the NSMV?

Coming from MARAD, I really saw some of the staffing and administrative challenges that the agency was facing. With the NSMV — which is something that I worked on at MARAD, really building the groundswell to get the authorization and appropriations — it was very clear that MARAD was not positioned to engage with a shipyard directly.

Policymakers were also looking at some of the challenges you have in traditional government shipbuilding: the cost overruns, the time overruns, the constantly changing requirements. There was a lot of conversation at the time asking, "Can't we have a commercial vessel manager come in and be a construction manager for MARAD?"

Ultimately, in 2017 there was a Congressional authorization that gave MARAD the direction to do just that. This was new—something that had never been thought of before. TOTE Services competed for the VCM contract with MARAD, and offered some very clear commercial solutions.

One of the big goals was to figure out how to remove some of the burdens that we see the government placing on our commercial shipyards or even our government shipyards, and put the shipbuilder in a position to get back to what they're good at, which is building ships.

The other aspect is to make sure that we don't get into those numerous changes to vessel design that plague so many government shipbuilding programs. We really stay focused on the design, agree on it up front, and once we get it to the yard, move ahead and build a ship and deliver on time. That's really what we've done.

For us, it's been a learning experience. But we've also realized that this is a model that's applicable across government shipbuilding. We're really excited for some of the other opportunities that we think are out there, whether it be Coast Guard icebreakers or recapitalization of the Ready Reserve Force or the Landing Ship Medium for the Marines.

Turning to the NSMVs themselves — I can't think of anything more exciting as a young man or woman thinking about attending a state maritime academy than seeing these new vessels that offer capabilities unlike any training ship that we've ever seen. A vessel that has practical application to your sailing career afterwards and is a ship that has these incredible capabilities and modern conveniences. These are the perfect recruitment assets as we think about the need to have more mariners for rebuilding the U.S. flag fleet.  We are already seeing that impact with increased enrollment at SUNY Maritime and Mass Maritime following the delivery of the first two NSMVs.

What are some of the deliverables that you could point to that have really marked this out as a success? On-time delivery, on-budget delivery, fewer challenges?

It's a model that has proven itself as being able to deliver on time, on budget, but also a model that really leverages commercial best practices in order to drive price down.

One of the things that really jumps out at me is when the concept of the NSMV was first floated and the design was being developed, it was taken to Naval Sea Systems Command (NAVSEA) and they were asked to estimate the build price. Their estimate was somewhere in the $700 million to $1 billion price range.

We've been able to deliver these vessels on time for an average of about $300 million. That to me is a huge selling point. 

This is also a great model for taking a purely commercial shipyard and turning them into a capable government shipyard. Philly Shipyard [before NSMV and Hanwha] had never really done any government work. They had never done any government ship construction. For them to come right in and be a prime contractor would have been a huge uphill battle.

With this acquisition model, you have somebody like TOTE Services - a deeply experienced government contractor - come in and serve as the prime contractor and manage the relationship with the government. Then we can use a more commercial subcontract with a shipyard, while passing down the mandatory terms under the prime contract. This allows us more flexibility in terms of ensuring that we're as commercial as possible.

As we've gone around and had conversations with other commercial yards who may be thinking about getting into government work, they're really excited about the VCM acquisition model. They love the idea of working on a commercial basis. They don't have to relearn everything from contracting to invoicing.

Is it fair to say that perhaps this model could help reduce some of the same issues for the Navy?

Absolutely. We've been having a lot of these conversations about whether this is something that ultimately could be used by the Navy for auxiliary vessels or combatants. I certainly think that there's room for that discussion. As we continue to develop, that's a direction that we could start moving in and creating some of those efficiencies.

I look at some of the opportunities that are out there in terms of transitioning the experience that we now have to some of the naval vessels. I certainly think that there's a lot of lessons learned that can be implemented on the Navy side.

How has the NSMV program's experience been with workforce availability?

We started that project right at the beginning of COVID. I think we had some expectations about workforce availability that changed as a result of COVID, as it did in a lot of industries. The shipbuilding industry has had some challenges in getting back to the manning levels that they previously had.

From our perspective, the shipyards are working at innovating and moving towards better recruitment tools. I think about some of the apprenticeship programs and the education that's being offered by a number of shipyards. Certainly that's an area that we've seen Philly Shipyard invest in throughout the life of this project and really build up their apprenticeship program.

We are also seeing more focus on vocational schools and the importance of that sort of education and recruiting early - not at graduation from high school, but recruiting as early as possible, getting in with the middle schoolers, early high schoolers, educating them on the opportunities that exist in shipbuilding and quite frankly, the significant economic opportunities that exist there. A lot of these jobs are extremely high paying. If you're a skilled welder or machinist, you can command salaries that you can't in other sectors. 

Part of it is also the demand signal. As soon as we start having some of these contracts come out - whether it be icebreakers or commercial orders under the SHIPS for America Act - it's going to incentivize those yards to come out and invest more in their workforce development. I think it's just a matter of time until we see a significant uptick in those workforce opportunities that we've really been working towards over the past few years.

There will be challenges in terms of finding senior level experienced ship fitters, machinists, specialized welders. We didn't make those investments over the past few decades. I don't want to sugarcoat it. But I think that the industry is willing to make the investments that are necessary to address those challenges. We'll be even more willing to do so once those contracts start arriving.

Can you tell us what you're hearing in D.C. right now about the prospects for the SHIPS Act?

This is the first time in my career where we've had bicameral, bipartisan agreement in Congress, together with agreement with the Administration, that we need to invest in the U.S. maritime industry. Now seeing things like the SHIPS for America Act, seeing the Executive Order on rebuilding our maritime industrial base put out, seeing a shipbuilding office within the Office of Management and Budget — the signals are there that regardless of what party you're in, whether you're in the Executive Branch or in Congress, there is strong interest in investing in the U.S. maritime industrial base.

From everything we're seeing, I am absolutely optimistic that we'll see all or significant parts of the SHIPS for America Act move. I know the Executive Branch is working diligently together with all the agencies of oversight in implementing the Executive Order as well.

It's the first time that I can say day in and day out there are people who are showing up just thinking about what the future of the U.S. maritime industry looks like. That, to me, is so exciting because when I was at MARAD, so many times we thought we were an agency on an island. We knew the importance of this industry, but others hadn't bought into it. That's not the case anymore. From top to bottom, folks are bought into it.

What kind of federal investment will this take?

We're talking about a huge investment. There's no doubt about it. I think it has to be truly a public-private partnership to get this thing done. We need to look at those operating differentials for U.S. flag and international trade. Obviously things like the Maritime Security Program have created the roadmap for government subsidies to help keep those vessels under the U.S. flag. But that's not going to be enough to get us to where we want to be as a true maritime powerhouse once again.

We have to look at a stronger differential subsidy through things like the Strategic Commercial Fleet in order to really be able to compete on some of those commercial cargoes.

What we're seeing emerge here between things like the SHIPS for America Act and the Executive Order on one side and things like the United States Trade Representative Section 301 action on the other is a stick and carrot approach. You have fees that are going to be collected for Chinese-built, Chinese-flagged, Chinese-owned vessels that may be calling the U.S. and taking those fees and, in my mind, reinvesting them directly into the U.S. maritime industry. That way you're not adding to the burden of other existing programs or the taxpayer burden.

Could you tell us a little bit about the opportunities that TOTE as a company sees in this, both as a vessel operator and as an intermediary between government and shipyards?

Absolutely. We view this as an unprecedented time of opportunity. For us, I covered the VCM quite a bit. From our perspective, all those platforms that we talked about before are a great opportunity for us to reinvest not only in the government fleet and in the commercial fleet, but in our domestic shipyards.

When we look at the SHIPS for America Act and the reinvestment that Senator Kelly and Senator Young and their House counterparts want to make, those create some tremendous opportunities for us. That public investment could match with the private investment that TOTE has always been willing to make in growing our profile in the U.S. maritime industry.

There's so much opportunity out here right now. We're talking about so much of the policy in the right way. But let's not talk about building icebreakers overseas. Let's focus on getting a contract from the Coast Guard - out through a Vessel Construction Manager model - to build icebreakers in the United States.

 

In a show of national pride, the Northern Koreans staged a rally at the Nampho Shipyard in which the workers pledged to deliver the country’s third next-generation destroyer in just 14 months. The delivery is set to coincide with the anniversary of the founding of the ruling Workers’ Party of Korea.

Media reports highlighted the “pride of the workers” at the Nampho Shipyard who successfully built the first multi-mission destroyer, which began testing in April 2025. The vessels are believed to be about 5,000 tons, and analysts estimate their length between 140 and 145 meters (460 and 475 feet). North Korea says the vessels are a new type of destroyer that will “firmly defend the inviolable maritime sovereignty and national interests,” and demonstrate the “might of the naval forces.”

 

Shipyard workers rallied and pledge to build the next destroyer for delivery in 14 months

 

During the rally, it was emphasized that Supreme Leader Kim Jong-un was taking a strong personal interest in the construction of the vessels. It was pointed out that he visited the shipyard ten times in a little more than a year to “give precious instructions on the building of the warship.”

Kim was also on hand when the first vessel, Choe Hyon, completed weapon systems tests on April 28 and 29. North Korean media reported the test-firing of supersonic cruise missiles, strategic cruise missiles, and anti-aircraft missiles. It said the powerful 127 mm shipboard automatic gun “attracted close attention of leading officials.”

Analyzing photos of the vessel, observers noted that the new class is the first warship in North Korea that is fitted with vertical launch systems. Just forward of the deckhouse, a block of VLS hatches shows two different sizes of cell - 32 small cells and twelve medium, 44 in total. Aft, there are 12 more small hatches, eight medium hatches, and 10 unusually large hatches, 30 in total. Amidships, there is a structure that likely conceals additional racks for angle-launched cruise missiles.

 

Picture reported to show the start of construction for the third vessel

 

After the rally, North Korea released pictures that it said show construction of the third vessel has commenced. During the rally, they said workers had taken an oath and that a letter pledge to Kim Jong-un was adopted during “stormy applause.”

While the reporting emphasized that this will be the third vessel of the class, there was no mention of the second ship, Kang Kon. It will be remembered that the vessel rolled onto its side during a launch ceremony attended by Kim. 

The official account said it was due to “immature command and carelessness in the operation,” which caused the parallel movement not to be regulated. The stern was released first, which they said stranded the ship and caused it to lose balance. Kim angrily announced, “This accident has brought down the dignity and pride of our country in an instant,” reported KCNA.  The accident was called “an unacceptable criminal act,” and in the days following, multiple officials from the shipyard and involved in the construction and launch were arrested.

The second vessel was righted in just over two weeks, with independent analysts saying the vessel was pulled upright with tethers and floating balloons. Kim celebrated the launch on June 12 and said the vessel would be commissioned next year after it completed tests.
 

 

Summertime is the season for boat charters, and local Coast Guard stations in boating hubs around the country are staying busy tracking down and fining violators - which, in Florida, sometimes means boarding a moving tiki bar. 

Over the weekend, Coast Guard Station Fort Lauderdale's response boat crews busted nine charter vessels and filed citations for 11 different offenses, from missing COIs to absent mariner credentials to inadequate lifejackets. 

Among other targets, the station decided to investigate a 21-foot floating tiki bar, identified only by its Florida registration number. Upon boarding, officers found that the vessel - which consists of a bar and an outboard - allegedly lacked a formal drug and alcohol testing program for its sole crewmember, as required by 46 CFR 16.201. (The operator says that its captains are all properly licensed to operate the "six-pack" vessel, and passengers bring their own drinks.) 

Fort Lauderdale has several floating tiki bar operators, all popular among residents and visitors; the citation does not appear to have had an effect on bar operation or availability. Charter rates for a floating tiki bar run $500 for three hours, and the service is highly recommended by online review sites. 

The tiki bar sector is not without its risks. In 2021, an intoxicated Florida man stole a floating tiki bar in Key West, then proceeded towards open water. After a brief high-seas chase, the Coast Guard recovered the tiki bar and arrested the suspected hijacker, who was turned over to state authorities for prosecution.  

 

The Norwegian state-owned energy company Equinor included a nearly $1 billion impairment charge in its second quarter financial report linked to the changing outlook for the U.S. offshore wind industry. While the company reports the Empire Wind I offshore project is back on track after a month-long stop-work order by the U.S., it said the outlook for the offshore wind industry in the U.S. is diminished.

Speaking on the outlook, CFO Torgrim Reitan told investors, “Without investment tax credits and without a government that wants it to happen, we are not going to invest in it.” He said the main driver for this charge is the “changes in regulations for future offshore wind projects in the U.S.”

In April, Equinor called the actions by the Trump administration “unlawful” as it related to a stop work order issued days before offshore work began on Empire Wind I, an 810 MW project being built 15 to 30 miles off New York. The company denied the administration’s allegations that the approval process had been rushed, noting it won the lease in 2017 during the first Trump administration. Final approvals were issued in February 2024.

The company said, however, that the charges were due to the future outlook. It is taking a $192 million charge to reduce the value of the lease for Empire Wind II, a planned second phase of the project that it does not expect will proceed in the near term. The bulk of the charge, $763 million, is related to Empire Wind I and the investment in the redevelopment of the South Brooklyn Marine Terminal. 

The company said that the investment in the terminal had included the assumption that it would be a base for two more developments in addition to Empire Wind, which would help pay for the project. “That is now unlikely,” Reitan said.

While the tax credits will remain in place for Empire Wind I, the company pointed out that other costs are rising due to the tariffs Trump has imposed. It cited specifically the impact on the cost of steel and other key materials for Empire Wind I. While it had reported significant daily costs during the work stoppage, the company said the charge included “a more limited amount” related to the pause in work.

The charges came in what was overall a positive quarter for the company. It highlighted its investments in U.S. offshore gas, which it said delivered substantial value during the quarter. The company also cited the stabilized production from the Johan Castberg FPSO as contributing to it meeting its forecasts.

 

German authorities are reporting that at least 6,000 liters of fuel were spilled into the harbor after a small product tanker inbound to Cuxhaven collided with an outbound OSV. They were working to prevent the spill from entering the Elbe River while efforts were also underway to stop the leak from the damaged OSV.

Capella, a German-flagged product tanker, was arriving from Bremerhaven when it collided with the outbound OSV Coastal Legend (Netherlands flag). Capella is a 1,340 dwt tanker, and it reportedly suffered minor damage. The OSV Coastal Legend (328 gross tons) is reported to have a gash approximately 80 centimeters (2.5 feet) and was leaking fuel.

A “red, oily film” was reported in the harbor after the collision. None of the crew aboard either vessel was injured, and the German Seaman’s Mission and Stella Maris were attending to the crewmembers after the vessels docked in Cuxhaven.

 

Skimmers and booms were being used to recover the oil (Havariekommando)

 

An oil boom was placed around the Coastal Legend, and a pumping operation was underway to remove the fuel from the vessel to the bunker vessel Herta. Divers were working at the same time to seal the leak coming from near the ship’s stern.

The German command sent an oil reconnaissance aircraft to monitor the spill, and it made a second overflight later in the day. The authorities reported that they had been successful in preventing most of the fuel from entering the Elba. 

Skimmers were being employed in the harbor. As of later in the day, they reported 80 cubic meters of a watery fuel mix had been recovered. It was being pumped into a tanker and trucks for disposal.

The Water Police were investigating the cause of the collision. They reported that both vessels were stable and in no immediate danger. Shipping traffic on the Elbe was not being impacted by the recovery operation.
 

The first U.S.-flagged, Jones Act-compliant, subsea rock installation vessel designed to support the offshore energy sector marked a milestone as the vessel was floated out at the Hanwha Philly Shipyard. The vessel has faced delays in its construction and challenges as the U.S. offshore wind market largely collapsed, but owners Great Lakes Dredge & Dock Corporation continue to express confidence as it expands its strategy for the vessel.

The Arcadia is engineered to transport and install up to 20,000 metric tons of rock on the seabed. This is a vital part of the offshore energy projects, providing scour protection for subsea infrastructure, including cables. Great Lakes initially ordered the vessel at a cost of $197 million in November 2021, focusing on the offshore wind energy sector to protect offshore wind turbine foundations and cables. It points out that the rock installation is a critical element of the project, as it prevents erosion caused by waves and currents and mechanical impacts from equipment and vessels.

“The company proactively expanded its strategic target markets for the Arcadia to include oil and gas pipeline and power and telecommunications cable protection, as well as international offshore wind,” Great Lakes wrote in a recent stock exchange filing. It has contracts to support Equinor’s Empire Wind I and Ørsted’s Sunrise Wind, both of which are fully permitted projects and under construction. Work began on Sunrise Wind in 2024 and Empire Wind I in 2025. 

Great Lakes reported that it also has a reservation for the vessel from a third, unnamed offshore wind project in the United States. However, a contract to support Empire Wind II was canceled by Equinor. Great Lakes expects the projects will keep the vessel engaged through 2026, and it reports it has used the past two years for discussions with clients for new offshore energy projects domestically and internationally, where the vessel would be employed in 2027 and beyond.

 

 

“We are excited to see the launch of the Acadia, getting us closer to her expected delivery early next year, which will also mark the completion of our major new build program,” said Lasse Petterson, President and Chief Executive Officer of Great Lakes Dredge & Dock Corp. “The Acadia is the centerpiece of our Offshore Energy growth strategy and will begin operations immediately upon leaving the shipyard.”

Work on the vessel began in the summer of 2023 with a ceremonial first steel cut attended by President Joe Biden, and assembly began on May 2, 2024, when the first section, known as the grand block, was placed into the assembly dry dock. When completed, Arcadia will be 461 feet (140.5 meters) with crew accommodations for 45 people.

The owner and Philly Shipyard have been in dispute over delays on the construction timeline. The vessel was due for delivery in November 2024, but it has been postponed several times. Great Lakes filed a complaint in court regarding the construction delays, but says the situation changed after the sale of the yard to Hanwha Ocean was completed in December 2024. In April 2025, it notified the court that it was voluntarily withdrawing the complaint and was pursuing a private dispute resolution, including possibly arbitration, as set out in the construction agreement.

Arcadia is one of several large vessels that were ordered in the U.S. to support the offshore wind energy sector. The offshore wind industry also spurred the construction of a U.S.-flagged turbine installation vessel, several offshore support vessels, and multiple crew transfer vessels.
 

 

Iranian media is reporting an incident between a military helicopter and USS Fitzgerald that it says took place earlier today, July 23, in the Gulf of Oman. In the video, the Iranian helicopter can be heard instructing the Arleigh Burke-class Aegis guided missile destroyer to change course.

The media reports linked to Iran’s Third Navy Region of NEDAJA (Iranian Navy) are saying the U.S. warship was intercepted at approximately 1000 local time on July 23 as the vessel was entering Iranian-controlled waters. Iran says it responded by dispatching a navy helicopter, which passed over the warship and hovered nearby. It says “clear radio warnings to steer clear of Iranian monitored waters” were issued to the Fitzgerald.

Iran claims the Fitzgerald responded by telling the helicopter to leave the proximity. It says the U.S. warship threatened twice to “engage” the helicopter.

 

An Iranian helicopter forced US destroyer DDG Fitzgerald to retreat from Iranian waters in the Sea of Oman — even after the warship threatened to shoot it down.

Follow: https://t.co/mLGcUTSA3Q pic.twitter.com/3ha2eXQVUA

— Press TV ???? (@PressTV) July 23, 2025

 

It is unclear how long the incident continued, but Iran claims that after repeated warnings, USS Fitzgerald changed course and continued in a southern direction. U.S. Central Command and the U.S. Navy have not yet acknowledged the incident.

Iranian media notes that the country has a long history of “encounters” in the area, ranging from the Persian Gulf to the Strait of Hormuz and the Gulf of Oman, with U.S. Navy warships. Iranian vessels and planes have been known to track U.S. vessels and, on occasion, harass the vessels. In the past, the U.S. has released videos of Iranian speedboats passing at close distances from American vessels.
 

[By: Alfa Laval]

Alfa Laval today announces that Martijn Bergink has been appointed President of the Marine Division, effective 1 September 2025. This is in addition to his current roles as President of Business Unit Pumping Systems in the Marine Division and Managing Director of Framo, an Alfa Laval-owned company.

Martijn Bergink joined Alfa Laval in 1998 and, since then, he has held multiple senior leadership positions within the company, mostly in the Marine Division. In his new role as president of the Marine Division he will join Group Management. Martijn will continue as the Managing Director of Framo and President of BU Pumping Systems.

“Martijn has had a long and successful career in Alfa Laval and has a deep knowledge and understanding of the dynamics and developments in the marine industry”, says Tom Erixon, CEO and President, Alfa Laval.

In 2024 the Marine Division of Alfa Laval accounted for 40 percent of the order intake. The division employs 6,300 of the group’s 22,300 people. The division delivers a wide range of products, systems and solutions for the marine industry, focusing on enhancing energy efficiency, decarbonization, digitalization, and compliance with environmental regulations.

“I am honoured and excited by the opportunity to lead the Marine Division. I look forward to further developing the business to meet future customer needs as we continue the decarbonization journey and seize the opportunities ahead of us. I'm also looking forward to joining Group Management to help shape the future for Alfa Laval,” says Martijn Bergink.

The current President of the Marine Division, EVP Sameer Kalra, will be retiring after a long, and successful tenure at Alfa Laval. Sameer joined Alfa Laval when the company acquired Aalborg Industries in 2011 and has been instrumental in the continued growth and success of the Marine Division, and in the work to develop products and technologies to support the decarbonization of the merchant fleet.

“It has been a big privilege to lead the transformation of the Marine Division through the ongoing energy transition,” says Sameer Kalra. “I have truly enjoyed being a part of the team on this journey. Now I am looking forward to more family time from my home base in Singapore.”

Tom Erixon, CEO and President, Alfa Laval, says: “Sameer Kalra is leaving the Marine Division and the Marine team in very good shape to continue its journey. He has shaped the business, the portfolio and our culture more than most.”

[By: ClassNK]

ClassNK has released 'ClassNK Technical Journal No.11 2025 (?)' . This issue features the title 'Latest Technological Trends for Protection of the Marine Environment', providing the particularly well-received presentations on 'Underwater Noise from Ships' and 'Safe Decarbonization’ from 'ClassNK R&D Forum 2025', which was attended by more than 200 participants.

'ClassNK Technical Journal', has been published to contribute to the advancement of technology and society through the outcome of R&D and technical activities. The contents of the latest issue are as follows:

Special Feature Articles on 'Latest Technological Trends for Protection of the Marine Environment'

• Guidelines for Underwater Noise from Ships and Trends in the IMO, Etc.-
• Development and Application of Ship Underwater Radiated Noise Estimation Tool for Preservation of the Marine Environment
• Measurement of Ship Noise in Shallow Sea Area
• Recent Information on the Development of IMO Guidelines for the Safety of Ships Using Ammonia as Fuel and Initiatives of ClassNK for Practical Application of Ammonia-Fueled Ships
• Research to Develop Safety Assessment Measures of Alternative Fuel/New Cargo Transportation
• Commentary on ‘Bayesian Estimation of Ammonia Leak Frequency for Risk Assessment of Ammonia-Fueled Vessels’

Technical Topics

• Revealing a Fuel-Saving Tip for Main Engine Operation in Rough Sea Conditions-
• Introduction of Examples of the Use of AIS Data
• Recent Topics at IMO 

ClassNK Technical Journals are available to download via ClassNK’s website: https://www.classnk.or.jp/hp/en/research/rd/giho.htm

[By: Incat Tasmania]

Incat Tasmania is proud to announce it has been selected to design and build two new state-of-the-art battery-electric ferries for leading Danish ferry operator Molslinjen. The vessels, each 129 metres long and powered by approximately 45,000 kWh battery systems, will operate on the busy Kattegat route between Jutland and Zealand, forming part of the world’s largest electrification project at sea.

This significant international order further cements Incat’s position as the world leader in sustainable shipbuilding, with construction already well advanced on Hull 096, the world’s largest battery-electric ship, and Hull 100, a 78-metre next-generation hybrid ferry.

“These new vessels for Molslinjen mark a turning point not just for Incat but for the global maritime industry,” said Incat Chairman Robert Clifford. “They are part of a new class of high-speed, low-emission ships that are redefining what’s possible at sea. We’re honoured to again partner with Molslinjen, and proud to help them deliver real environmental change on one of Europe’s busiest ferry routes.”

The construction of these vessels commence as Incat prepares to expand its production facilities at Prince of Wales Bay in Tasmania. The expansion will allow the shipbuilder to double its capacity and workforce over the next three years and significantly increase the number of large ships it can deliver annually.

“This project aligns perfectly with our strategic vision,” Clifford added. “As global demand for sustainable ferries accelerates, our expanded facilities will ensure we’re ready to lead the way in both innovation and volume.”

The project also represents a strengthening of ties between Australia and Denmark. Incat Tasmania Managing Director Craig Clifford, who also serves as the Honorary Consul for Denmark in Tasmania, said the partnership reflects a shared commitment to the green transition.

“Incat has a long and trusted relationship with Denmark through our work with Molslinjen, and I’m particularly proud to see this next chapter unfold,” said Craig Clifford. “These vessels will connect communities across the Kattegat with high-speed, clean energy technology, and they’ll be built right here in Tasmania.”

Early-stage construction of the vessels will begin in the coming months, with delivery of the first vessel scheduled in late 2027. Once operational, the ferries will each carry up to 1,483 passengers and 500 cars, operating at speeds over 40 knots, and eliminating thousands of tonnes of CO? emissions annually.

[By: Wärtsilä]

A new advanced simulation suite supplied by technology group Wärtsilä for the Akademi Laut Malaysia (ALAM) maritime training institute was inaugurated on 17 July 2025. ALAM is the training arm of MISC (Malaysia International Shipping Corporation Berhad), a subsidiary of Petronas group. The integration of Wärtsilä’s latest simulator technology significantly raises the level of maritime education for the region, creating a new generation of highly skilled and proficient seafaring professionals. 

ALAM’s new simulation suite features Wärtsilä’s new advanced dual-fuel simulator technology, including the adoption of virtual reality elements to immerse seafarers in realistic training scenarios. There is also training available to educate seafarers in operating with future sustainable fuels – such as methanol or ammonia, for example – and different engine types, which are essential to the industry’s transformation to decarbonised operations.

During the inauguration, it was announced that ALAM has been included in Wärtsilä’s “Maritime Advancement in Simulation, Technology and R&D Services” (MASTERS) program, the first in the Asia Pacific region. The program is dedicated to the identification, recognition and formalisation of Wärtsilä’s relationship with leading global Maritime Training and R&D providers who are not only extensive users of Wärtsilä’s simulation and training products and services, but with whom Wärtsilä collaborates closely to promote advancements in Maritime training.

“The launch of the Maritime Experiential Learning Centre and its recognition as Wärtsilä's first MASTER centre in Asia, reflects ALAM’s strong commitment to raising the standards of Maritime Education and Training (MET) in Malaysia and the Asia Pacific region. As the industry continues to evolve, we must ensure our students are equipped not just with technical skills, but with the ability to lead, adapt, and thrive in a global maritime environment. This new facility supports our broader ambition to become the Maritime University of Choice in Asia by nurturing the development of future-ready seafarers through hands-on, immersive, and internationally aligned training programmes, including those related to New Energy, Decarbonisation and Digitalisation,” said Ts. Dr. Captain Manivannan Subramaniam, Chief Executive of ALAM. 

The technical simulators provided pertain to full-mission and multi-functional network classroom set-ups, both for engine-room and liquid cargo handling training. The navigation simulators include a full-mission bridge with 270-degree visualisation, three part task bridges, equipped with dynamic positioning and extended reality (XR) training capabilities. The suite also includes GMDSS & ECDIS classroom simulators, as well as Wärtsilä cloud-based simulation for blended learning experiences. 

“First of all, I want to congratulate ALAM for their commitment to providing world-class maritime education and training. The inauguration of these simulators allows ALAM students to achieve a new higher level of competence that they need for today’s highly automated and digital vessels. They can now replicate real-world operational scenarios, enabling students to hone their skills in a controlled, safe setting. A broad range of training needs can now be addressed, from basic navigation and engine room operations to complex procedures, research studies, and integrated emergency response drills,” comments Neil Bennett, General Manager, Simulation & Training, Wärtsilä Marine. “What’s more, I would also like to congratulate ALAM for being the first organisation from this region to join our MASTERS program. Members embody and share our objective of improving safety, whilst advancing optimisation, digitalisation and decarbonisation learning in maritime.” 

Founded in 1976, ALAM has provided training for more than 15,000 maritime professionals for both onshore and offshore operations. The training centre is located in Melaka, overlooking the busy Straits of Malacca. Wärtsilä began its partnership with ALAM in 2006 with the launch of the Maritime Simulation and Communication Centre. 

 

The wooden sailing vessel uncovered on the shores of the Orkney Islands last year has been identified as a Royal Navy frigate that played a small role in the American Revolutionary War. 

The wreck was discovered on a sandy beach at the northeast end of Sanday, one of the northernmost islands in the Orkneys. Shifting wind and wave patterns removed the sand that had covered the remains of the ship for centuries. Local residents  helped drag the surviving timbers off the sand with tractors, and professional archaeologists went about the task of preserving and examining the recovered wreckage. 

Hundreds of wrecks have gone down around the storm-wracked Orkneys, and it took time to narrow down just which ship this one might be. Wessex Archaeology was given the task of the analysis. Based on the tree rings in the wood, the team determined that the ship was built in the mid-1700s. By process of elimination, the team narrowed it down to the HMS Hind, a sixth-rate Royal Navy frigate built in 1749. 

Hind departed England for North America in 1758 during the Seven Years' War, and participated in the siege of French forces at Louisburg, Nova Scotia that summer. She continued throughout the campaign to remove French influence in the region, including the successful capture of Quebec the following year. During the Revolutionary War, she served as a convoy escort for British ships, the researchers found. After returning to the British Isles, she was converted to a transport ship, then sold into private hands in 1784. 

Renamed Earl of Chatham, the former frigate became a whaler in the North Atlantic trade, one of more than 100 whaling ships based out of London - a primary hub for the whale oil and whalebone trade in the late 1700s. The former frigate only lasted a year as a whaler: it wrecked in foul weather off of Sanday in 1785. Luckily, all crewmembers survived the ordeal. 

For now, the wooden wreckage has been placed in freshwater tanks at the Sanday Heritage Centre while the project sponsors consider a permanent solution, according to ABC. The National Heritage Memorial Fund (NHMF) and Historic Environment Scotland provided funding for the project.

 

The privately-run research vessel Nautilus has found the ship's bell of the lost frigate USS De Haven, the latest in a series of discoveries in a survey of "Iron Bottom Sound," a channel in the Solomon Islands that saw heavy combat during World War II. 

USS De Haven (DD-469, often spelled DeHaven) was a Fletcher-class destroyer, a successful vessel design that was built by the dozen during the war. Commissioned in September 1942, De Haven immediately departed for the Solomon Islands campaign, which was already in full swing. She escorted a convoy of troopships to Guadalcanal, then patrolled the archipelago to interdict Japanese forces for the next several months. The famous and costly naval engagements off Guadalcanal and Savo Island were long over by that point, but Japanese air forces still posed a serious threat.

On February 1, 1943, De Haven was escorting a small group of landing craft and a seaplane tender to a new beachhead on Guadalcanal. As she returned to base with two of the landing craft, nine Japanese planes approached, and six turned to attack her. De Haven was hit by three bombs, killing the commanding officer and sending the ship to the bottom just off Savo Island. 167 crewmembers lost their lives in the sinking. 

De Haven's wreck was discovered by Dr. Robert Ballard in 1992, and the RV Nautilus returned to the site in July to re-survey the vessel. With assistance from live-stream video viewers, the team found the ship's bell, one of the most iconic elements of any shipwreck. The bell was dislodged from its mount and was resting atop a torpedo mount amidships. Signs of deterioration and marine life colonization suggest that the timing of the find was lucky: some areas of the wreck have become heavily encrusted, and one of the other torpedo mounts has tilted due to deck collapse since the last survey. 

The team also conducted the first ever wreck exploration of USS Walke, a Sims-class destroyer that went down off Savo Island during the Second Naval Battle of Guadalcanal (Nov. 15, 1942). Walke fired off about 300 five-inch rounds at three Japanese warships in the pitched nighttime battle; she was hit by a torpedo in return, then by multiple rounds of shells. As she went down, her depth charges detonated, killing survivors in the water. The ROV exploration shows the ferocity of the fight: the bridge had been blown off and was found separately, and only about half of the length of the hull could be identified as a single structure. Both the bow and stern were missing.