New York City is celebrating its first hybrid-electric public ferry, christened Harbor Charger, which is being praised for ushering in a new era of sustainable maritime transportation in the state. The state announced that the new $33 million vessel entered service on August 13, transporting tourists and locals from Lower Manhattan to Governors Island.

The commissioning of the vessel is being hailed as a major milestone in New York’s quest to chart a course toward a cleaner and more sustainable future. Built by Conrad Shipyard in Morgan City, Louisiana, Harbor Charger is the state’s first hybrid-electric public ferry, and will have a capacity to carry up to 1,200 passengers and 30 vehicles cruising at a speed of 10-12 knots. This means she has the ability to travel at speeds up to 66 percent faster than current ferries, paving the way for passengers to reach Governors Island quickly.

The vessel's name came following a citywide competition that drew more than 800 submissions, with the winning name being submitted by David Kurnov.

The Harbor Charger is equipped with Siemens Energy’s BlueDrive Eco diesel-electric propulsion system, BlueVault battery solution, and EcoMAIN monitoring technology, effectively making the craft among the most environmentally-friendly. The hybrid propulsion system has the capability to reduce carbon dioxide emissions by nearly 600 tonnes annually, helping towards net-zero goals.

The ferry’s efficiency is expected to be boosted once the state completes the construction of shoreside charging facilities, which will reduce emissions by an additional 800 tonnes annually. The Trust for Governors Island Trust has already secured $7.5 million in federal funding from the US Federal Transit Administration to finance the project, which is designed to make the Harbor Charger fully electric.

Designed by Elliot Bay Design Group, the vessel features modern amenities including a lower-level ADA-accessible lounge, and restrooms on each level that are expected to enhance passenger experience. Notably, her launch coincides with the 20-year anniversary of Governors Island opening to the public.

“Twenty years ago, Governors Island opened to the public for the first time, creating a green, clean, sustainable space for New Yorkers to enjoy. Today, we are doubling down on that legacy with the launch of this first-of-its-kind electric ferry,” said Eric Adams, New York City Mayor.

The commissioning of the Harbor Charger now paves the way for the state to decommission the diesel-powered Lt. Samuel S. Coursen, a passenger ro/ro ferry that has been in service for seven decades, having been commissioned by the U.S. Army in 1956. Coursen is slated for retirement from service later this year.

In February 2023, Donggang Jinhui Foodstuff, a seafood-processing company in China, threw a party. It had been a successful year: a new plant had opened, and the company had doubled the amount of squid that it exported to the United States. The party, according to videos posted on Douyin, the Chinese version of TikTok, featured singers, instrumentalists, dancers, fireworks, and strobe lights.

One aspect of the company’s success seems to have been its use of North Korean workers, who are sent by their government to work in Chinese factories, in conditions of captivity, to earn money for the state. A seafood trader who does business with Jinhui recently estimated that it employed between fifty and seventy North Koreans. When videos of the party were posted online, a commenter asked, “Aren’t you prohibited from filming this?”

The video was part of hundreds of hours of footage and other documents that proved that the Chinese government was using North Korean workers to process seafood, in violation of UN sanctions. Much of the seafood processed in these plants was destined for consumers in the U.S., which breaks federal law.

These revelations, which are part of the final episode of the newly released second season of the Outlaw Ocean podcast, sent shockwaves through the global seafood market as companies scrambled to discern whether their supply chains were compromised by a similar dependence on state-sponsored forced labor. At the risk of espionage charges and execution, two dozen North Korean workers, most of them women, also agreed to talk to the reporters about working in Chinese seafood plants. These workers recounted rampant sexual assault, violence, constant monitoring and zero access to the outside world.

Global attention on the illegal use of North Korean labor has spiked recently because of Russia’s deployment of thousands of soldiers from the Hermit Kingdom to fight in the war in Ukraine. The US state department has estimated that there are over 100,000 North Korean workers currently in China.

China officially denies that North Korean workers are in the country, but the investigation identified at least fifteen seafood processing plants that, collectively, have employed more than a thousand North Korean workers since 2017. Investigators dispatched to seafood plants in China filmed North Koreans processing seafood. After mining social media for footage of North Korean workers in Chinese seafood processing plants, investigators then used export data to tie those plants to Western buyers.

Some of the social media footage pulled from China featured people openly discussing the presence of these workers. “They are easy to distinguish,” a Dandong native wrote in a comment on Bilibili, a video-sharing site. “They all wear uniform clothes, have a leader, and follow orders.” In a video at a plant called Dandong Yuanyi Refined Seafoods, fifteen women perform a synchronized dance in front of a mural commemorating “Youth Day,” a North Korean holiday. The video features a North Korean flag and the caption, “North Korea in Donggang cold storage [with] little beautiful women.” (The company did not respond to requests for comment.)

The impact of the investigation was deep and wide. Several seafood companies severed ties with plants connected to the North Korean workers. The Congressional and Executive Committee on China held a hearing where they called for the governments of South Korea, Japan and the U.S. to work together to stop seafood products processed in China by forced North Korean labor from being imported. Members of the European Parliament sent letters to the European Commission questioning about imports of seafood tainted by state-sponsored forced labor.

While these revelations have spurred meaningful action and disrupted some supply chains, the pervasive and clandestine nature of North Korean forced labor means that, for now, the struggle against this exploitation continues.

Marcella Boehler is global publishing editor at The Outlaw Ocean Project, a non-profit journalism organization based in Washington D.C. that produces investigative stories about human rights, environment and labor concerns on the two thirds of the planet covered by water. Season Two of The Outlaw Ocean Project's podcast series may be found here. 

After the EU imposed sanctions on the Russian-owned, India-based refiner Nayara Energy, the State Bank of India has decided to stop handling international transactions on Nayara's behalf. The decision also follows President Donald Trump's announcement of an extra tariff penalty on India for its continued importation of Russian oil. 

Nayara operates the Vadinar refinery, the second-largest in India, capable of processing about 400,000 barrels per day. Russian state energy giant Rosneft is the largest shareholder with 49 percent of Nayara; another 49 percent stake is owned by joint venture Kesani Enterprises, itself half-owned by Russian investment fund United Capital Partners, based in Moscow.

The Vadinar refinery receives about 70-90 percent of its crude oil supply from Russia, and exports a large share of its refined products to foreign countries - including, until recently, nations in Europe. The company also has its own retail distribution network throughout India, and has the option of redirecting its sales efforts towards domestic markets. 

Now that the EU has sanctioned Nayara in connection with the ongoing Russian invasion of Ukraine, the refiner has come under pressure and its production rates have reportedly fallen. In a statement to the Times of India last week, Nayara insisted that it is "operating at a healthy run rate" despite "unjust sanctions." It has also had difficulty securing tanker tonnage for crude oil deliveries and clean product exports; multiple ships have changed course before or after a call at the refiner's dock, causing logistics problems for export sales. 

"We are actively engaging with governmental authorities and all our partners to facilitate seamless transactions and continue to maintain operational stability," the firm said in its statement last week. 

One additional area in which it may need support is in the execution of international financial transactions. The State Bank of India (SBI) has reportedly stopped handling Nayara's overseas financial transactions because of the risk of EU sanctions - and the risk of attracting more American tariffs on India as a whole, an insider told Economic Times. 

[By: UK P&I Club]

The UK P&I Club has today announced it is expanding its UK presence with the opening of a new office located in Newcastle, Northeast England.  

The Club is looking to capitalise on the city’s impressive pool of graduate and existing P&I talent, as it continues to attract the best people to provide competitive and value-driven services to its members.   

The Northeast team currently consists of Senior Underwriting Director, Emma Liddell, as well as Senior Claims Executives, Julie Pichler and Andrew North, cementing the Clubs presence in the region. To bolster the team further, the Club is currently recruiting for a senior claims executive role and are open to candidates from either London or Newcastle.  

Lisa Gibbard, Chief Operating Officer, UK P&I Club, said: “The expansion of our presence into the Northeast of England means that we are well positioned to access a broader talent pool, from seasoned P&I professionals to new graduates. Investing in our Newcastle office also enables us to participate more actively in the region’s diverse maritime industry, complementing our networks in London and internationally.  

"Overall, this development will strengthen our talent pool and reiterates our commitment to bringing the best people into the Club, whilst complementing our heritage and continued presence in the City of London.” 

Bureau Veritas Marine & Offshore’s Executive Vice President, Matthieu de Tugny, addresses what is required of class societies if the maritime industry is to achieve a sustainable blue economy.

The maritime industry is currently experiencing a sustained period of growth, with shipping and port industries representing 40% of the ocean economy’s total worth, which today stands at $2.2 trillion. This growth is reflected in the current global orderbook, which – according to the Clarksons newbuilding price index – has seen a 45% increase in newbuild orders since 2021. However, this economic strength is tempered by mounting challenges that cannot be ignored.

Geopolitical instability continues to disrupt maritime operations on a day-to-day basis, whilst elevating the safety risks for seafarers operating within the affected regions. Simultaneously, an unpredictable policy environment is reshaping global trade routes, while shipowners and operators face significant regulatory demands in an effort to cut carbon emissions, pressures that are only expected to increase over the coming years.

Following the outcomes of MEPC 83, the maritime industry awaits the likely introduction of the IMO’s Net Zero Framework (NZF) in October. If enacted, these measures will establish mandatory marine fuel standards and GHG emissions pricing for shipping. The NZF will join a complex regulatory environment such as FuelEU Maritime and the EU Emissions Trading System (EU ETS), creating escalating compliance costs for shipowners. Recent reports highlight the scale of this requirement, stating that the EU ETS alone will cost the industry approximately $6 billion in 2025, rising to an estimated $51 billion by 2030. Furthermore, it is clear that shipowners are struggling to manage the evolving complexity of the newly introduced regulations. According to recent reports, less than 40% of shipping companies met the deadline for their first year of verified emissions reporting under EU ETS.

In response to this dynamic yet uncertain environment, it is understandable that owners may be choosing a “wait-and-see” approach when it comes to engaging with emerging clean technologies. Although first movers may gain a reputational advantage that may attract end customers that are committed to specifying zero-carbon fuel in their tender requirements, for the majority of vessels, the safest financial option is to wait for greater certainty within the current landscape.

However, if the maritime industry is to meet the IMO’s net-zero GHG target by 2050 – not to mention the 20% GHG emissions reduction checkpoints in 2030 – systemic transformation is required in terms of how we finance, fuel and operate the global fleet. Financial institutions that underpin the shipping industry must embrace green financing models that link capital with climate performance. Furthermore, if the current alternative fuels deadlock is to be overcome, the industry must focus on continuing to establish more green corridors as a viable means of synchronizing the development of ships, ports, fuels, and regulatory policies to support zero-emission trade.

As a leading classification society, Bureau Veritas Marine & Offshore (BV) has been working in a risk capacity alongside industry partners, including Fortescue, K Line, and the Australian Renewable Energy Agency, to support the development of the Australia–Japan iron ore corridor. This route is centered around the development of green ammonia, with fuel production in Pilbara, bunkering facilities in Port Hedland, and end-use in Kobe.

This fundamental change also involves the need to address the historic inefficiencies that the industry has operated under for centuries. Practices such as “sail fast, then wait” (SFTW), which denotes the practice of vessels speeding to their destination and then idling at anchor whilst they wait for an available berth at port. However, new initiatives such as the Blue Visby Solution seek to address this ineffective practice. Developed by the Blue Visby Consortium, this multilateral platform utilizes a unique algorithm to provide participating vessels with optimized arrival times that allow them to slow steam. This can reduce shipping emissions by approximately 15% and, based on 2019 figures, has the potential to remove approximately 45 million tonnes of CO2 across the tanker and bulker fleets.

The role of classification societies is central to the success of the industry’s transition. However, whilst maintaining the traditional role of class as custodians of change within the industry, BV is increasingly acting as an enabler of enhanced collaboration throughout the maritime value chain. By utilizing its extensive industry expertise, BV represents a trusted and impartial advisor that facilitates the integration of energy-saving devices and operational measures to cut fuel consumption, whilst providing modeling scenarios and detailed data insight to support evolving financing schemes that will accelerate the development of advanced zero-carbon fueled vessels.

The industry has certainly made crucial progress in its pursuit of Net Zero, but this momentum must be sustained. This can only be achieved through pragmatic, decisive action that works in tandem with global supply chain partners. Only through this consolidated effort will we unlock the potential of a truly sustainable blue economy.

To learn more about what is required to achieve and sustain the ocean economy you can now read Towards a Sustainable Blue Economy, written by Bureau Veritas Marine & Offshore’s Executive Vice President, Matthieu de Tugny.

Plans are underway to develop the Port of Churchill on Hudson Bay to serve container ships and to upgrade the railway line into Western Canada. Such a development has potential to develop competition between Churchill and Port of Duluth on Lake Superior.

Introduction

Plans to develop the Port of Churchill on Hudson Bay date back to 1923, and it opened in 1931 following completion of the Hudson Bay Railway line. The port was intended to export Western Canadian agricultural products such as wheat, barley and oats to England and Europe. At the time, the Canadian navigation canal from Montreal to Lake Ontario could only transit small vessels, some of which had ocean sailing capability. However, much larger vessels could sail into the Port of Churchill, which offered a low-tide water depth of just over 37 feet.

The Port of Churchill remained competitive until the completion of the St. Lawrence Seaway during the late 1950s, when the largest ocean freight carriers of that era were able to sail inland to the Upper Great Lakes and the grain terminal at Port of Thunder Bay. Compared to Hudson Bay, the St. Lawrence Seaway offered an extended shipping season for ships of equal size, enhancing the competitiveness of the Port of Thunder Bay for transferring grain between railway and ship transport. Traffic through Port of Churchill subsequently decreased until its closure and sale during the late 1990s.

Potential Future

The railway line that extends southwest from Port of Churchill indirectly connects to a population of over 25 million spread across Western Canada and the Northwestern United States. While sailing vessels between the U.S. West Coast and Europe via the Panama Canal occurs regularly, recent drought across the watershed of that canal restricted shipping. Some container traffic between Europe and the northwestern United States may be diverted via Port of Duluth on Lake Superior, using Seawaymax-sized container ships, while other traffic moves to and from East Coast container ports along railway lines approaching peak operational capacity.

An examination of water depths around the Port of Churchill indicates potential to deep-dredge the dock area. Boulders would need to be relocated westward from the sea floor, with some needing to be broken apart using dynamite. Dredging the dock water draft to 52 feet at low tide would allow container ships of 12,000 to 14,000-TEU capacity and a 14-meter draft to berth at the dock. Future occasional dredging may be needed due to silt build up. Future weather conditions would likely allow port operations between early June and early December, coinciding with peak container traffic season.

Railway Connection

A large section of the railway line that extends south and southwest of the Port of Churchill crosses over tundra/muskeg, restricting maximum axle weights for locomotives and wagons/carriages. Container cars would likely have to operate in single stack configuration. The combination of speed and weight restrictions would require for operation of ballast-reduced locomotives each coupled to a ballast reduced railway slug unit to which they supply electric power, to drive additional axles and increase low-speed traction. Operation of extended length container trains would require multiple mid-train locomotives (DPU or Distribution Power Units) spread throughout each train.

Such operation would require additional sidings at Port of Churchill. At a point southwest of Port of Churchill where geology allows for operation of higher axle loads, locomotives would be exchanged and containers re-arranged to double stack configuration. While such operation would increase railway operating costs, the operation of much larger container ships at Port of Churchill would reduce transoceanic per container transportation cost compared to multiple Seawaymax container ships calling at Port of Duluth. Cost competitiveness of shipping containers via Port of Churchill depends on reducing railway transportation costs between the port and Western Canada, as well as the northwestern United States.

Economic Factors

The volume of future container-based trade between Europe and the combination of Western Canada and northwestern United States will determine the viability of container transfers at Port of Churchill. While moving containers via the Panama Canal between Europe and northwestern USA and Western Canada incurs competitive transportation costs, sending containers via Port of Churchill incurs greatly reduced time-in-transit, allowing for faster delivery schedules and more transatlantic return trips per ship. Railway lines extending to U.S. East Coast and Gulf Coast ports now operate near capacity, raising per container transportation costs along those lines in response to increasing demand for service.

Port of Churchill’s competitive edge involves a portion of customers and shippers being willing to pay higher per container transportation costs in exchange for faster container delivery schedules. While Port of Duluth would be restricted to serving container ships of 1,000-TEU capacity, Port of Churchill following dredging would be able to berth ships of up to 14,000 TEU. The annual cyclical peak of container traffic volumes occurs between July and November, when Port of Churchill would be fully operation. Innovation that assures competitive railway transportation costs to and from Port of Churchill container terminal is essential.

Top image: Grain terminal at Port of Churchill (Ansgar Walk / CC BY SA 2.5)

The U.S. Coast Guard is still keeping an eye on five Chinese research vessels that are operating in the Arctic, in and near U.S. waters off Alaska. 

Last Wednesday, Coast Guard Arctic District dispatched an HC-130J long range search aircraft to intercept and query the flotilla of Chinese government ships. The five Chinese vessels include the Polar Class 3 icebreaker Xue Long 2, seen previously on Arctic and Antarctic missions; the Soviet-built icebreaking tug Zhong Shan Da Xue Ji Di (flagged with the Liberian registry); the brand new ice-class research vessels Ji Di and Tan Suo San Hao, both delivered in the last year; and Shen Hai Yi Hao, a conventional research vessel built to carry a deep-diving submersible.  

Tan Suo San Hao (USCG)

Zhong Shan Da Xue Ji Di (USCG)

Shen Hai Yi Hao (USCG)

The Chinese research presence in Alaska's far north is unprecedented, and comes amidst heightened tensions between Washington and Beijing. At about the same time as the Chinese presence intensified off Alaska, two U.S. warships conducted a freedom of navigation operation near Scarborough Shoal, a contested, Chinese-occupied reef in the South China Sea. 

The Coast Guard has more resources in Alaska than it did a few months ago. Bollinger's 59th and latest Fast Response Cutter, USCGC Earl Cunningham, was commissioned last week and will be based out of Kodiak, freeing up larger vessel assets for long-distance patrols. The Coast Guard's new interim icebreaker, USCGC Storis (ex name Aiviq), is currently in Seward and is expected to head further north soon, in the direction of the Chinese research flotilla. 

The Pakistani Navy has received its third Hangor-class submarine in a ceremony performed at the new shipyard of Wuchang Shipbuilding in Shuangliu, China on August 14. The main Wuchang shipyard used to be located in downtown Wuhan some 20 miles away, on land which is now being redeveloped. But the new shipyard is still about 400 miles from the coast, so the submarine’s first voyage will take it down the Yangtze River to Shanghai.

The Wuchang Shipbuilding yard at Shuangliu (30.5881N 114.6813E) (© Google, Airbus, CNES/Airbus, Maxar Technologies)

Pakistan has ordered four Hangor-class submarines, based on the Chinese Type 039B Yuan Class. There are about 17 Type 039s (including earlier versions) already in service with the People’s Liberation Army Navy (PLAN). The second Pakistani submarine was handed over in March. All four submarines for Pakistan originally were to have been handed over by 2023, so the project is somewhat delayed.

A further four submarines are to be constructed by Karachi Shipyard & Engineering Works, with deliveries to be completed by 2028; the keel for the second submarine was laid in February 2024. Karachi Shipyard built Pakistan’s Agosta 90B Khalid-class boats under license from France between 2000-06, which the Hangor Class submarines are due to supersede. Hence Karachi Shipyards already has relevant expertise. Nonetheless, completing the build of the boats in Karachi will represent a technical step up, particularly as the Chinese CHD620 engine has presented noise vulnerabilities and its integration underwater is not yet proven.

The last three of the earlier Khalid-class boats have air-independent propulsion. They have had mid-service systems upgrades in Turkish shipyards, but nonetheless are reaching the end of their service life. The Pakistani Navy urgently needs the capability upgrade and to get its new Hangor-class submarines into service. Whereas the Agosta design was primarily intended for coastal operations, the new submarines should be able range further.

A realistic counter-poise is needed to deter Indian Navy projections into the northern Arabian Sea. During the conflict between the two nations in early May, Pakistan had only a limited ability to counter the forward deployment of the two Indian Navy aircraft carriers INS Vikrant (R11) and INS Vikramaditya (R33), effectively restricting the Pakistani Navy to adopt a defensive posture in coastal waters. The refreshed capability now means that the Pakistan Navy may be able to recreate its success in the 1971 war, when the Pakistani submarine PNS Hangor (S-131), after which the new class of submarines is named, managed to sink the Indian frigate INS Khukri (F149) and disable a second, INS Kirpan (F144) about 40 miles off the coast of Gujarat.

However, with India having attack submarines of its own, as well as a substantial force of Poseidon P-8I anti-submarine aircraft, the new Pakistani boats will need to be technically mature, stealthy and handled skillfully to pose a realistic counter. Any technical weaknesses in the design will make it vulnerable to the formidable anti-submarine force that it will be up against.

The new Hangor-class boats will almost certainly be able to launch cruise missiles, as can the PLAN Yuan-class submarines from which they were developed. Pakistan is known to have developed the 600-mile range Babur-1B cruise missile, reverse-engineered from an intact Tomahawk missile recovered from Afghanistan. Pakistan also tested a nuclear warhead-capable Babur-III from an undersea launch platform in 2017 and 2018.

The earlier Chinese Type 039A Yuan-class design is the basis of the three S62T submarines being procured by the Royal Thai Navy, whose in-service date is much delayed because of the challenges of adopting the CHD620 engine in place of the originally-specified MTU396 engine.

[By: United Seamen’s Service]

The United Seamen’s Service (USS) proudly announces that the 56th annual Admiral of the Ocean Sea (AOTOS) Awards will honor three champions of American maritime: Captain Willie Barrere, National President of American Maritime Officers; Edward F. Hanley, Chief Operating Officer of Maersk Line, Limited and Vincent J. Marino, Chief Executive Officer of CMC-ITI-CCS.

A Special Recognition plaque will be presented to Edward R. Morgan in honor of his extraordinary leadership as President of USS. Serving in this role for more than 20 years, Mr. Morgan helped guide the organization with steady vision and deep commitment, ensuring that seafarers and their families received the vital support and services they depend on. The plaque will be presented by F. Anthony Naccarato, the newly elected President of USS. With more than 56 years of experience in both maritime management and labor, including a distinguished tenure at Crowley Maritime Corp., Mr. Naccarato also serves as President of American Maritime Officers Services. He brings deep industry insight and unwavering dedication to continuing the legacy of service that Mr. Morgan helped build.

The coveted AOTOS Award, represented by the iconic silver Columbus statuette, will be presented at a black-tie gala on Friday, October 24, 2025, at the Sheraton New York Times Square Hotel. The evening will also include tributes to American seafarers honored for acts of heroism and bravery, reinforcing the core mission of USS: uplifting those who serve at sea.

For more than half a century, the AOTOS Award has recognized individuals whose leadership, integrity, and vision have advanced the U.S. maritime industry while upholding the welfare of the American seafaring workforce. This year’s honorees reflect those values and more, standing as tireless advocates for safety, progress, labor, and the strength of the American-flag fleet. “These are leaders who never forgot where they came from. They have built trust with crews, strengthened labor partnerships, and fought to keep the American maritime workforce resilient, respected, and ready. Their unwavering dedication to seafarers and to the values that define our industry makes them ideal recipients of this prestigious award,” said LTG Kenneth R. Wykle, USA, (Ret.), Chairman of the USS AOTOS Committee. “We are proud to honor Ed Morgan, whose integrity, honor, and dedication made him a trusted steward of USS’s mission, leading with purpose, advancing seafarer welfare, and strengthening the organization’s service to the maritime community.”

Captain Willie Barrere, National President, American Maritime Officers
Captain Willie Barrere is a mariner’s mariner—an accomplished captain, seasoned union leader, and steadfast champion of U.S. maritime labor. A graduate of the U.S. Merchant Marine Academy, he spent 27 years at sea, many as captain aboard Crowley and Maersk vessels, before bringing his deep-sea experience ashore to lead with the same discipline, resolve, and purpose that defined his time on the water.

Since taking the helm of American Maritime Officers, Captain Barrere has emerged as a formidable negotiator and unapologetic advocate for his members. He has led from the front, securing stronger wages, better benefits, and building critical recruitment pipelines. His leadership has delivered tangible wins, including new tonnage, expanded contract fleets, and safeguarded jobs for U.S. officers in a volatile industry climate. He brings persistence, clarity, and strategic insight to every negotiation, fighting not just to maintain ground, but to advance it.

Respected for his steady leadership and commanding presence at the table, Captain Barrere is known for getting results. He combines credibility with conviction, navigating complex challenges with calm determination and an unshakable focus on those he represents. Whether leading a ship or shaping the future of maritime labor, his compass remains fixed: To serve, to strengthen, and to secure the future for American mariners.

Edward F. Hanley, Chief Operating Officer, Maersk Line, Limited
Edward F. Hanley has dedicated more than four decades to strengthening American-flag shipping, earning a reputation as one of the most respected and effective leaders in the U.S. maritime industry. With a career marked by operational excellence, strategic vision, and an unshakable commitment to seafarers, Mr. Hanley has championed the growth of the U.S.-flag fleet and the safety, dignity, and welfare of those who sail under it. As a seasoned labor relations expert and longtime COO of Maersk Line, Limited, he has played a critical role in bringing new tonnage under

U.S. registry and ensuring that crews are supported not only with jobs, but with safe, stable, and honorable careers.

A graduate of the U.S. Merchant Marine Academy at Kings Point, Mr. Hanley holds dual licenses in navigation and engineering and served in the U.S. Naval Reserve. His leadership spans key executive positions at Sea-Land Service and U.S. Ship Management, where he earned the trust of both labor and management for his rare ability to balance operational demands with an unwavering focus on mariner safety and workforce development. He has been a driving force in advancing shipboard safety standards and investing in the systems and people that keep vessels moving, and crews protected.

Across the maritime community, Mr. Hanley is known as a unifier. He understands the human, technical, and operational dimensions of this industry like few others, and he brings those worlds together with purpose and clarity. His lifelong devotion to the U.S. Merchant Marine and his enduring work to expand its capabilities, while never losing sight of the seafarers at its core, make him not only a trusted leader, but a legacy builder whose impact will resonate for generations to come.

Vincent J. Marino, Chief Executive Officer, CMC-ITI-CCS
Vincent J. Marino is a driving force in intermodal operations, a leader whose commitment to safety, workforce development, and strong labor partnerships has helped shape the backbone of American cargo movement. As CEO of CMC-ITI-CCS, Mr. Marino has transformed the company his parents founded over half a century ago into a powerful, multi-regional network of equipment service facilities spanning the East Coast, Gulf, Midsouth, and Midwest. Under his leadership, the company has remained grounded in its founding values of family, integrity, and respect for labor, while pushing forward with bold operational growth.

Throughout his career, Mr. Marino has viewed organized labor not as a challenge to overcome, but as a cornerstone of success. He has earned deep respect across the labor-management spectrum for his consistent investment in the workforce and his unwavering commitment to labor stability. His hands-on leadership has fostered long-standing partnerships with labor unions, built on mutual trust, transparency, and a shared priority: creating safe, well-paying, and sustainable jobs. His forward-thinking strategies in container maintenance, repair, refurbishment, and drayage support have not only kept cargo moving efficiently but have set new standards for safety and reliability in the field.

Following the passing of his brother and business partner, Anthony V. Marino, in 2022, Mr. Marino has continued to grow the company with both purpose and heart. He remains a mentor to many, a fierce advocate for the men and women who keep the industry running, and a clear example of what’s possible when leadership is grounded in values and committed to people. His legacy is one of progress through partnership, where safety is non-negotiable, labor is valued, and the workforce is always front and center.

Proceeds from AOTOS benefit USS’s global network of seafarer support services, which provide aid and facilities to American mariners, allied crews, and U.S. military personnel overseas.

David W. Heindel, President of the Seafarers International Union, will serve as Dinner Chairman, with F. Anthony Naccarato of American Maritime Officers Service and Joseph J. Cox of Cox Maritime LLC as National Committee Co-Chairmen. USS is led by President F. Anthony Naccarato and Executive Director Roger T. Korner.

For event inquiries, tickets, or advertising opportunities in the AOTOS Journal, please contact the USS AOTOS Coordinators Lisa Aurichio or June Chin at aotos@bsya.com or (732) 817-0400. To contact USS directly, call (201) 369-1100.

The marine salvage industry is a vital part of the shipping industry ecosystem, and the International Salvage Union (ISU) is the association that represents the world’s salvage contractors. The core purpose of the ISU is to be the “credible, trusted and unified global voice of its members who facilitate world trade by providing marine services which save life, protect the environment, mitigate risk and reduce loss.” And that statement truly does capture the essence of our association.

As such, we have a firsthand view of the state of the industry, based on our data. The news is that the salvage industry remains under financial pressure as the ISU’s annual salvage industry statistics indicate – at a time when the impact of casualties is getting larger, particularly with container ships, and also because of the greatly increased amount of bunkers carried by the largest ships. 

The ISU statistics show gross revenues from all sources in 2024 (latest figures) at USD $406 million, which indicates a continuation of the recovery that started in 2023 compared with the historically low levels seen in 2022. Income is still substantially down on the typical levels of a decade ago, however.

We are encouraged that shipowners and the marine insurance community openly recognize the importance of our industry and the need for it to be financially sustainable.

ISU believes that the cornerstone of the funding of the industry should be income from awards based on Article 13 of the Salvage Convention. In short, it means a reward for the mostly commercial salvors who go to the aid of casualties at their own financial risk in the expectation that, if they succeed in saving property, they should receive an award based on the values salved and other factors like the danger of the situation.

Traditionally the key contract for such services was the Lloyd’s Open Form (LOF), but its use has decreased significantly in recent years. ISU continues to promote use of LOF - and the new edition published last year. We are realistic about the number of times the contract will be used each year, but we hope for an upturn, and so we shall follow developments with the new LOF closely.

Wreck removal is an important part of most salvors’ work and generally produces about 50% of the industry’s annual income. Much of this work (and indeed other marine services) is conducted using the BIMCO suite of wreck removal contracts—Wreckstage (lump sum payable in stages), Wreckhire (daily hire payments), and Wreckfixed (lump sum payment on a no-cure, no-pay basis). Work is ongoing to revise the contracts: a new edition of Wreckstage was published in 2024 and ISU along with other stakeholders are now working on revisions to Wreckhire and we look forward to continuing that work and then turning our attention to the Wreckfixed contract.

Turning to operational matters, last year saw ISU members respond effectively to the Baltimore bridge disaster - removing the collapsed bridge debris in difficult conditions and refloating the containership DALI. It was a case which demonstrated in practice the ISU’s key messages about the value of professional salvors in reducing loss, saving property, and keeping ports open.

Fires on containerships and battery fires in car carries and on RoRos are a continuing and significant concern. ISU members are often the only agency available to deal with such incidents and have a proud track record in this specialized field. Dealing with casualties that are powered by new types of fuel - LNG, hydrogen and ammonia - will be an increasing focus for the industry.

As well as saving life and property, salvors continue to prevent major incidents of marine pollution. In 2024 ISU members provided services to vessels carrying more than 2.4 million tonnes of potential pollutants. It shows the great environmental benefit of the salvage industry as well as the benefit of protecting shipowners’ reputations and supporting their Environmental, Social and Governance (ESG) requirements, which are now central to business operations.  

It is never difficult to make the case for the professional salvors who are the members of the ISU, and we are sure that the wider industry and our key stakeholders will continue to support us in our vital work.

James Herbert is Secretary General of the International Salvage Union.

Early on Sunday morning, Israeli corvettes launched a missile attack on the Haziz power generation plant in the Houthi capital of Sana’a, Yemen. Israeli sources indicate the attack was mounted in response to the latest Houthi attempt to attack Israel on August 14.

A Houthi military spokesman had previously claimed that a ballistic missile was fired at Ben Gurion Airport, and that six drones had also been launched against Israel. The ballistic missile was intercepted well before it reached Israeli territory, one drone was shot down south of Eilat, and the other five drones have not yet arrived. The Houthi attack did not necessitate the sounding of any civil defense alarms.

 This is the second time that the Israeli Navy has been used to attack targets in Yemen, and is particularly noteworthy as it demonstrates that the Israeli Navy’s Saar-6 corvettes - which are likely to have been used to mount the attack - have more than just a littoral strike capability. The range demonstrated in this particular attack was at least 130 miles. The missile likely to have been used is the Blue Spear, developed for land attack purposes from the Gabriel anti-ship missile, and reputed to have a range of 300 miles carrying a 150lb warhead. Ukraine is believed to be reverse-engineering a version of this missile.

Use of the Navy avoids a long-range manned aircraft operation 1,250 miles down the Red Sea, involving not only F-16 strike platforms, but also intelligence, surveillance and refueling aircraft, search and rescue capability and possibly specialist aircraft for suppressing air defenses. Such operations are expensive in terms of fuel and aircrew hours, but also put aircrew at risk. Use of IAI Heron TP Eitan and the Elbit Systems Hermes 900 Kochav drones could also be a cost-effective alternative, except that the Houthis have demonstrated a capability to shoot down drones over land, so drone attacks are best reserved for harbor and coastal targets. The use of the Navy is not only cost-effective, it also has operational security advantages, as there is almost no signature of an impending attack.

Social media footage from Sana’a shows huge flames and a distraught local population, suggesting that the attack appears to have caused considerable damage. Infrastructure repairs in Yemen are particularly difficult, as routes into the country for spare parts are heavily circumscribed.

BREAKING: (literally)
Explosion near the power station in Sana'a causing a power outage in
large parts of Yemen.

Cause of the explosion is unknown for now. pic.twitter.com/ClAYWtsgNt

— Mossad Commentary (@MOSSADil) August 17, 2025

This latest attack comes on top of 13 previous Israeli attacks, some of which also targeted the power infrastructure in Houthi-controlled areas. The Haziz generating plant was the last operational facility supplying Sana’a public electricity network.

Shortly after the Israeli strike on Sunday, Houthi militants launched another ballistic missile attack on Israel. The single missile was intercepted, the Israeli Defense Forces said, and no damage was reported. Israeli officials pledged a forceful response. 

"This is only the beginning,” Israeli Defense Minister Israel Katz said following Sunday's Houthi attack. "What follows will be strong and painful. Whoever raises a hand against Israel, his hand will be cut off."

[By: NorthStandard]

Sunderland Marine, part of global marine insurer NorthStandard, has announced its contribution to the release of "The Lifeboat," a stirring new single by Celtic music icons Skipinnish featuring renowned sea shanty group The Fisherman’s Friends. The song is a tribute to two centuries of bravery by Royal National Lifeboat Institute (RNLI) volunteers, honouring their courageous service saving lives at sea under the most challenging conditions – including the North East shores.

Written by Skipinnish co-founder, lifelong fisherman and Sunderland Marine member, Angus MacPhail, "The Lifeboat" reflects the selfless dedication of RNLI crews who are ready to respond to emergencies at a moment’s notice. Sunderland Marine’s sponsorship has been instrumental in supporting the production and promotion of this tribute, which will donate all proceeds to the RNLI.

The connection is personal for Sunderland Marine, which has deep roots in the North East’s maritime community. Sunderland’s own RNLI Lifeboat Station is the oldest operational station in Great Britain, and has protected seafarers for over 200 years.

Angus MacPhail said: “Having lived my life around the sea, I know firsthand the extraordinary dedication of lifeboat volunteers. Sunderland Marine’s support has been invaluable in bringing this tribute to life, helping us share the story of the selfless bravery that saves lives every day.”

Craig McBurnie, Head of Sunderland Marine, added: “At Sunderland Marine, we are proud to support a project that celebrates the life-saving work of the RNLI and the spirit of the maritime community. This single reflects values we share, including courage, commitment, and a deep connection to the sea.

“This sponsorship is part of an ongoing commitment to supporting the maritime and fishing industries, and the communities we serve.”

The North East’s insurer is committed to supporting sustainability and safety in the sector, as demonstrated by its previous initiatives such as backing the Whitby Lobster Hatchery and funding coastal fishing line recycling schemes, reinforcing its role as a responsible partner in regional maritime heritage.

"The Lifeboat" will be officially released on Thursday, 14th August, accompanied by a music video launch. The single will be performed live by Skipinnish and The Fisherman’s Friends at Skipinnish’s headline concert at Glasgow’s OVO Hydro on 27th September 2025.

As the Northern Sea Route (NSR) becomes busy for this year’s summer navigation, the first Chinese boxship has arrived in the Russian Arctic port of Arkhangelsk.

The vessel Newnew Polar Bear operated by the Chinese carrier Newnew Shipping was received at the port on Friday. The container ship delivered 497 containers at the port, marking the start of a busy season under the expanded Arctic Express N1 service. The service connects China’s Shanghai and Ningbo ports to Arkhangelsk, providing a shorter shipping option compared to the longer Suez Canal route.

Newnew Polar Bear left Shanghai in July 16 and took less than a month to arrive at Arkhangelsk. Following 13 successful voyages last year, which transported more than 20,000 TEU, NewNew Shipping Line announced it would expand its Arctic service. This also includes deploying larger container ship on the route, following in the path of EZ Safetrans Logistics, which became the first Chinese carrier to deploy a Panamax boxship in the NSR last year.

During this year, Arkhangelsk expects 20 vessel calls from China through NSR, which is almost double the number received last year. Over a dozen vessels have received permits for the Russian Arctic route this year, with voyages happening between the months of July and November. In the case of NewNew Shipping, five of its container ships have permits to transit NSR this season.

Commenting on the arrival of Newnew Polar Bear, Arkhangelsk region Governor Alexander Tsybulsky noted that the vessel delivered auto parts, PVC film and steel for Russian enterprises.

“We will load export cargo onto the vessel - products from our timber industry that are in high demand in China. In approximately just over three weeks, products from Arkhangelsk enterprises will be delivered in China,” added Tsybulsky.

Last month, NewNew Shipping agreed to invest around $2.5 billion for the expansion of Arkhangelsk port. The project is seen as part of the wider Chinese-Russian partnership to ramp up Arctic shipping. To conduct year-round navigation in the NSR, NewNew Shipping has also announced it will order several Arc7 ice class container ships in partnership with the Russian nuclear agency, Rosatom.

NewNew Polar Bear is believed to have caused a gas line rupture via anchor-dragging in the Gulf of Finland in October 2023. The vessel's former master has been arrested in connection with that incident. 

[By: Glosten]

Fleetzero, a leading developer and manufacturer of modular propulsion platforms for hybrid and electric ships, has selected Glosten, a leading naval architecture and marine engineering firm, to design what is expected to be the world’s longest- range hybrid electric vessel. This collaboration marks a major step forward in the effort to offer zero-emission global shipping and expand the reach of electric propulsion in commercial maritime applications.

Glosten has been working with Fleetzero on the retrofit of a Lightering Support Vessel owned and operated by AET. This vessel is being outfitted with a plug-in hybrid-electric propulsion system and will transit primarily on battery power once the conversion is complete.

“This vessel will be a major milestone—not just for us, but for the entire industry,” said Steven Henderson, CEO of Fleetzero. “Partnering with Glosten allows us to showcase how our propulsion technology can enable economical, cleaner, and more efficient operations, while pushing the boundaries of what’s possible in shipping.”

“We’re excited to support Fleetzero in transforming this vessel,” added Morgan Fanberg, CEO & President of Glosten. “It’s a bold move toward the next generation of marine technology, and exactly the kind of advancement we’re proud to support.”

With the vessel design already underway, Fleetzero and Glosten will transition into detailed engineering in the coming months, with construction expected to begin in mid-2026. Once operational, the vessel will serve as a model for long-range hybrid-electric propulsion worldwide.

The United Kingdom is taking action to preserve its rich maritime history by stopping a collection of nautical charts, including some that were drawn by famed British navigator and explorer Captain James Cook, from leaving the country. The UK government placed an export bar, temporarily stopping the sale of the collection of nautical charts dating back to the late 18th and 19th centuries. The charts and a collection of other artifacts are currently owned by the historic archive of Imray Laurie Norie & Wilson Ltd and are up for sale, valued at £6 million ($8 million).

In placing the export bar, the government is hoping to allow time for a UK museum or institution to acquire the collection. It said this would ensure the extraordinary collection that forms part of Britain’s historic rise to a maritime superpower continues to be preserved in the country. The goal is to ensure they remain an important source of knowledge relating to the country’s commercial chart making at its prime.

The collection spans over 200 working charts, rare maritime atlases in their original “blueback” bindings, and unique artifacts, including a copper plate for an original chart by explorer Cook. Captain Cook is credited with drawing some of the charts that were printed using copper plate etchings, and which guided his navigation in his three important voyages of exploration to the Pacific and Southern Oceans.

Pocket chronometer that travelled on the second voyage of HMS Beagle from 1831 to 1836 (Arts Council England)

Currently under the custody of Imray, the charts form the largest surviving archive documenting the work of early commercial chart-making. Apart from the nautical charts, it also includes a chair believed to have been used by Lord Nelson, the British naval commander who became a national hero for his naval victories against the French during the Napoleonic Wars.

“This extraordinary collection helps us better understand Britain’s transformation into a global maritime power,” said Sir Chris Bryant, Arts Minister. “I hope that a museum or institution can come forward to help secure this collection for future generations so that researchers and the public can learn about this crucial chapter in British history.”

Imray has a history dating back to 1904, having been established when three chart publishing firms merged. Each of the founding companies had a long history going back to the mid-1700s when merchant ships filled the London docklands. The early cartographers, nautical instrument makers, and pilot book publishers worked alongside ships’ captains and crew to produce charts that would be supplied to mariners around the world.

Putting a temporary sale of the nautical charts comes just a month after the UK government also put an export ban on another maritime navigation treasure that is also a key piece of the nation’s history. Last month, the government stopped the sale of a , carrying Charles Darwin. The expedition is credited with playing a role in the development of Darwin’s evolutionary theory, having provided him with observations and collections that led to his groundbreaking ideas on evolution by natural selection. The chronometer is valued at £200,000 ($268,810).

The UK government imposed the two export bans based on the recommendation of the Reviewing Committee on the Export of Works of Art and Objects of Cultural Interest. Its role is advising on whether a cultural object intended for export is a national treasure.
 

Authorities in the U.S. are intensifying a crackdown on criminal syndicates masterminding the illegal exports of stolen vehicles that are often hidden in containers. In the latest report, U.S. Customs and Border Protection (CBP) announced that it has intercepted 32 vehicles at the ports of Houston/Galveston since October 2024, preventing their illegal export to countries in the Middle East, West Africa, Central America, and South America.

The recovered vehicles, which ranged from luxury sedans to pickup trucks, were valued at over $3 million. They had arrived at the ports and would have been smuggled out of the country, hidden in containers.

CBP reports it flagged the vehicles for examination prior to exporting after officers identified discrepancies in export documentation. They conducted thorough examinations, uncovering vehicles reported as stolen from various locations across the U.S.

The agency said that the interception of the stolen vehicles is part of a broader initiative to combat transnational criminal organizations that exploit global trade routes for illicit activities. Stopping them from leaving the U.S. was critical in helping deter crime and safeguard the integrity of international commerce.

One of the 32 stolen cars intercepted before being exported from the port (CBP)

“These interceptions highlight the critical role CBP plays in protecting American communities and businesses from criminal activity,” said Thomas Mahn, Area Port Director. “Our officers are dedicated to ensuring that stolen property does not leave the country and that those responsible for these crimes are held accountable.”

CPB says that auto theft remains a rising concern in the U.S., a menace that has forced the agency to double its efforts to stop the illegal trade. The seizures are part of a wider crackdown that also targets narcotics, firearms, counterfeit consumer goods, illicit currency, and other contraband that violate U.S. export laws.

The interceptions come just two months after two Cuban nationals were arrested and charged over allegations of being involved in a large criminal ring linked to the exportation of stolen motor vehicles. Most of the vehicles were allegedly exported to Mexico through ports of entry in Hidalgo County and El Paso.
 

Australian expeditioners and scientists are set to return to the uninhabited and remote territories of Heard Island and McDonald Islands (HIMI) after more than two decades. The voyages that will take place aboard the RSV Nuyina are being described as critical for understanding the current state of the islands and ensuring protection from the threats of climate change.

The Australian Antarctic Program (AAP) announced that in September, the country’s icebreaker, the RSV Nuyina, will make a debut voyage to HIMI. The islands form part of the most undisturbed and dynamic ecosystems in the world and where the topography and weather are notoriously bad.

In December, the vessel will return to HIMI for a second voyage. In both voyages, the icebreaker will take expeditioners and scientists to check on the state of the islands’ flora and fauna and carry out marine science and surveys.

The vessel, which was plagued by commissioning issues, has also been criticized for sluggishness in conducting scientific missions. The organizers look to accelerate the deployment of the 160-meter (525-foot) long vessel that started construction in 2017 and was finally handed over in 2021. Mechanical issues, however, kept her out of service till 2023.

The two islands of Heard and McDonald are two of Australia’s most remote territories located in the southern Indian Ocean, some 4,000 kilometers south-west of the Australian mainland. Heard Island has been described as a land of fire and ice owing to the fact that it is home to Australia’s only active volcano and has 12 major glaciers carving through the landscape. Penguin and seal colonies dot its coastline.

Both islands have not been visited for more than two decades, with Australia now planning expeditions to conduct terrestrial and marine surveys that can help inform fisheries management and also undertake the mapping of the bathymetry (sea floor) around the islands. The missions will also involve conducting climate science to better understand glacial retreat and surveying the current status of threatened seabirds and seals.

On the seabirds and seals, the scientists will particularly want to know if the H5 bird flu, which has killed hundreds of thousands of seabirds and seals around the world, has reached HIMI. This is due to the fact that some affected animals have been found on the French Kerguelen and Crozet sub-Antarctic islands, which are only 450 kilometers from HIMI.

“Understanding the current status and trends of the wildlife, ecosystems and environment is essential for managing this unique world heritage area and marine reserve,” said Annette Dunkley, AAP Protected Areas and Species Director.

In the first voyage in September, Nuyina will sail to Heard Island for 10 days with a science team of seabird and seal ecologists and glaciologists. Another team will have the responsibility of setting up state-of-the-art reflectors around the island to improve satellite geo-positioning. In December, the vessel will return to HIMI for 25 days with a team that will focus on marine science and surveys of terrestrial ecosystems.

The two voyages come just months after Australia significantly expanded the marine reserve, placing almost 90 percent of the exclusive economic zone around HIMI under protection. Following the move in January, visitation is strictly controlled to limit human impacts and the possible introduction of non-native species.
 

PANAMA RISING

Panama is much in the news these days as the ownership battle between U.S. and Chinese interests over the key Panama Canal ports of Balboa and Cristobal drags on and Trump has threatened to fine Chinese ships transiting the Canal and calling on U.S. ports.

But the big story for us is the makeover taking place at the Panama Ship Registry, the world's largest by number of vessels. New General Director Ramón Franco is, to use his own words, "reinventing" the agency, purging it of old and disreputable vessels and focusing on "quality over quantity."

His goal? Make Panama the best registry in terms of excellence and return it to the Paris MOU's White List. The transformation, still ongoing, has been a huge success so far, and you can read all about it in this edition's Case Study and Executive Interview.

Our annual Training & Education edition features a number of key articles, notably News Editor Paul Benecki's survey of global maritime training centers titled "Leading the Way," which is exactly what educational institutions are supposed to do.

Sean Hogue and Chad Fuhrmann analyze the related topics of maritime software and artificial intelligence in their articles, "Charting the Course" and "Digital Sea Change," while futurist Sean Holt takes a hard look at ammonia as a viable alternative fuel in "Ambition Meets Reality."

Senior Editor Jack O'Connell got to interview Kathy Metcalf for his Executive Achievement column, and what a treat that was! Kathy recently stepped down as the long-time President & CEO of the Chamber of Shipping of America but, fortunately for all of us, remains as President Emeritus. A trailblazer in every sense of the word, Kathy has paved the way for women in a man's world for the last 51 years and is a great example for the next generation. You won't want to miss this one.

Jack also gives his "halftime" thoughts on the market at the midway point of the year in his Upgrades & Downgrades column, "Up, Up & Away!" (I guess we know which way he thinks the wind is blowing.)

Meanwhile, all-star columnists Erik Kravets and Allen Brooks were busy doing what they do best - getting to the bottom of things. In "The Sanctions Game," Erik provides a brilliant analysis of how Turkey acts as a legal conduit for Russian oil and everything else Russian while Allen, in "Maritime Revival?," uses the latest numbers from UNCTAD on the global shipbuilding industry to demonstrate the pressing need for renewal in U.S. maritime. And he sees encouraging signs.

Associate Editor Allan Jordan does the honors for our Ship Management feature, discussing its "Evolving Role" in a fast-changing maritime world and checking in on most of the world's major players. In "Open for Business, Pat Zeitler makes a compelling case for a new U.S. open registry based out of the Virgin Islands, and ports columnist Tom Peters offers his usual fine review – this time, of breakbulk ports - in "Bulking Up."

Rounding out this jam-packed edition is a fine essay by Paul Benecki on the rising state of U.S. maritime and the importance of the Jones Act workboat industry. Titled "Maritime's Moment in the Sun," it's a preview of the upcoming International WorkBoat Show in New Orleans in December and focuses on the SHIPS for America Act and other encouraging developments. Take a look - you won't be disappointed!

So that about does it for now. We hope you had a relaxing and enjoyable summer, and we thank you for your continued readership and support. See you around the dock! -- MarEx 

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

To read the latest edition of the magazine, go to The Maritime Executive July/August Ship Management Report.  To subscribe to the magazine, please go to https://www.maritime-executive.com/subscribe.

Efforts to lighten a bulker struck on the St. Lawrence River north of Montreal began on Friday morning, with the Canadian Coast Guard reporting it would take several hours before a refloating operation could be attempted. The bulker Federal Yamaska (37,153 dwt) grounded on Tuesday morning, August 12, and remained in position despite a previous effort to refloat the vessel.

Five tugs attempted on Wednesday to pull the 590-foot (180-meter) vessel free but were unsuccessful. The ship is to the south of the main shipping channel. The Canadian Coast Guard reported the vessel’s owner, Fednav, had submitted a new salvage plan that calls for the lightering operation. The vessel is loaded with sugar and was bound for Montreal.

The Canadian Coast Guard is standing by with anti-pollution capabilities. So far, they report no injuries or signs of pollution. They told CTV News that 3,200 tonnes of sugar will be offloaded. They are able to move approximately 400 tonnes per hour.

Tugs attempted to refloat the grounded bulker before they started the lightering operation (Canadian Coast Guard)

They were investigating the cause, but said on Tuesday they had been told that the vessel lost power and drifted into a position diagonal to the shipping lane. However, the lane remained open with restrictions.

Reports noted that the St. Lawrence River is at its lowest water level in 15 years. Canadian authorities acknowledged a lack of perception in southern Quebec for nearly a month, but said they do not believe that was the cause of the grounding. There are restrictions in place on the river between Quebec and Montreal, but the Coast Guard said the vessel complied with the rules regarding the loading of commercial vessels in this area of the river.

Another bulker went aground in a similar location in late December 2024. It, too, needed to be lightened before it could be refloated.

Activists from Greenpeace staged another demonstration this time to call attention to their demands for taxes on the fossil fuel industry and the dangers of global warming. They climbed a gas platform off the English coast and unfurled an artwork by Anish Kapoor.

The group reports seven experienced Greenpeace climbers boarded and scaled Shell’s Skiff gas platform located about 45 nautical miles off the English coast between Hull and Norwich. The platform went into production in 2000, jointly owned by Shell and Esso.

“Extreme weather is hitting close to home,” said Philip Evans, Senior Campaigner at Greenpeace UK. “The extraction of fossil fuels driving the climate crisis is often out of sight. This artwork is a visual gut-punch that makes visible the suffering and damage caused by the oil and gas industry right at the place where the harm begins.”

The group highlights that they used gas monitors and spark-free gear. They assert the climbers kept clear of the high-risk zones on the platform and were “following industry safety standards.”

Artists Anish Kapoor conceived the work which was a canvas covered with a red liquid to look like blood (© Andrew McConnell / Greenpeace)

Once in position on the platform, they installed a 12 x 8-meter (39 x 26-foot) canvas on one side of the structure. The activists then hoisted a high-pressure hose to the top of the canvas at a height of 16 meters (52 feet) above sea level. They pumped 1,000 liters of a mixture of seawater, beetroot powder, and non-toxic, food-based pond dye onto the canvas to simulate blood. Greenpeace reports the artist Kapoor conceived the piece titled Butchered for this action.

The group highlights the action came as parts of the UK are in the fourth heatwave of the summer, which has triggered health alerts. They also highlight worsening droughts hitting farmers and their crops, and record-breaking wildfires. They note the climate events have not been limited to the UK, as Europe is also experiencing record-breaking temperatures and massive wildfires in Spain. 

The group calls on the UK government to take action by placing new polluter taxes on oil and gas companies. They suggest a tax on fossil fuel extraction and taxes on shareholders in fossil fuel firms.

The group has frequently targeted Shell. In 2023, four protestors climbed aboard a Shell platform that was being transported to the North Sea and unfurled banners. Shell sued and settled with Greenpeace in December 2024 in an agreement that included a Greenpeace donation of £300,000 ($383,000) to the RNLI, a charity that provides lifeboat search and rescue, lifeguards, water safety education, and flood rescue around the UK. In addition, Greenpeace defendants agreed not to travel within 500 meters (1,640 feet) of three Shell sites in the North Sea for five years and another site for 10 years. Greenpeace boarded another Shell site in 2015 and has staged protests at the company’s refineries.