In a surprising move on Friday, August 22, the Trump administration took action against an 80 percent installed offshore wind farm being built by Denmark’s Ørsted and a subsidiary of BlackRock. The Department of the Interior’s Bureau of Ocean Energy Management ordered a “halt to ongoing activities related to the Revolution Wind project on the outer continental shelf (OCS) to allow time for it to address concerns that have arisen.”

Unlike previous orders, which stopped projects before construction commenced, Revolution Wind has been under construction since 2024. Ørsted reports that the project is 80 percent complete, with all its offshore foundations installed and 45 out of 65 wind turbines installed. Steel in the water started in May 2024, and the first turbine installation was completed in September.

The company says Revolution Wind is employing hundreds of local union workers both on and offshore and that approximately two million labor union hours have been spent on the project. The shore operations are at ProvPort and Quonset in Rhode Island, and State Pier in New London, Connecticut.

BOEM was vague in its reasoning, writing in the letter to Ørsted North America that it is “seeking to address concerns related to the protection of national security interest of the United States and prevention of interference with reasonable uses of the exclusive economic zone, the high seas and the territorial seas.” The letter signed by Acting Director of BOEM Matthew Giacona also refers to “concerns that have arisen” during its review under the President’s Memorandum of January 20 which directed agencies to review the industry.

“Ørsted is evaluating all options to resolve the matter expeditiously,” the company said in a statement confirming it was complying and taking steps to stop offshore activities. “This includes engagement with relevant permitting agencies for any necessary clarification or resolution, as well as through potential legal proceedings, with the aim being to proceed with continued project construction towards COD in the second half of 2026.”

In its statement, the company notes the project spent more than nine years in review and is fully permitted. It received approval of its Construction and Operations Plan in November 2023. 

Revolution Wind is located more than 15 miles south of Rhode Island and 32 miles southeast of Connecticut, with power contracts with both states. The nearest point of land is Martha’s Vineyard with the project approximately 12 miles southwest. Power was expected to start by the spring of 2026, and when the project is completed, it would generate a total of 704 MW, with 400 MW going to Rhode Island and 304 MW to Connecticut. Ørsted points out that the project is using the same turbine technology as South Fork Wind, which was completed as the first large, commercial offshore wind farm in the United States in 2024.

The stop work order pertains to all offshore activities on the OCS. The company can continue any emergency or safety work, as well as onshore activities. BOEM says the project may appeal this determination.

Ørsted said in its statement that it is considering “a range of scenarios, including legal proceedings.” The company is 50 percent owned by the Danish state, and just announced it was facing financial challenges due to the actions of the new U.S. government. It launched a rights offering to raise $9 billion from existing shareholders, which it is said is necessary to fund the construction work for another U.S. wind farm, Sunrise Wind, as well as completing Revolution Wind, after investors determined the risks are too great in the U.S. market based on the uncertainties raised by the Trump administration’s assault on wind energy.

Last year, Eversource sold its 50 percent interest in its partnership with Ørsted to Global Infrastructure Partners and its Skyborn Renewables fund. GIS was acquired last year by BlackRock to expand the group's investment in renewable energy and infrastructure, with BlackRock’s CEO, Larry Fink, reported to be a friend and supporter of Donald Trump.

This is the second time the administration has issued a stop work order on an offshore wind farm. In April, the Department of the Interior suspended licenses to Equinor just as offshore work was due to begin on the Empire Wind project off New York. The suspension lasted for a month and drew broad criticism, while there were reports of pressure, including from the Norwegian government, which owns Equinor. There were reports of a deal where New York State will permit an oil pipeline it was blocking in exchange for the lifting of the stop work order on Empire Wind. Equinor reported it would take a $1 billion impairment charge related to the impact of the U.S. actions on the project and the offshore wind industry. 

Last week, the Trump administration also announced a further review of the manufacture of wind turbines and their components. Trump has repeatedly said they are made in China, although none of the U.S. projects are using Chinese turbines. The Commerce Department was ordered to start a trade investigation citing national security concerns over the importing of components for wind energy projects. 

Experts point out that 40 percent of the components for wind energy projects come from Europe, while Mexico is supplying more than 30 percent of the material used in the construction. The Trump administration has said it will include aluminum and steel components for wind turbines in the 50 percent tariff on imports, and the new trade investigation could impose further tariffs on components. The administration has already suspended future licensing and revoked previous approvals. Trump has promised to “stop the windmills.”

 

The US Coast Guard arrested the master of a containership this week after the pilot guiding the ship to port reported the captain was exhibiting signs of intoxication. A field sobriety and breathalyzer test administered by the USC after the vessel docked found the captain was impaired more than six times the legal limit for commercial mariners.

The vessel, the MSC Jubilee IX, is a 108,770 dwt containership with a capacity of 8,800 TEU. The ship had arrived in the anchorage near Everett, Washington, coming from Busan, South Korea, with a stop in Vancouver, Canada. Built in 2008, the vessel, which is registered in Liberia, appears to have joined the MSC fleet in March 2025.

A Puget Sound pilot boarded the MSC Jubilee IX on August 20 to guide the ship to port in Seattle and reported to the US Coast Guard Sector Puget Sound that the vessel’s captain was exhibiting signs of intoxication. The pilot and first mate operated the vessel during the transit from an anchorage to Terminal 5 at the Port of Seattle without incident.

After the vessel docked, a Coast Guard boarding team and the Coast Guard Investigative Service boarded the ship and commenced a port state control examination. During the investigation, they administer the sobriety test.

The captain was arrested and transported to the King County Jail, where charges were referred to the King County Prosecutor for boating under the influence. 

The vessel was detained by the Coast Guard until a relief captain was identified and confirmed. The vessel was later cleared to resume operations and departed Seattle on August 22 for Prince Rupert, Canada, and a return trip to Yantian, China.

The incident is similar to a January 2024 arrest when the captain of another MSC containership, a Polish national commanding MSC Roshney V, was also detained after the pilot in Felixstowe in the UK also suspected the master was intoxicated. Tests revealed his blood alcohol level was nearly four times over the limit. The master pleaded guilty in a UK court and was given a suspended sentence and a small fine. He told the court he was sorry for his actions and that his career at sea was over.
 

 

The U.S. Coast Guard (USCG) is carrying out another major operation in its fight against drug cartels and human smuggling in the Eastern Pacific. Recent efforts in coordination with the U.S. Navy have already led to the seizure of over 13,000 pounds of cocaine and the arrest of 11 suspects.

Homeland Security announced that just days after the USCG embarked on Operation Pacific Viper with the deployment of large numbers of forces and warships to fight Latin American drug cartels, the results are evident. In a matter of days, the agency has hunted down, interdicted, and boarded several illegal vessels, resulting in seizures and arrests.

The first seizure happened on August 8 when the Legend-class cutter Hamilton interdicted a drug smuggling vessel south of Mexico, seizing over 4,000 pounds of cocaine and arresting three smugglers.

Three days later, the Navy guided missile destroyer Sampson was operating in the known drug trafficking corridor when she interdicted a smuggling boat. Sailors, together with USCG Law Enforcement Detachment officers onboard, identified the suspicious vessel, prompting the launch of MH-60R Sea Hawk helicopter and a rigid-hull inflatable boat to intercept it.

 

Destroying smugglers' boats (USCG)

 

The smuggling vessel attempted to flee with the traffickers trying to dump their cargo overboard before they were subdued, leading to the seizure of about 1,300 pounds of cocaine and the arrest of two suspects. Due to deteriorating seaworthiness and heavy seas, the smuggling vessel was left to sink.

In yet another case on August 16, USCG cutter Stone interdicted a smuggling vessel south of the Galapagos Islands, with officers disabling it by shooting its engine out from a helicopter. Three suspected drug smugglers were detained with over 3,500 pounds of cocaine being confiscated. The vessel was set on fire.

A day later, Stone carried out another interdiction, disabling the engine on a smuggler’s vessel with fire from a helicopter. It resulted in the arrest of three smugglers and the seizure of over 4,000 pounds of cocaine. The suspects arrested in the two cases are said to be Ecuadorian nationals.

Another seizure of nearly 3,000 pounds of cocaine occurred on August 19 after Stone yet again interdicted a smuggling vessel. On the same day, a boat launched from the Reliance-class medium endurance cutter Venturous seized over 750 pounds of cocaine that was jettisoned by a target of interest.

 

Seized cocaine on the deck of USS Sampson (Homeland Security)

 

“80 percent of illicit drug seizures occur at sea,” said Homeland Security Secretary Kristi Noem. The U.S. Coast Guard is surging maritime interdictions in the Eastern Pacific to stop the cartels and criminal organizations, cutting off drugs and human smuggling before it reaches American shores.”

Operation Pacific Viper is taking place while reports indicate that President Donald Trump has also ordered the deployment of three warships off the coast of Venezuela to intensify the fight against drug trafficking. 

Reuters is reporting that the Aegis guided-missile destroyers USS Graverly, John Dunham, and Sampson, and a contingent of 4,000 sailors and marines are designed to increase pressure on Venezuelan President Nicolás Maduro, for whom the U.S. is offering a $50 million reward for his arrest over his alleged links to cocaine trafficking.
 

 

The Port of Auckland in New Zealand is finally set to embark on major infrastructure expansion projects aimed at enhancing its competitiveness. It is proceeding after getting a government greenlight under a new law designed to cut red tape in the approval process for huge infrastructure and development projects.

Under the Fast-track Approvals Act, Auckland’s wharf expansion project has become the first mega project to be granted consent. The greenlight now allows New Zealand’s main import terminal to proceed with the implementation of the Bledisloe North and Fergusson North projects, as well as the construction of a cruise passenger terminal and other upgrades.

The consent was granted by an expert panel set up under the Act, which was introduced in Parliament in March last year and enacted in record speed as part of the coalition government’s plan for its first 100 days in office. The Act, which received Royal Assent in December and became effective in February, establishes a permanent fast-track regime that makes it easier and quicker for large projects to gain approvals. The decision came just 66 working days after the panel was convened.

“The Act helps cut through the tangle of red and green tape and the jumble of approvals processes that have, until now, held New Zealand back from much-needed economic growth,” said Chris Bishop, New Zealand Infrastructure Minister.

Having become the first to get approval under the act, the Port of Auckland will, starting next month, embark on implementing key projects that are critical to future growth. The Bledisloe and Fergusson wharves expansion forms the core of the projects that will not only allow berthing of larger containerships but also make Auckland a hub for cruise shipping.

The Bledisloe North wharf project will include a new reinforced concrete-piled wharf at the terminal, giving it enough depth for large cruise ships and RoRos. For Fergusson North, the project involves a wharf extension that will enable the port to handle 10,000 TEU ships in the future. Currently, the port can only handle ships with a 5,000 TEU maximum capacity.

Auckland has termed the projects as once-in-a-generation infrastructure that is needed to serve the city for decades to come, not only by making the port “big ship capable” but also by providing long-term fit-for-purpose infrastructure. In February, the port that is owned by the Auckland Council revealed it intends to invest NZ$120 to NZ$150 million (US$70 to $88 million) over the next three to four years in infrastructure expansion.  

“The Bledisloe North wharf extensions will enable larger cruise ships to berth, and increase New Zealand’s importing and exporting capacity,” said Bishop. The project will deliver lasting economic benefits by boosting the efficiency of a critical part of Auckland’s economy and supporting long-term growth.

Auckland’s infrastructure investments come when the port, the second largest after Port of Tauranga, is recording growth in container throughput to hit the 900,000 TEU mark in 2024.

The Auckland project was among a total of 149 projects on the fast-track list, with others involved in mining, power, and residential development, among others, being under consideration.
 

APM Terminals, the terminal operations for AP Moller-Maersk, has entered into an agreement with the authority overseeing ports on India’s east coast along the Bay of Bengal. Under the Memorandum signed in India on August 22, they plan to explore the development of ports to create an “Eastern Gateway” as part of India’s plan to expand trade.

According to officials, the agreement while help realize the vision of creating Andhra Pradesh as the logistics hub of the east. The region has more than 620 miles of coastline. The vision is to develop marine infrastructure such as ports, fishing harbors, and fish landing centers every 30 miles. 

The region is currently home to Visakhapatnam, a port city and industrial center, which is the third-largest port by volume in India and one of the country’s 12 major ports. However, it is mostly a bulker port with smaller container operations in the region. The coast currently hosts a total of 15 ports in eight coastal districts, with five operational non-major commercial ports and four green field projects, which will be operational by 2026.

Working with APM, the goal is to accelerate port and terminal development in the state. APM has expressed its intent as part of the MoU to invest approximately $1 billion to modernize ports and terminals. They will focus on the development of the Machilipatnam, Mulapeta, and Ramayapatnam ports and infrastructure. 

These are three of the ports currently being developed by the authority in the region. In June, the local authorities reported that Ramayapatnam Port was the most advanced with Phase 1 work nearly two-thirds (64 percent) completed. Both Machilipatnam and Mulapeta have completed more than 40 percent of their Phase 1 development.

APM is seen as a logical partner for the next phase of development, with the local officials noting that it is at the forefront of introducing advanced cargo handling technologies, promoting sustainable operations, and enhancing efficiency in container and bulk handling. APM Terminals has been present in India since 2004 and operates two key assets. The Gujarat Pipavav Port is located 152 nautical miles (10 hours steaming time) from Nhava Sheva in Mumbai. It was India’s first public-private port operation and has a capacity for 1.35 million TEU annually.

APM is also in partnership with India for the operations of APM Terminals Mumbai (Gateway Terminals India), which is the largest container facility in the country. Efforts are currently expanding its capacity above 2 million TEU annually.
 

Fire concerns and the potential for toxic, runaway fires spurred by lithium-ion batteries continue to weigh heavily on the shipping industry. Lynden’s Alaska Marine Lines has become the latest carrier to report it will no longer ship electric vehicles or plug-in hybrid electric vehicles due to the increased safety risk.

The company operates a vital cargo barge service across Alaska as well as to Hawaii. It is a vital connection for moving commercial freight and is used by Alaskans for shipping materials or to bring items from the “Lower 48.”

“Although we have previously shipped EVs and PHEVs, the increased complexity and fire risk associated with shipping large lithium-ion batteries on vessels at sea has caused us to reevaluate how to best keep our employees and equipment safe. While issues with lithium-ion batteries are infrequent, the inability to extinguish or contain this type of fire, especially while at sea, can lead to catastrophic results,” the company said in a customer statement released on August 12.

The new policy is effective immediately for Central Alaska, Western Alaska, and Hawaii. The company said it would continue to carry the vehicles for the next few weeks until September 1 for Southeast Alaska. The decision does not impact other hybrid vehicles, smaller electric recreational vehicles, e-bikes, and four-wheelers. Alaska Marine Lines said it will continue to reassess the ability to safely ship these vehicles as industry standards and safety procedures improve.

Alaska Public Media highlights that the restrictions will be especially hard for the Southeast, where electric vehicles are growing in popularity. It reports that the State of Alaska’s Alaska Marine Highway System and its ferries will continue limited transport of EVs. 

The ferry system limits just two EVs per trip, and a spokesperson told KCAW Alaska that special precautions are in place on the ferries. They have designated spaces with more area around the two spots for EVs, and each ferry carries two special fire blankets designed to smother EV battery fires. 

Alaska Marine Lines’ policy follows a similar decision announced by Matson in June. The carrier reported that its vessel from California to Hawaii and Guam would no longer transport EVs despite the precautions that it had put in place to control possible fires.

Similar policies have also emerged in Europe. Havila, for example, which carries cars on the Norwegian Coastal voyages, announced in 2023 that it was banning EVs and hydrogen vessels from its ships.
 

Equinor, one of the leading developers in the offshore and renewable energy industry, is not proceeding with its development projects in Australia, marking another setback for the developing industry. The Norwegian company had been working in Australia for the past few years and was positioned to be one of the first to develop a project.

Australia’s Energy Minister, Chris Bowen, said that Equinor and its Australian partner, Oceanex Energy, had been unable to agree on terms for the next phase of the development project. They had been selected by the government in February to receive a feasibility license to proceed with the research for the project, but according to Bowen, the company has decided to decline the license for the proposed Novocastrian Offshore Wind Farm.

Oceanex has spent years developing the plan and the local expertise for the project, which is one of the projects selected for the Hunter coast of New South Wales. The plan calls for a mega 2 GW floating wind farm located more than 12 miles offshore south of Newcastle. The proposed timeline expected construction to begin in 2028 and operations by 2031.

No official reason was given for the decision not to proceed, but it is being pointed out that Equinor has withdrawn from a number of projects both in Australia and elsewhere in recent months. Novocastrian was positioned according to Oceanex to be “at the forefront of deep-water deployment.”

Equinor had launched its partnership with Oceanex in 2022, citing the strong potential for offshore wind energy in Australia and the government’s strong desire to develop the industry. Oceanex is also developing offshore plans for the Illawarra and South Coast regions.

Equinor last month quietly withdrew from another project, its third in Australia, the Bass Offshore Wind Energy project. To be located near Tasmania in the Bass Strait, it calls for 70 to 100 turbines with a capacity of 1.5 GW. Equinor was working with the Australian company Nexsphere, which assumed full ownership of Bass from Equinor. Unlike Novocastrain, Bass has not yet been selected for a feasibility license.

Bowen said that Oceanex wants to continue to pursue the project, but it lacks the access to capital required. He believes that both Oceanex and Nexsphere will be shopping for new international partners.

The changing economics for offshore wind energy and the challenges of developing a new market have weighed heavily on Australia’s plans. Last month, Blue Float Energy, which is developing the plans for a Victoria offshore project, reported it was not proceeding. The plan calls for a 2 GW project for the Gippsland region, but reports said the company’s lead investor, Quantum Capital, determined the project was no longer commercially viable.

The changing economics have also challenged projects in other parts of the world. Ørsted recently announced it would not proceed with the Hornsea 4 project in the UK in its current proposed form. The company has also reported that it was unable to secure an investment partner in the United States for its Sunrise Wind project. It is planning to sell rights to its current shareholders to raise more than $9 billion, which will primarily be used to complete construction of the U.S. project. 

Bowen reiterated that the Australian government remains firmly committed to renewable energy. Analysts, however, question whether the government can meet its goals as the leading offshore projects have stalled before reaching feasibility and the final investment decision.
 

 

More than a week after the crew of the containership Marie Maersk reported smoking coming from containers, the fire is controlled but likely still burning. The ship has resumed sailing as it works to get additional help from shore in its efforts to extinguish the fire.

“One container, which has been flooded with water, still shows an elevated temperature while being under control,” reports a spokesperson for Maersk. “Marie Maersk is sailing slowly eastwards off the West African coast to meet another supply vessel with additional firefighting equipment which will be loaded onboard.”

The last AIS signal from the containership showed it sailing at more than 10 knots eastward into the Gulf of Guinea. It had been holding off Liberia on the West Coast during the first phase of the firefight. The ship was bound from Rotterdam to Malaysia and then China when the smoke was spotted on the morning of August 13. The ship initially moved closer to shore so that equipment and personnel could be brought out to aid the efforts.

An external firefighting team boarded the vessel on Tuesday, August 19. Maersk reports together with the crew of Marie Maersk, they have the fire under control, while it is still not completely extinguished. 

“The expert Crisis Response Team of Maersk remains in constant touch with the vessel crew, salvage operator, flag state authority, and classification society to take qualified decisions about the next steps,” the spokesperson told The Maritime Executive on August 22. The port of destination is “under contemplation,” with the goal of finding the best solution for the crew, Maersk’s customers and their cargo.

The ship has a rated capacity of just over 19,000 TEU, but it is unclear exactly how many containers are currently aboard and how many might be empties. Maersk says that due to the prevailing conditions in the affected cargo bays, it cannot confirm the exact impact of the fire on each container. The expectation is that the ship will be taken to a port of refuge to offload the damaged containers and ascertain the full extent of the damage.
 

[By: ALMACO]

Le Groupe ALMACO, a proudly Canadian subsidiary of ALMACO Group, today announced it has signed an over 100M CAD Engineering, Procurement and Construction (EPC) contract with Chantier Davie Canada Inc. (Davie), Canada’s premier shipbuilder, for the outfitting of the Polar Max Icebreaker – a flagship project under the National Shipbuilding Strategy (NSS) and a cornerstone of the Canadian Coast Guard’s (CCG) future fleet. The move supports Le Groupe ALMACO and Davie’s shared vision of building local capabilities and fostering long-term industrial growth in the Canadian marine sector.

Polar Max: a Unique Project Executed Across Continents
The execution plan for Polar Max is a truly international collaboration between Davie and ALMACO, spanning both Canada and Finland. The hull will be constructed at Davie-owned Helsinki Shipyard, with Le Groupe ALMACO delivering interior accommodation spaces and other essential areas during this stage. In parallel, in Québec, Davie’s skilled shipbuilders and Le Groupe ALMACO will lead the design, procurement, and fabrication of the 1,400-ton superstructure – the top part of the ship.

This dual-build approach not only leverages expertise across two continents but also accelerates the project timeline by allowing major work to proceed simultaneously in both locations and guarantee the timely delivery of the ship to the Government of Canada. Once the hull is transported from Finland to Canada, the superstructure will be integrated at Davie’s facility in Lévis, Québec. This approach follows a proven process, successfully used for the delivery of Combat Support Ship (CSS) Asterix to the Royal Canadian Navy (RCN). Work on the superstructure begins in late summer, with final integration and vessel delivery to Canada by 2030.

Expanding ALMACO Group’s Presence in Québec
To support the Polar Max project and to create a long-term presence, ALMACO is expanding its operations in Canada. ALMACO set up operations in Québec already in 2022 and will open a new Le Groupe ALMACO office in Québec City in September 2025.

Québec’s role in the Polar Max program further reinforces its position as a global shipbuilding hub, recognized for innovation, technical excellence, and a highly skilled workforce. In delivering the project, Davie and ALMACO intend to collaborate extensively with subcontractors across Québec and Canada’s broader shipbuilding industry, ensuring that expertise and economic benefits are shared nationwide. As part of this effort, ALMACO’s role in the Polar Max will generate new jobs in Québec, creating opportunities for local talent and driving long-term growth in the province’s advanced marine sector.

The company has launched a major recruitment program, combining the know-how of ALMACO’s Europe-based employees with the skills of Canadian professionals. Le Groupe  ALMACO is committed to employing local talent in all functions – from engineering and project management to manufacturing and other roles.

A Shared Commitment to Canada’s Maritime Future
“Working with Davie again is a proud moment for us,” said Vilhelm Roberts, Executive Chairman of the Board and Co-owner of ALMACO Group. “We’ve maintained a close relationship with their team ever since the Asterix Project, and this new contract confirms our shared ambition to deliver world-class vessels while growing local expertise and capacity. We’re not just outfitting a ship—we’re helping to build the future of Canadian shipbuilding together.”

“Polar Max is a once-in-a-generation project that demands the very best from every partner involved, said Davie co-owner and CEO, James Davies. “Our work with ALMACO on Asterix proved that when we combine their world-class expertise with Canadian ingenuity, we deliver faster, better and with greater impact. This is a lasting partnership which will not only help deliver Polar Max on time and to the highest standard – it will also create jobs and develop skills and industrial capability here in Canada.”

Davie is a key player in Canada’s National Shipbuilding Strategy. ALMACO is honoured to support this important national initiative and looks forward to continuing its collaboration with Davie on Polar Max, and beyond.

“This is great news that ALMACO has chosen Québec to expand its activities and partner with Davie on the Polar Max Icebreaker project. The National Shipbuilding Strategy continues to generate exciting opportunities for Canada’s shipbuilding industry, creating high-value jobs and strengthening our economy while advancing shipbuilding expertise in Québec and across the country,” said the Honourable Mélanie Joly, Minister of Industry and Minister responsible for Canada Economic Development for Québec Regions.

“The Polar Max project is an excellent example of how Canadian industry and international partners can collaborate to deliver world-class capabilities while creating good-paying jobs here at home. With ALMACO expanding its footprint in Québec, we can expect more skilled jobs, greater shipbuilding expertise, and a stronger, more resilient Canadian marine sector. As a key project under the National Shipbuilding Strategy, the Polar Max icebreaker will contribute to a more modern, capable Canadian Coast Guard fleet and secure long-term economic growth and shipbuilding capacity for our country,” said the Honourable Stephen Fuhr, Secretary of State for Defence Procurement, Canada.

“Davie’s leadership in the Polar Max project is a powerful driver of economic growth for Québec,” said Christopher Skeete, Minister for the Economy. “The collaboration between Davie and the ALMACO Group will generate business opportunities in both jurisdictions’ naval sectors. It will also consolidate Québec’s position as a shipbuilding hub, while recognizing the strategic importance placed on the Arctic in the 21st century.”

A Trusted Partnership Renewed
The Polar Max project represents a significant milestone in the long-standing collaboration between Davie and ALMACO Group. Their previous partnership to deliver the CSS Asterix to the Royal Canadian Navy in 2017 created lasting impact on the Canadian and international maritime industries. The Polar Max contract highlights the trust and shared commitment to delivering top-tier marine outfitting and advancing shipbuilding excellence in Canada.

Introducing Mobile Cabin Factory for Modular Cabins
A local “cabin factory” will be established in Québec. This facility, a first of its kind in Canada, will allow Le Groupe ALMACO to produce pre-fabricated modular cabins on site, significantly improving project logistics, efficiency, and quality assurance. The move supports Le Groupe ALMACO and Davie’s shared vision of building local capabilities and fostering long-term industrial growth in the Canadian marine sector.

[By: Witherby Publishing Group]

Capt. Iain Macneil MNM and Kat Heathcote Macneil MBE return to their roots with the announcement of a new CBT Joint Venture initially focussing on the burgeoning Maritime Security Sector. Witherby Publishing Group's owners are delighted to announce the signing of an exclusive MoU between themselves and Steve Richards and Cathy Wallwork of VIRSEC.

Capt. Macneil, CEO of Witherbys and original founder of Seamanship International said, "while it's been a while since we stepped away from CBT creation to focus on our takeover of Witherbys and expanding that portfolio of technical, operational and compliance guidelines, I always felt we may well return to the CBT sector under the right circumstances. We have been extremely impressed with VIRSEC and indeed, as part of my own re-qualification as Master Unlimited in 2024, I used their online STCW Ship Security Officer (SSO) course: while onboard ship, in my own time, at a pace that suited me, prior to successfully completing an online examination to receive an MCA Approved Certificate. Since then we have looked more closely at the company and its owners and feel their style and values align with our own. Their sharp focus on their area of expertise and their accreditation from bodies such as the MCA and ABS makes them the ideal partner, and we very much look forward to adding our maritime expertise to their undoubted security and course creation skills. With an initial focus on security aspects such as: Port Security, Drug Trafficking, Piracy and Armed Robbery, Cyber Security, Stowaways and Distressed People in Small Boats, it is our intention to specialise in the training required for compliance and certification before expanding the portfolio in support of STCW, SOLAS, MARPOL and the ISM Code.

Our last foray into CBT was the highly successful internal competence management system developed for Shell, and we are really pleased to be moving back into this area alongside this excellent small company.”

Steve Richards, Operations Director at VIRSEC added: “We are really excited to be working with Witherbys on this Joint Venture and view this as a unique opportunity to transform how maritime professionals access and experience training. Witherbys’ integrity and heritage, combined with VIRSEC’s focus on practical, quality-led training, will enable us to create courses that are not only compliant, but also engaging, flexible and future-ready. Our shared vision is to empower seafarers and maritime organisations with the knowledge and confidence to operate safely and securely in an increasingly complex world.”

August has marked what many hope will be a turning point and the start of a new beginning for New Zealand’s KiwiRail and its troubled interisland ferry service. It reports that the previous iReX ferry program has been brought to a close with a final settlement with the shipyard, and this week it retired its oldest vessel as the first step in the modernization program.

The company provides a vital passenger and freight operation running RoRo ferries between the North and South islands. According to company data, each year it moves US$8.5 billion in freight, making more than 4,000 crossings. The company says it transports nearly 800,000 passengers and 250,000 cars annually on three vessels, the oldest of which was built in 1988, while the others were built in 1995 and 1998. 

With government support, in 2020, it announced plans for two much larger ferries to enter service in 2025 and 2026. Each would have been 50,000 gross tons with a capacity for more than 1,900 passengers, versus the current ships, which have a maximum capacity of 650 passengers. They would also have accommodated 650 passenger cars versus the current 250. Contracts were signed in 2021 with Korea’s Hyundai Mipo Dockyard to build the vessels, which were to be hybrids with battery-electric power.

A new government elected in 2023 was critical of the project and reported it was canceling funding in part due to runaway cost estimates. KiwiRail terminated the order and began settlement negotiations with Hyundai Mipo. Last week, it was reported that a final settlement was completed at a cost of NZ$144 million (US$84.6 million). Along with a previous payment, KiwiRail reports the total cost was NZ$222 million (US$130 million) to Hyundai Mipo and an additional NZ$449 million (US$264 million), including costs of landside infrastructure.

“Doomsayers said cancelling the contract would cost the taxpayer the full NZ$551 million contract value, but these are some of the same people who accepted Project iReX ballooning from NZ$1.45 billion when approved in 2021 to Treasury warning it was on course to NZ$4 billion in 2023 thanks to eyes-bigger-than-their-mouths ambitions and absentee management,” said Ministers Nicola Willis (Finance) and Winston Peters (Foreign Affairs), in a joint statement on the settlement agreement.

They contend that there was not sufficient consideration given to the port infrastructure requirements for the two massive ferries. After winning the election, they allege they were confronted with “billion-dollar blowouts” due to the mismanagement by the prior government of the infrastructure projects.

“KiwiRail remains focused on working with Ferry Holdings Limited and the port companies to deliver two new rail-enabled ferries and the required infrastructure upgrades in Wellington and Picton by 2029. We’re looking forward to ensuring the safe and smooth transition of the new fleet into service for our people and customers when the time comes,” said Jason Dale, KiwiRail Chief Financial Officer.

The service has also experienced breakdowns, reports of poor maintenance, and management issues. In 2023 regulators said they would prosecute the company over maintenance issues which caused one of the vessels to black out during its crossing. In 2024, another one of the ferries went aground departing port with the investigation saying the crew did not know how to turn off the autopilot.

This week, the company began its plan by officially retiring the Aratere after its final sailing on August 18, a three-hour crossing between Picton and Wellington. The retirement of the vessel, which had been commissioned in 1999, is designed to permit the development of new port infrastructure. Aratere was the company’s only rail-enabled ferry, meaning freight cars were moved to the vessel and across the Cook Strait.

Aratere’s wharf in Picton is due to be demolished later this year as part of the new ferry project. Aratere required specialized wharf infrastructure to load and unload, including integrated rail tracks, so it cannot use Interislander’s other berths. Until the new ferries are delivered, freight will have to be transferred into trailers and trucks for the trip between the islands.

The ferry was laid up in Wellington with KiwiRail reporting it is considering options for its sale with a shipbroker. It says the plans for the new ferries are on schedule. Due for delivery by 2029, they will be larger, replacing all three current ships, and will reintroduce rail freight capabilities to the route.
 

The Australian Transport Safety Bureau (ATSB) is investigating the circumstances around an incident where a larger bulker lost power and drifted dangerously close to Newcastle. It will be looking for critical safety issues, and if they are identified, the ATSB will immediately notify the operators of the ship and the port, and other relevant parties, so that appropriate and timely safety action can be taken.

The incident began on the morning of July 30 when the Marshall Island-registered bulker Basic Victory was holding offshore awaiting its berth. Newcastle is one of the busiest ports in Australia, reporting that it handles over 4,400 ship movements each year. Over 152 million tonnes of cargo are handled annually at the port.

The bulker, which was built in the Philippines in 2021, was about 20 miles off the Port of Newcastle while waiting to berth when it reported around 8:00 a.m. local time that its main engine had failed. The ship was drifting towards the coastline north of Newcastle and by about 1730 that afternoon had closed to within three miles of the nearest land. 

The ship’s master reported the propulsion failure to Newcastle vessel traffic service and, as they were drifting close to shore, requested permission to anchor. Shortly afterward, the crew succeeded in restarting the main engine and the ship steamed clear of the coastline.

After the ship had berthed in Newcastle on August 7, ATSB reports its investigators boarded the ship for an inspection and to collect evidence, including interviewing the master and crewmembers. They also obtained recorded data and documentary evidence. 

After repairs were completed, the Basic Victory sailed from Australia on August 9. The vessel is at sea bound for Japan, where it is due to arrive next week.

Australia has a reputation for its enforcement of safety regulations and detailed inspections of ships. The Australian Maritime Safety Administration has administered bans on ships that are repeat violators or have failed to undertake proper repairs and maintenance.
 
 

Advocates for the Philippine community report that U.S. Customs and Border Protection (CBP) is continuing its enforcement efforts, rapidly deporting individual crewmembers off cruise ships that it says have violated their work visas. This comes as the Trump administration confirmed on Thursday, August 21, that it was expanding its review of all current U.S. visas and specifically suspending work visas for foreigners as commercial truck drivers.

The Pilipino Workers Center (PWC) reports CBP officers once again met the Carnival Cruise Line ship Carnival Sunshine last Sunday, August 17, when the ship returned to Norfolk, Virginia, from its weekly cruise. Four Filipino crewmembers out of a crew of over 1,000 people were reportedly taken into custody, removed from the ship, placed in a hotel under guard overnight, and flown out of the United States the following day.

The advocacy groups contend that the crewmembers are being “fast-tracked” for deportation with no legal process. They said no evidence, no charges, and no hearings are being conducted. Instead, the crewmembers are told they must sign deportation paperwork or face the potential of a $250,000 fine or jail time. As part of the deportation, they are also barred from returning to the United States for 10 years.

The group reports the four crewmembers taken into custody on Sunday were told they were being targeted because they participated in an online chat group that had links to child pornography. No evidence was presented, and the group says all four individuals denied the allegations.

The groups report that 28 crewmembers from the Carnival Sunshine have now been removed from the ship and deported since the crackdown began this spring. Over 100 crewmembers from various cruise ships around the United States, all holders of valid crew visas for work on commercial vessels, have been deported.

CBP confirmed the actions to 13News Now in Virginia, saying that the individuals were “found inadmissible and were denied entry into the United States,” as part of “ongoing cruise vessel operations” where immigration law is being enforced. The Pilipino Workers Center reports it is speaking with the Philippine government about the matter.

The U.S. State Department confirmed on Thursday that it is reviewing what it said are 55 million U.S. visas, looking for any violations that could lead to deportation. Associated Press noted there are 12.8 million foreigners with residency papers known as a “Green Card” and an additional 3.6 million people in the U.S. on visas. It believes the remainder of the 55 million figure is outstanding multi-entry visas where the people are not currently in the country. 

Secretary of State Marco Rubio posted online that as part of the review, his department was suspending visas for commercial truck drivers. He wrote that foreigners operating large tractor-trailer trucks endanger American lines and undercut American truck drivers. The Trump administration has already increased rules to ensure English language competency for commercial truck drivers. 

A portion of the drivers now being targeted are the ones who move containers from the U.S. ports and around the country. Advocates highlight an existing shortage of drivers and the potential to further impact supply chain operations.
 

 

The Royal Navy has tracked a Russian destroyer and two accompanying vessels through the English Channel, its latest mission to keep an eye on Russia's frequent naval movements in British waters.

The mission began when patrol ship HMS Trent picked up the trail of the Russian destroyer Vice Admiral Kulakov off Great Yarmouth. On August 10, Trent was seen following Kulakov westbound through the English Channel, bracketed by a steady stream of "shadow fleet" tankers. Ship spotter Dover Strait Shipping identified more than a dozen Russia-linked tankers passing through during a 24-hour time period around Kulakov's transit. 

Clockwise from upper left: Skobelev, Sparta, Vice Admiral Kulakov, HMS Trent (Royal Navy)

Kulakov continued onward to waters off Ushant, where the destroyer met up with the Russian military ro/ro cargo ship Sparta, a well-known and heavily-sanctioned vessel. AIS data suggests that Sparta was on a return voyage from the former Russian naval base at Tartus, where Russian forces have been demobilizing equipment. The tanker General Skobelev - often used by Russian forces as a fleet oiler - was sailing with Sparta and joined the convoy. Together, they turned and headed eastbound to go back through the channel. After a brief pause in Lyme Bay, off Britain's southern coast, they made the transit into the North Sea, then north to the Kattegat and into the Baltic. 

Sparta (green) and General Skobelev (red) on the long voyage from the Eastern Mediterranean to the Baltic (Pole Star)

HMS Trent followed Kulakov throughout the round-trip voyage through the English Channel, according to the Royal Navy, as is standard practice when Russian warships transit UK waters. 

Vice Admiral Kulakov is an Udaloy-class antisubmarine warfare destroyer, built to challenge the U.S. Navy's sub fleet in the late years of the Cold War. She was commissioned in 1981, entered a refit period in 1991, and returned to active duty 19 years later. A dedicated antisubmarine warfare platform, Kulakov carries a missile-launched torpedo system as her primary weapon, not a purpose-built anti-ship missile system.  

 

A semi-autonomous barge has spilled fuel oil into a canal near Antwerp, prompting a cleanup operation and temporarily shutting down marine traffic on the waterway. 

On Tuesday evening, the barge River Drone 4 passed through the Olen lock complex on the Albert Canal. Soon after, it began to leak fuel, and it released an estimated 10,000 liters into the water before the leak stopped. 

Antwerp's municipal water utility draws drinking water from the canal, downstream of the spill site, and the city's mayor told Belgian broadcaster VRT that the damage from fuel contamination in the water system would be "incalculable." Luckily, the Olen lock complex was between the spill and the city, and there was no risk of transfer across the lock (so long as it remained out of operation). The waterway was closed, both to enable cleanup and to keep the lock complex shut. 

A marine services company responded to the scene and began removing the fuel slick, first by containing it and then by absorbing it with sorbent booms. Work proceeded through the night, and marine traffic resumed at 1400 hours on Wednesday. 

The Mars Food factory in Olen - which makes prepackaged rice for the Ben's Original label - temporarily shut down production because of the strong fumes from the spill. "To protect our employees and products from the odor, we preemptively halted all production," spokesperson Kathy Heungens of Mars Food told VRT. 

The vessel itself reportedly sustained a puncture in a fuel tank above the waterline while transiting the Olen lock, Mayor Gebruers told HLN, and it should be easily repaired. The circumstances of the leak are under investigation, and the master of the barge has been questioned by Belgian authorities.

River Drone 4 is a 3,800-tonne inland barge with semi-autonomous capability, according to operator Naval Inland Navigation. Naval's fleet is fitted for remotely controlled navigation with the use of SEAFAR technology, a system that allows an offboard crew to operate the vessel from a shore control center. It is not yet established whether the vessel was being operated by an onboard master or an offboard control operator at the time of the spill.

Last December, sister vessel River Drone 5 had a collision with another inland vessel near Rotterdam. At the time of that collision, River Drone 5 was under the control of the onboard master, not Seafar's navigation system.  

Top image: Barge traffic on the Albert Canal (Michielverbeek / CC BY SA 3.0)

[By: Elomatic]

Elomatic, an international consulting and engineering company, has successfully completed the installation of its patented Elogrid™ tunnel thruster technology on the 10,000 GT special purpose research vessel, the METEOR IV, built by the MEYER FASSMER spezialchiffbau consortium.

As part of a joint venture between FASSMER and MEYER Group, the 125-meter research vessel is being constructed for the German Federal Ministry of Education and Research (BMBF), to support their worldwide multifunctional and interdisciplinary projects, with a focus on climate and environmental research within the Atlantic. 

This contract marks another milestone in the adoption of Elomatic’s Elogrid tunnel thruster solution as it continues to be selected as part of innovative newbuild projects, engaging the versatility of Elomatic competences. All previously installed applications were as part of retrofit projects on existing vessels to provide immediate benefits in fuel consumption reduction and thrust increase. For the METEOR IV project, the thrust increase was the main objective, which is why MEYER FASSMER Spezialschiffbau selected the Elogrid solution, to improve the vessel’s dynamic positioning capability to support their mission profile, while also reducing fuel consumption.  

Elogrid is an energy saving technology which is designed to maximize side thrust force to enhance maneuverability, whilst unlocking new levels of performance, efficiency, and sustainability. The Elogrid technology is predicted to reduce fuel consumption ranging from 1% to 4% per vessel in normal operating conditions. It achieves this by reducing flow entry into the bow thruster tunnels at cruising speeds. Elogrid blades are designed to improve side thrust when tunnel propellers are in use, resulting in a 5-8% increase in side thrust compared to operation without grids. 

Jari Yli-Tolppa, Vice President Shipowner Services, said: “Our collaboration with MEYER FASSMER Spezialschiffbau marks a significant step forward in the development of the Elogrid solution. The METEOR IV project is a prime example of how the Elogrid solution can be incorporated into the initial design phase of a vessel, establishing a blueprint for future new build projects, to support ship owners that are looking to improve their vessel’s performance, increase efficiencies, as well as reduce their carbon footprint.”  

Jan Oskar Henkel, Managing Director, FASSMER, said: “Our collaboration with Elomatic allows us to meet the specific performance requirements for the METEOR IV’s dynamic positioning capability. The Elogrid technology enhances the vessel’s performance while contributing to efficient operations.” 

[By: ABS Wavesight]

ABS Wavesight™, the ABS-affiliated maritime Software-as-a-Service company, announces the appointment of Captain Stephen (Steve) Bomgardner as Chief Customer Officer (CCO).

Captain Bomgardner brings more than 23 years of maritime leadership experience encompassing operations, regulatory compliance and environmental innovation. Most recently, he served as Vice President of Shipping & Offshore Solutions at Pole Star Global, where he directed strategic growth initiatives and oversaw the integration of advanced vessel analytics into established tracking platforms.

“Steve’s extensive expertise and proven leadership in delivering customer-centric solutions will be instrumental as we continue to strengthen our client relationships and drive measurable outcomes,” said Staci Satterwhite, Chief Executive Officer of ABS Wavesight. “His appointment underscores our commitment to ensuring that customers realize the full value of our technology.”

“I’m honored to join ABS Wavesight at such a pivotal time in its growth,” said Captain Bomgardner. “With decades of maritime experience, I’m excited to help strengthen our customer relationships and deliver innovative solutions that support operational excellence across the industry.”

Prior to his tenure at Pole Star Global, Captain Bomgardner led global commercial development for real-time emissions monitoring technologies and held senior regulatory roles with the Bahamas Maritime Authority (BMA) and the Liberian International Ship & Corporate Registry (LISCR). At LISCR, he established and managed the Offshore & Gas Technology Department, supporting the rapid expansion of offshore fleets and serving clients operating drillships, rigs, and FPSOs.

Captain Bomgardner’s career began with 15 years in offshore drilling operations aboard some of the industry’s most advanced vessels. He holds a Bachelor of Science in Marine Transportation from Texas A&M University and a Master of Business Administration from Georgetown University.

As Chief Customer Officer, Captain Bomgardner will lead ABS Wavesight’s customer success strategy, focusing on enhancing client engagement, retention, and value realization.

[By: Le Groupe ALMACO]
 
 
Le Groupe ALMACO, a proudly Canadian subsidiary of ALMACO Group, today announced it has signed a $105M Engineering, Procurement and Construction (EPC) contract with Chantier Davie Canada Inc. (Davie), Canada's premier shipbuilder, for the outfitting of the Polar Max Icebreaker – a flagship project under the National Shipbuilding Strategy (NSS) and a cornerstone of the Canadian Coast Guard's (CCG) future fleet. The move supports Le Groupe ALMACO and Davie's shared vision of building local capabilities and fostering long-term industrial growth in the Canadian marine sector.

Polar Max: a Unique Project Executed Across Continents

The execution plan for Polar Max is a truly international collaboration between Davie and ALMACO, spanning both Canada and Finland. The hull will be constructed at Davie-owned Helsinki Shipyard, with Le Groupe ALMACO delivering interior accommodation spaces and other essential areas during this stage. In parallel, in Québec, Davie's skilled shipbuilders and Le Groupe ALMACO will lead the design, procurement, and fabrication of the 1,400-ton superstructure – the top part of the ship.

This dual-build approach not only leverages expertise across two continents but also accelerates the project timeline by allowing major work to proceed simultaneously in both locations and guarantee the timely delivery of the ship to the Government of Canada. Once the hull is transported from Finland to Canada, the superstructure will be integrated at Davie's facility in Lévis, Québec. This approach follows a proven process, successfully used for the delivery of Combat Support Ship (CSS) Asterix to the Royal Canadian Navy (RCN). Work on the superstructure begins in late summer, with final integration and vessel delivery to Canada by 2030.

Expanding ALMACO Group's Presence in Québec

To support the Polar Max project and to create a long-term presence, ALMACO is expanding its operations in Canada. ALMACO set up operations in Québec already in 2022 and will open a new Le Groupe ALMACO office in Québec City in September 2025.

Québec's role in the Polar Max program further reinforces its position as a global shipbuilding hub, recognized for innovation, technical excellence, and a highly skilled workforce. In delivering the project, Davie and ALMACO intend to collaborate extensively with subcontractors across Québec and Canada's broader shipbuilding industry, ensuring that expertise and economic benefits are shared nationwide. As part of this effort, ALMACO's role in the Polar Max will generate new jobs in Québec, creating opportunities for local talent and driving long-term growth in the province's advanced marine sector.

The company has launched a major recruitment program, combining the know-how of ALMACO's Europe-based employees with the skills of Canadian professionals. Le Groupe ALMACO is committed to employing local talent in all functions – from engineering and project management to manufacturing and other roles.

A Shared Commitment to Canada's Maritime Future

"Working with Davie again is a proud moment for us," said Vilhelm Roberts, Executive Chairman of the Board and Co-owner of ALMACO Group. "We've maintained a close relationship with their team ever since the Asterix Project, and this new contract confirms our shared ambition to deliver world-class vessels while growing local expertise and capacity. We're not just outfitting a ship—we're helping to build the future of Canadian shipbuilding together."

"Polar Max is a once-in-a-generation project that demands the very best from every partner involved, said Davie co-owner and CEO, James Davies. "Our work with ALMACO on Asterix proved that when we combine their world-class expertise with Canadian ingenuity, we deliver faster, better and with greater impact. This is a lasting partnership which will not only help deliver Polar Max on time and to the highest standard – it will also create jobs and develop skills and industrial capability here in Canada." 

Davie is a key player in Canada's National Shipbuilding Strategy. ALMACO is honoured to support this important national initiative and looks forward to continuing its collaboration with Davie on Polar Max, and beyond.

"This is great news that ALMACO has chosen Québec to expand its activities and partner with Davie on the Polar Max Icebreaker project. The National Shipbuilding Strategy continues to generate exciting opportunities for Canada's shipbuilding industry, creating high-value jobs and strengthening our economy while advancing shipbuilding expertise in Québec and across the country," said the Honourable Mélanie Joly, Minister of Industry and Minister responsible for Canada Economic Development for Québec Regions.

"The Polar Max project is an excellent example of how Canadian industry and international partners can collaborate to deliver world-class capabilities while creating good-paying jobs here at home. With ALMACO expanding its footprint in Québec, we can expect more skilled jobs, greater shipbuilding expertise, and a stronger, more resilient Canadian marine sector. As a key project under the National Shipbuilding Strategy, the Polar Max icebreaker will contribute to a more modern, capable Canadian Coast Guard fleet and secure long-term economic growth and shipbuilding capacity for our country," said the Honourable Stephen Fuhr, Secretary of State for Defence Procurement, Canada.

"Davie's leadership in the Polar Max project is a powerful driver of economic growth for Québec," said Christopher Skeete, Minister for the Economy. "The collaboration between Davie and the ALMACO Group will generate business opportunities in both jurisdictions' naval sectors. It will also consolidate Québec's position as a shipbuilding hub, while recognizing the strategic importance placed on the Arctic in the 21st century."

A Trusted Partnership Renewed

The Polar Max project represents a significant milestone in the long-standing collaboration between Davie and ALMACO Group. Their previous partnership to deliver the CSS Asterix to the Royal Canadian Navy in 2017 created lasting impact on the Canadian and international maritime industries. The Polar Max contract highlights the trust and shared commitment to delivering top-tier marine outfitting and advancing shipbuilding excellence in Canada.

Introducing Mobile Cabin Factory for Modular Cabins 

A local "cabin factory" will be established in Québec. This facility, a first of its kind in Canada, will allow Le Groupe ALMACO to produce pre-fabricated modular cabins on site, significantly improving project logistics, efficiency, and quality assurance. The move supports Le Groupe ALMACO and Davie's shared vision of building local capabilities and fostering long-term industrial growth in the Canadian marine sector.
 

On the same day, the United States and the United Kingdom each announced moves sanctioning more facilitators of the Iranian oil trade. Both countries highlighted in their independent statements that Iran continues its actions across the Middle East and uses the oil trade to fund its efforts and supports its proxies.

In a rare concurrent move by the U.S. Departments of Treasury and State, they are targeting international facilitators of the trade. Under the new Trump administration, the U.S. has sought to extend its efforts from directly in Iran to those facilitating the trade internationally. While the administration has not yet used its favored weapon of tariffs, it is increasingly sanctioning Chinese entities for their involvement in the trade, as well as tanker operators and networks involved in the sale and distribution of Iranian oil.

The State Department launched its fourth round of sanctions targeting China-based terminal operators. Previous rounds targeted so-called teapot refineries, smaller independent operators in China. In today’s announcement, State says it is “taking more aggressive action to stem the flow of revenue” that Iran uses to support terrorism. It says China’s terminals are facilitating the import of millions of barrels of Iranian-origin oil onboard U.S.-designated tankers.

One of the sanctioned operators is in the Dongjiakou Port area of Shandong Province (Qingdao Port Haiye Dongjiakou Oil Products Co./DJK Oil Products), which State says operates multiple crude oil and product berths as well as storage facilities. The company is reported to have imported at least 65 million barrels of Iranian-origin oil by numerous show vessels since December 2024. 

Yangshan Shengang International Petroleum Storage and Transportation Co., a China-based crude oil terminal and storage operator in the Yangshan Port Area of China’s Zhejiang Province, is also being sanctioned. The U.S. cites at least six shipments of Iranian oil totaling over four million barrels. The terminal is also linked to port calls by sanctioned tankers.

The Treasury Department is imposing sanctions on a Greek national, Antonios Margaritis, and his network of companies. The U.S. contends Margaritis’s shipping network has facilitated the transport of Iranian oil and petroleum products for many years. As part of its actions, Treasury is also listing nearly a dozen vessels linked to Margaritis’ network, as well as others from operators ranging from the UAE to Hong Kong and the Marshall Islands.

The UK also announced today, August 21, that it was following the U.S. and the EU, which have already sanctioned Hossein Shamkhani, the son of a top political advisor to the Supreme Leader of Iran. The U.S. in July mapped out an elaborate network run by Shamkhani, facilitating oil trading for Iran and Russia and leveraging his father’s political ties. The EU also added Shamkhani as the director of UAE-based Admiral Shipping to its list of sanctions. 

The UK added Shamkhani, citing his network as supporting Iran’s efforts in the Middle East. With this addition, the UK highlighted that it has sanctioned more than 450 Iranian individuals and entities in response to the regime's human rights violations, nuclear weapons program, and its influence and support of proxy networks.
 

The Turkish government has reportedly taken steps to suspend trade with Israel and stop the movement of ships between the two countries, as well as possibly international shipping with an Israeli connection. The full extent of the moves is unclear pending official government statements, but it comes after the Houthis made it clear they were tracking shipping between the countries.

Officially, Turkey said it had suspended trade with Israel more than a year ago in May 2024, but both reports from Bloomberg and Reuters have tracked ongoing trade. Turkish ships have also been used to transport aid to the residents of Gaza (one is currently holding off the coast of Israel), and international shipping has made port calls between the two countries.

The Trade Ministry of Turkey told Reuters today, August 21, that it was moving to restrict exports on a wide range of products until a ceasefire is declared in Gaza. This is said to include building materials such as iron, marble, steel, cement, aluminum, and bricks, as well as fertilizer and construction equipment. Turkey has been a leading supplier of construction materials to Israel, with the Bank of Israel reporting more than $5.3 billion in exports from Turkey to Israel in 2023 before the prior embargo. Even after the 2024 move, unofficial numbers show $100 to $200 million a month in Turkish goods arriving in Israel, according to a report in the Israeli newspaper Globes. 

Other reports today have indicated that the Turkish government is also quietly imposing restrictions on all shipping to Israel. Turkish media and Reuters were reporting without an official announcement, Turkey is beginning to impose a ban on any direct ship traffic between the two countries. The report said the instructions were being delivered verbally by the port authorities to agents and other representatives of the shipping companies.

Ships registered in Turkey are reportedly being told they can no longer call in Israeli ports. Israeli shipping companies are told their vessels are barred from Turkey’s ports.

Globes and Reuters, however, are suggesting the ban is more comprehensive. Their reports cite unnamed sources that say Turkish authorities are also asking for statements confirming ships are not linked to Israel or engaged in operations linked to Israel. They are also saying that transportation of military or hazardous cargoes to Israel is banned. It is believed the effort will also forbid the handling of any cargo or transshipment of cargo through Turkey to Israel. 

At the beginning of August, the Houthi militants in Yemen increased their threats against ships and shipping companies calling in Israeli ports. As part of it, they cited the tracks of ships sailing between Israeli ports and Turkey as well as Egypt, warning that it was a violation of the group’s “embargo” on Israeli ports.

Turkey’s new move comes after repeated protests in multiple countries, primarily in the Mediterranean region, over the handling of cargo to Israel. Multiple ships have been targeted with accusations that they were carrying military equipment and materials to support the Israeli war effort. Shipping companies with U.S. government contracts to transport materials have also been accused of aiding the war effort.

The protests have also grown to include an Israeli-owned cruise ship carrying tourists to ports in the Eastern Mediterranean. The Mano Cruises Crown Iris was forced to skip ports and has also reported delays as protestors vented their anger over the war during the ship’s port visits.