The U.S. military strike that destroyed a suspected smuggling boat off Venezuela last week was different from past practice: it was more muscular than law enforcement interdiction, sending a lethal message for deterrence - and some in the region, like Trinidad Prime Minister Kamla Persad-Bissessar, are very supportive. 

But for some inside and outside the Pentagon, it also raises new legal questions. The recent dismissal of Rear Adm. Milton “Jamie” Sands III, head of Naval Special Warfare Command, may have been related to Sands' concern about the legality of impending strikes in the Caribbean, several government officials told The Intercept; other officials warned of a chilling effect in the ranks of the Judge Advocate General's Corps, which may be preventing internal dissent.

According to the Pentagon, the attack last Tuesday killed 11 people aboard a go-fast boat. U.S. Secretary of State Marco Rubio told reporters that the occupants were engaged in smuggling and were under way for Trinidad and Tobago, a typical short-haul drug route for the Venezuelan cocaine export trade. The destruction of the boat was not a one-off: Secretary of Defense Pete Hegseth pledged that "it won't stop with just this strike," a message echoed by Rubio. Both asserted that the shipment was for Tren de Aragua, a Venezuelan cartel that the Trump administration has designated a foreign terrorist organization. 

Critics of the strike have highlighted several factors that stand out. The boat's occupants did not stand trial, nor was it clear if they were given the option to surrender. The alleged offense, drug smuggling, is not punishable by death in the United States for those who are convicted. 

Inside the Pentagon and among some former military lawyers, these factors have created unease, and some have quietly questioned whether such a strike might be a crime under the laws of war. "Drug traffickers may be criminals but they aren’t combatants," a high-ranking Pentagon official told The Intercept.  

Even if legal, others highlight that it might not be desirable, simply because it sets an example that America's adversaries could follow too. 

"The United States argues that its model of courts, directed by evidence that is weighed at trial, sets it apart from authoritarian regimes. A policy of execution at sea would undermine that claim," wrote attorney Annie W. Morgan and submarine officer Lt. Cmdr. James Halsell for USNI Proceedings this week. "If Washington claims the right to strike suspected traffickers abroad, what prevents Russia or China from doing the same? Would the United States accept Beijing launching a missile at a Taiwanese fishing vessel it accuses of 'smuggling' under Chinese law?"

In the meantime, the administration is moving ahead with forceful action in the Caribbean. In addition to the amphib USS Iwo Jima and her escorts, the White House has ordered 10 F-35 fighters to deploy to Puerto Rico to reinforce the task force. "We are going to take on drug cartels wherever they are, wherever they are operating against the interests of the US," Secretary of State Marco Rubio said Tuesday. 

[By: Svitzer]

The green transition in Denmark’s maritime sector took an important step forward today as Denmark’s – and Svitzer’s – first electric tugboat was named by Her Majesty Queen Mary at a ceremony in Copenhagen.

The new tugboat will carry the name Svitzer Ingrid, as announced by Her Majesty during the naming ceremony, which was attended by more than 100 executives from the Danish maritime industry. Svitzer Ingrid has a battery capacity equivalent to that of 23 modern electric cars and can perform most tasks using electricity, thereby reducing annual CO? emissions by 600 to 900 tonnes.

“At Svitzer, we have an ambition to become climate neutral by 2040, so today marks an important milestone for us. The electrification of our vessels is a key part of achieving this target. Svitzer Ingrid will operate in the Sound with Helsingborg as its home port, and around 90% of all tasks can be completed using electricity,” said Kasper Friis Nilaus, CEO of Svitzer.

Svitzer operates a fleet of over 450 tugboats - assisting large tankers, container ships, and cruise vessels safely in and out of ports. Ingrid is Svitzer’s first fully battery-powered tugboat. A second electric tugboat has been ordered for delivery in 2026, and Svitzer is also in the market for additional four electric tugboats. Since 2016, Svitzer has operated four hybrid tugs in Australia.

“We would like to make a larger share of our fleet battery-powered, but this depends on ports having the necessary charging infrastructure. We are not there yet, although we see positive progress,” added Kasper Friis Nilaus.

“Ultimately, ports will need charging infrastructure similar to that for cars. Shipping companies cannot achieve this on their own. We must work together across our industry, with policymakers and local communities, to develop viable green solutions,” he said.

Svitzer Ingrid will be recharged using renewable energy supply at the Port of Helsingborg.

Facts about Svitzer Ingrid:

• Hybrid vessel with a 1,808 kWh battery, equal to 23 modern electric cars
• Also fitted with a conventional diesel engine• Reduces CO? emissions by 600–900 tonnes per year compared to existing Øresund tugs
• Full charge takes about 3.5 hours; in practice, around one hour of charging is sufficient for operations
• 90% of tasks can be completed on battery power
• Length: 25.4 metres, Width: 12.7 metres, Draft: 5.4 metres
• Bollard pull (BP): 70 tonnes

Svitzer vessels in Scandinavia are named after figures from Nordic mythology, and the Svitzer Ingrid is no exception. The name also carries a royal reference to Queen Ingrid. This is the second time that H.M. Queen Mary has named a Svitzer vessel, having previously named Svitzer Marysville in Melbourne, Australia in 2011.

[By: ABS]

ABS issued approval in principle to HD Hyundai Mipo for its design development of a 30,000 CBM liquefied natural gas (LNG) carrying and bunkering vessel.

The design is intended to carry LNG as cargo as well as bunker fuel for a wide variety of receiving vessels. ABS completed design reviews based on class and statutory requirements.

“LNG continues to be an important option in the alternative fuel mix. We are proud to support pioneering clients like HD Hyundai Mipo whose design has the potential to support LNG supply quickly and efficiently,” said Joshua Divin, ABS Senior Vice President, Marine Business Development.

Dongjin Lee, Executive Vice President, Head of Initial Design Division & Detailed Design Division at HD Hyundai Mipo, said: “The newly developed dual-purpose 30K LNGC/LNGBV highlights our commitment to advancing flexible and sustainable energy transport. By integrating bunkering functions into a LNG carrier, the vessel is designed to meet rising global demand while supporting the maritime sector’s transition to cleaner fuels.”

The ABS Global Gas Solutions team provides industry leadership, offering guidance in LNG floating structures and systems, gas fuel systems and equipment, gas carriers and regulatory requirements. Learn more here.

 

Dutch authorities are taking steps to challenge "shadow fleet" tankers that pretend to operate under the flags of island states in the Netherlands Antilles. 

According to the Royal Association of Netherlands Shipowners (KVNR), several dozen tankers are flying the flags of Aruba, Sint Maarten and Curacao at any given time, though the roster changes regularly (consistent with the "flag-hopping" practices seen in the shadow fleet). 

Aruba and Sint Maarten show up often on the AIS broadcasts and paperwork of shadow fleet ships, but in reality these small nations do not operate registries at all. And Curacao, which does have a shipping registry, has not registered any of the shadow fleet tankers.

"The KVNR considers the flying of fraudulent flags to be very damaging to the reputation of the Netherlands and Curaçao," said the KVNR in a recent statement. 

KVNR called for Dutch authorities to enforce the rules within Dutch waters, since shadow fleet tankers pass by the Netherlands all the time. It also went a step further: it noted that international law "seems to allow for action even on the high seas against stateless ships" - a category that includes any Aruban- or Sint Maarten-flagged ship. Coastal and port states could take similar steps to enforce the law aboard stateless vessels. 

In Curacao, officials have called for foreign port state control officials to take action against tankers flying the Curacao flag, and to pursue criminal charges, according to the local Curacao Chronicle. The outlet reports that the Dutch government is taking the matter seriously and challenging fraudulently-registered vessels wherever possible. Dutch coast guard assets intercepted two vessels flying Aruban flags through the Dutch EEZ in August, but did not board them. Inspections of false Antilles-flagged tankers are expected when such vessels are at anchor in Dutch waters, the Chronicle reported. 

The shadow fleet has expanded rapidly amidst tightening Western sanctions on Russia, and it has shifted towards the use of less-legitimate and nonexistent flag states, as the larger open registries have become wary of the compliance risks of associating with the trade. When including smaller sub-fleets serving Iran and Venezuela, the estimates of the shadow fleet's size range as high as about 900 vessels, per one measure published by S&P Global - up to about 17 percent of all global tanker tonnage, most of it generally aging and underinsured.

Top image: Tanker Eagle S / Finnish Border Guard handout

The start of the U.S.’s reciprocal tariffs and the continued uncertainty over longer-term trade policies have begun to weigh on imports, report both the National Retail Federation and Descartes Systems Group, a software provider for logistics-intensive industries. The latest monthly forecasts highlight a peak in July with a steady decline forecasted for monthly import volumes in the remainder of 2025. 

“Retailers have stocked up as much as they can ahead of tariff increases, but the uncertainty of U.S. trade policy is making it impossible to make the long-term plans that are critical to future business success,” explains Jonathan Gold, the NRF’s Vice President for Supply Chain and Customs Policy. “These tariffs and disruptions to the supply chain are adding costs that will ultimately lead to higher prices for American consumers.”

The NRF, in its monthly Global Port Tracker, reports August volumes were likely down about 1.7 percent from a year ago and at a projected final total of 2.28 million TEU, off nearly 3.4 percent from the 2.38 million TEU in July. They note that July was up 20 percent over June, making it the second-busiest month on record as retailers brought merchandise in ahead of the August start of reciprocal tariffs and a looming deadline for tariffs on China.

Total container imports at U.S. seaports measured by Descartes were at 2.52 million TEU in August, which it says was up 1.6 percent year-over-year. However, it points to a nearly 4 percent year-over-year decline, highlighting the impact of “fast-shifting trade policy.”

The biggest year-over-year drops came in aluminum, apparel, and footwear, reports Descartes. It notes that furniture, toys, and electrical machinery imports also fell in August. It warns that “policy remains the wildcard.”

 

 

Imports are uncertain after Trump doubled the tariffs on India to a total of 50 percent at the end of August. Further, while the deadline for a trade deal with China was pushed back a further 90 days to November 10, it looms over imports.

With the delay coming as retailers head into the busiest season of the year, the NRF actually raised its forecast slightly from last month. The forecast for September calls for the strongest increase, with NRF forecasting 2.12 million TEU, up from its prior forecast of 1.83 million TEU. However, it sees an accelerating month decline as imports move into the fourth quarter of 2025. It expects volumes will level off at just over 1.7 million TEU per month in November and December.

For the full year, the NRF forecasts imports of 24.7 million TEU, which would be down 3.4 percent from 2024. It, however, will still be the fourth-highest year on record, following the peaks during the pandemic and in 2024.

The retailers also released their first forecast for 2026, projecting that January will be at 1.8 million TEU. They expect the new year to start at a level 19 percent below January 2025.
 

 

War risk insurance costs have soared by up to 60% thanks to recent escalated Middle East tensions. Is this increase surprising? No. Is it substantial? Yes. The increase reflects heightened volatility in regions like the Red Sea and Persian Gulf, particularly around the Strait of Hormuz.

For instance, premiums in the Strait area rose from approximately 0.125% to 0.2–0.4% of a ship’s hull and machinery (H&M) value, translating to hefty increases. Meanwhile, vessels servicing the broader Middle East Gulf have seen premiums climb from 0.2–0.3% up to 0.5%, adding extra daily costs for VLCCs. And, although a recent ceasefire between Israel and Iran eased rates slightly, dropping back to the high 0.35–0.45% range, the volatility persists.

Saleem Khan, Chief Data & Analytics Officer, Pole Star Global provides his view on the strategies that charterers, brokers and shippers should consider as they strive to reduce the impact of war insurance costs on their respective organizations.

Prioritize Reputable and Transparent Counterparties

One critical strategy is to work exclusively with known, transparent entities. In a climate where war risk premiums are heavily influenced by perceptions of geopolitical exposure, not just by voyage routes, partnering with opaque or sanctions-linked firms can cause underwriters to hike premiums or withdraw cover altogether. Misaligned ownership can implicate unwitting funding to watch?listed actors.

Leverage Beneficial Owner Data Tools

The digitization and digitalization of various processes and systems across the maritime sector is increasingly prevalent and powerful. This is providing the sector with valuable data and insights upon which to make better decisions for charterers, brokers, shippers and crew.  For example, by using sophisticated and proven maritime intelligence platforms it is possible for the sector to attain detailed ownership and beneficial owner intelligence. This kind of visibility enables charterers and brokers to verify their vessel source chain, avoid inadvertent support of illicit actors, and gain underwriters’ confidence—potentially securing lower premiums.

Embrace Dynamic Route Management & Risk Intelligence

War risk ratings now shift weekly, even daily in response to geopolitical changes. Leveraging real?time intelligence about these developments and changes – including vessel tracking, GNSS jamming alerts, and regional risk analytics – can help avoid costly detours while vessels travel and further insurance upcharges. 

Opt for Bundled Premiums & Fleet Discounts

Underwriters sometimes offer fleet-based packages or longer?period bundling, reducing the per?voyage cost even in volatile zones. Such arrangements can soften steep premium hikes, especially for operators with multiple vessels. Therefore, it’s worth exploring these options.

Integrate Cyber & War Risk Coverage

The modern maritime threat landscape, marked by AIS spoofing, GNSS jamming, and cyber?based vessel interference, demands integrated insurance policies that combine war risk with cybersecurity cover. This ensures comprehensive protection against evolving maritime threats.

Conclusion

War risk premiums are climbing. They are staying elevated due to both physical route hazards and the shadow of sanctions, watchlists, and intermediary integrity. Charterers and brokers can stem the tide and control their exposure, not just by re-routing their vessels and shipments; but by enhancing transparency, deploying forensic ownership data, and actively managing voyages with intelligence-backed insights and smart underwriting strategies.

Saleem Khan is Chief Data & Analytics Officer at Pole Star Global.

There are renewed quality concerns for the most popular marine fuels, and especially for very low sulfur fuel oil (VLSFO) used by many vessels to meet emission requirements. A range of sediments and impurities raises concerns not only of accelerated wear but also clogs and failures of critical components in the fuel system that can cause unplanned stoppages or blackouts.

“Bunkering with off-spec fuel continues to be a real issue,” says David Fuhlbrügge, Managing Director, CM Technologies, a condition monitoring company. “The transition from traditional fuel oils to VLSFO has created ongoing problems for ship operators, with fuel quality issues becoming a persistent concern across major bunkering hubs since the introduction of the fuel more than ten years ago.”

One market analyst they point out reported in January 2025 that more than 45 percent of the global VLSFO supply does not meet ISO standards. CMT says that independent data in the second quarter showed a further increase, with more than half of all VLSFO samples tested off-spec due to excessive sediment. Issues include poor blending and barge contamination.

Leading independent agencies, Bureau Veritas, VeriFuel, VPS, and FOBAS, have indicated that the problem is especially concerning in Europe. With their reports showing higher than expected levels of catalytic fines, sediments, and or viscosity issues. In Skagen, Norway, for example. 84 percent of samples tested were off-spec, while in Piraeus, Greece, one-in-eight VLSFO deliveries were off-spec. The reports highlight concerns in the busy corridor between Amsterdam, Rotterdam, and Antwerp.

CMT says wax formation when low viscosity VLSFO is stored in temperatures above 21 degrees C is a particular problem.
  
“VLSFO is a persistent problem for ship managers and charterers,” says Fuhlbrügge. “Operators must know exactly what is going into their tanks. Effective monitoring onboard and at the bunkering port is the only way to protect machinery, safeguard operations, and preserve reliability.”

The company highlights that catalytic fines in particular present an immediate threat to critical components, acting like microscopic sandpaper on injectors and pumps. Sediment, sludge, and wax formation increase the risk of clogged filters and purifiers, while abnormally high viscosity disrupts combustion and raises fuel consumption. Inconsistent fuel quality can rapidly undermine even the most carefully planned maintenance schedules and compromise a vessel’s emissions performance.

CMT warns of the consequences of poor or non-existent monitoring. It says on-site testing capabilities are a critical tool for crews that can assess fuel quality before it enters an engine.

Fuel purity is a consistent concern for ship operators. There have been several cases in Houston that raised concern, and a serious situation in Singapore in 2022. More than 200 vessels were impacted when more than $120 million in fuel was found to have impurities. The following year, another 32 vessels reported problems in an incident that started in Houston and spread to Singapore.

 

Coasts are places of convergence. They are where ships meet ports, where cities meet tides, and where human infrastructure must coexist with dynamic natural forces. They are also where our data systems often fall apart.

On land, survey agencies and municipalities maintain elevation models, cadastral records, and infrastructure maps. At sea, hydrographic offices chart depths, currents, and hazards. Each operates in its own world, with its own standards, coordinate systems, and governance. At the shoreline—the “white ribbon,” as some hydrographers call it—these systems collide. The result is uncertainty precisely where clarity matters most.

For centuries, mariners coped with charts that ended at the low-water mark, while land surveyors mapped shorelines as static boundaries. In the age of climate change and globalized trade, those divisions no longer suffice. Storm surges, rising seas, and shifting coastlines demand integrated models of land and sea. Ports and shipping require seamless data to manage traffic, dredging, and safety. Coastal communities need accurate, shared information to plan resilience.

This is the story of the Federated Marine Spatial Data Infrastructure (FMSDI) initiative: a global effort to connect the worlds of land and sea through shared data, common standards, and federated access.

The White Ribbon Problem

The “white ribbon” is more than a metaphor. It is the literal band on digital maps where land-based elevation models and marine bathymetric charts fail to meet. This happens because each domain uses different vertical reference systems—mean sea level on land, chart datums at sea. Coordinate systems don’t always align. Surveys occur at different times and resolutions.

For a port authority, this might mean not knowing exactly where dredging is needed. For a shipping company, it can mean uncertainty about safe approach depths. For emergency planners, it can mean blind spots in storm surge modeling. For coastal managers, it complicates habitat mapping and climate resilience planning.

In short: fragmented data creates fragmented decisions.

A Federated Approach

Rather than building one massive system, OGC and its partners launched FMSDI in 2021 to test a federated model. The premise is simple: agencies and operators should keep control of their own data but connect them through open standards so they can be discovered, accessed, and integrated in real time.

By Phase 5 in 2024, the initiative had grown into a collaboration among the UK Hydrographic Office, NOAA, the National Geospatial-Intelligence Agency, Natural Resources Canada, Singapore Land Authority and Maritime Port Authority, Esri, Hexagon, TCarta, and others. The pilots aimed to do two things: develop best practices for interoperability at the land–sea interface; and demonstrate live, technical solutions that show how integration can work in practice.

Demonstrations that Made it Real

The pilots produced three compelling technology showcases. Compusult built unified operational pictures that combined terrestrial elevation, bathymetry, and tidal data. In The Solent (UK) and Chesapeake Bay (USA), the system showed how vessels could be routed based on current tidal conditions and combined topographic-bathymetric models. The result: safer, more efficient navigation in dynamic coastal environments.

Pangaea Innovations applied a 4D Discrete Global Grid System (DGGS) to index data across space and time. This approach allowed direct queries across terrestrial and marine datasets without complex harmonization. For port operations, this means infrastructure and navigation data can be analyzed together through a single framework.

TCarta demonstrated satellite-derived shoreline monitoring. By tying vectors to tidal states, they produced near real-time updates of where the coast actually is. This provides a scalable, cost-effective way to keep intertidal models current—a critical need as sea-level rise accelerates shoreline change.

All demonstrations were anchored in OGC APIs and IHO S-100 standards, ensuring that the work could plug into existing GIS and marine information systems.

Why This Matters for the Maritime World

These demonstrations may sound technical, but their implications are far-reaching:

• Navigation and safety: Accurate land–sea integration reduces risks for vessels in port approaches and congested waters.
• Port and logistics efficiency: Seamless data improves berth planning, dredging strategies, and overall traffic management.
• Resilience and climate adaptation: Harmonized vertical datums allow storm surge and flood risk models to extend across the true land–sea continuum.
• Environmental stewardship: Integrated datasets enable monitoring of coastal habitats, wetlands, and marine protected areas.
• Security and defense: Cross-border data sharing improves situational awareness in contested or vulnerable intertidal zones.
• Insurance and finance: Trusted, authoritative datasets underpin risk models that affect insurance premiums and infrastructure investment.

Five Best Practices Emerging from FMSDI

The pilots distilled their lessons into five principles that any maritime nation or organization can adopt:

1. Unified geospatial reference: Aligning datums across land and sea eliminates discontinuities that undermine models.
2. FAIR data principles: Ensuring data is Findable, Accessible, Interoperable, and Reusable supports discovery and automation.
3. Mind the gap: Filling intertidal data voids through targeted surveys or satellite-derived products ensures continuity.
4. Coordinated governance: Frameworks like IGIF-Hydro clarify responsibilities and reduce duplication across agencies.
5. Scalable resolution management: Integrating high-resolution data where needed, without losing regional context, balances detail with scale.

International Momentum

FMSDI is not operating in a vacuum. It aligns with global efforts such as:

• UN-GGIM’s Integrated Geospatial Information Framework (IGIF): A strategic guide developed by the United Nations to help countries strengthen their geospatial information management and infrastructure for sustainable development.
• IGIF-Hydro: A thematic extension of IGIF focused specifically on water-related geospatial data, supporting integrated water resource management and decision-making across sectors.
• IHO’s S-100 framework: Modernizing the way marine data is structured and exchanged, from navigation to tides to marine protected areas.
• Regional initiatives in Europe, Asia, and the Americas: Where federated SDIs are becoming part of digital public infrastructure.

By grounding its work in frameworks like IGIF, IGIF-Hydro, and S-100, FMSDI ensures that the solutions tested locally can scale internationally and contribute directly to global goals for resilience, sustainability, and efficiency.

Looking Ahead

The shoreline is not static, and neither is the FMSDI initiative. The next phases will focus on:

• Operationalizing vertical datum transformation services.
• Expanding satellite-based shoreline and bathymetry monitoring.
• Broader adoption of DGGS indexing for multi-domain integration.
• Deeper engagement with port authorities, coastal states, and private operators.
• Integration on different concepts of real-world objects (a lighthouse is an obstacle when in flight, a navigation help when on ship, and possibly a tourist attraction while on land)

The vision is clear: a global fabric of federated marine and terrestrial datasets that can support resilience, efficiency, and innovation.

A Coastline of Possibility

The white ribbon once represented a barrier. Today, it represents an opportunity. By bridging land and sea through federated approaches, we can transform fragmented data into a foundation for smarter navigation, safer coasts, and more resilient communities.

The Federated Marine Spatial Data Infrastructure initiative shows that technical obstacles can be overcome, agencies and companies can collaborate, and open standards can provide the glue. For the maritime sector, this is more than a technical breakthrough. It is a path to greater trust, efficiency, and foresight in a world where the coast is never still.

The Open Geospatial Consortium (OGC) continues to coordinate this work with hydrographic offices, space agencies, research institutions, and industry partners worldwide.

Dr. Ingo Simonis, Ph.D. is CTO of the Open Geospatial Consortium (OGC). To learn more, access pilot results, or explore how your organization can participate in the next phase, visit ogc.org or contact OGC directly to join the dialogue.

 

The containership Marie Maersk is still making its way to Malaysia after fighting a box fire, and now the carrier reports it has declared General Average. Maersk is using the well-established law to share the cost of the firefight, which required bringing in additional resources but appears to have limited the scope of damage to the vessel and its cargo.

The carrier has not provided details on the extent of the damage on the vessel, which carries over 19,000 TEU. Pictures from one of the supply vessels that aided the Marie Maersk while it was off the coast of Africa did not show fire damage. Maersk had previously said that the full extent of the damage would only be known once the boxes were offloaded and inspected.

“We have declared General Average (GA) and have already asked affected cargo owners/customers to submit the respective securities for a fast cargo release,” a company spokesperson told The Maritime Executive. 

Cargo claims consultant WK Webster is informing customers that it believes Maersk intends to discharge the entire cargo of the vessel in Malaysia. The ship had been scheduled to proceed to China. Webster advises that General Average security will be required from all cargo interests before the delivery of their cargo. It has cargo surveyors standing by and fire experts to investigate the cause of the fire.

Maersk reported that the crew of the ship spotted smoke on August 13 and began firefighting procedures. They were working to keep the situation under control while external firefighting support was being organized. Initially, two tugboats with firefighting equipment reached the ship off Liberia, and within days, they reported the spread of the fire had been contained. An expert firefighting team boarded the vessel on August 19, and the decision was then made to resume the voyage.

The ship is expected to arrive at the Port of Tanjung Pelepas in Malaysia with the current ETA of September 14. Maersk and the insurance companies are planning an investigation into the cause of the fire.

While the causes of the fire on the Maersk ship are still unknown, the dangers of mis-declared and improperly packed cargo were highlighted in a new report from the World Shipping Council. Analyzing data from port state inspections in seven locations, the trade group reported inspectors had identified problems in 11.39 percent of containers (8,850 containers out of 77,688 inspected). The most frequent issues were with documentation, placarding, and labeling, but they also reported issues in about a third of the cases with stowage or securing freight in the containers, as well as a smaller number of cases of inappropriate or damaged packaging.
 

 

The U.S. Coast Guard and the Port of Long Beach, California, are responding to a container collapse from a vessel that is at Pier G. According to the last report from the Coast Guard, at least 67 containers are in the harbor, but there were no reports of injuries.

The containership Mississippi (65,968 dwt) arrived from Yantian, China, early this morning, September 9, at the terminal. It is unclear if cargo operations had begun, but an emission capture barge from STAX was already alongside. The Coast Guard reports the barge was damaged. Many of the containers floating in the harbor were from Zim.

Pictures show a stack collapse in the last bay at the stern of the vessel and an additional collapse midship on the starboard side. Some of the boxes have landed on the barge, while others are in the water. Local TV news reports indicated they appeared to be spraying water with high-power hoses possibly to stop the boxes from drifting in the harbor and a harbor boat was seen nudging some of the containers. The official reports said it was unclear what was in the containers. TV reports said they have seen apparel and shoes floating in the harbor.

 

Los Angeles - Long Beach @uscg units and local partners are responding to report of containers in the water near Pier G in Long Beach this morning. Safety zone has been established. pic.twitter.com/TebRyBr8lG

— USCGNorCal (@USCGNorCal) September 9, 2025

 

The Coast Guard said the accident occurred about 9 a.m., and early estimates indicate that at least 67 containers went overboard. Full story: https://t.co/ilsn1XbaEl pic.twitter.com/jgL868EKIX

— KTLA (@KTLA) September 9, 2025

 

 

The vessel, built in 2024, has a capacity of 5,500 TEU and is owned by MPC Container Ships of Norway. It is 836 feet (255 meters) in length and registered in Portugal. 

The Coast Guard reports that a safety zone of 500 yards has been set up around the vessel, and all container operations were suspended at the terminal. Multiple vessels and aircraft were dispatched to the scene and surveying the situation. The U.S. Coast Guard, Long Beach Fire Department, Long Beach Police Department, Port of Long Beach, and Army Corps of Engineers were among the authorities responding. 

 

 

The UK Marine Accident Investigation Branch has released a report on the sinking of the fishing vessel Argos Georgia, which went down off the coast of the Falkland Islands in 2024 with the loss of 13 lives. 

On July 21, 2024, the 2018-built fishing vessel Argos Georgia got underway from Port Stanley, Falkland Islands and headed out to her fishing grounds with 27 crewmembers on board. On Monday afternoon, she reported a serious flooding incident at a position about 200 miles to the east of the port. As rescue assets mobilized to the scene, the situation on board deteriorated, and the crew was forced to abandon ship into their life rafts. The vessel sank after they departed. 

Some of the vessel's crew were lost at sea during the abandon-ship evolution, and some of the evacuees passed away due to exposure in the liferafts while waiting for a rescue. Ultimately 14 out of 27 survived and were returned to shore. 

MAIB launched an investigation into the cause of the sinking, and quickly focused in on problems with the shell door (exterior hatch) within the hauling compartment for the trawler's nets. CCTV cameras captured footage of the shell door closed in its elevated position, then slowly descending, allowing water to flood into the compartment. 

Once opened, the door was too difficult for crewmembers to close, and water flowed freely in. The hatches from the hauling compartment into the interior of the vessel were also open, and the water poured inside, putting Argos Georgia into a significant list and leading to progressive downflooding. 

The MAIB swiftly turned around an interim warning to all fishing vessel operators to check on their side shell doors and evaluate the risk of shell door failure - including the risk of progressive flooding through hatches and penetrations into other compartments.

MAIB also launched an evaluation of Argos Georgia's shell door design, using finite element analysis engineering. The review found an "unacceptable level of stress and potential failure of the shell door drive shaft, coupling and key" during operations. If the opening/closing mechanism failed during operation, there was no backstop and the door would lower to the open position. 

In July, MAIB recommended that the designer revise this design and share the findings with other vessel operators that have similar shell doors installed. The final report's findings are coming soon. 

German police in the northern state of Schleswig-Holstein confirmed media reports that they boarded a cargo ship on the suspicion that it was being used for launching drones and spying on critical infrastructure. It is the second incident this year when a vessel has been searched as part of the ongoing reports of drones spotted overflying critical infrastructure and military installations in Northern Europe.

The Scanlark, a 2,000 dwt North Sea cargo ship, according to the reports, was targeted, and the police trapped the vessel at the southern Kiel-Holtenau lock of the Kiel Canal on Sunday, September 7, at around 1600. The vessel, which is registered in St. Vincent and the Grenadines, was ordered to secure, and according to a report in Der Spiegel, a rubber police launch was circling the ship before special forces boarded the Scanlark.

“The reason for this was to avert threats to Germany's critical maritime infrastructure and an ongoing investigation by the Flensburg Public Prosecutor's Office on suspicion of spying for the purposes of sabotage and security-threatening imaging,” the police and prosecutors said in a joint statement. “It is suspected that a drone was launched from the searched vessel on August 26, 2025, and controlled via a naval vessel in order to reconnoiter it and take photographs.”

The Lower Saxony Interior Minister, Daniela Behrens, issued a statement saying the forces were working to “ward off hybrid threats and dangers to our security.” She repeated the accusation that the vessel was suspected of having served as a base for drone flights over critical infrastructure.

The vessel, which was built in 2006 and is 247 feet (75 meters) in length, was reportedly searched while divers were sent down to inspect the hull. It was coming from Rotterdam with a reported destination of Finland. AIS signals show it is still at the Kiel Canal. 

The Estonian Public Broadcasting service’s ERR outlet is quoting the shipping company Vista Shipping Agency of Estonia, which operates the ship, calling the actions “stupidity.” They told ERR that the allegations of spying against Germany were “laughable” and “nonsense.” 

German authorities have been on heightened alert due to the tensions in the region. ERR reports that there were 536 suspicious drone flights logged near strategic infrastructure in Germany in the first three months of 2025. The police in their statement referred to the current situation as an ongoing investigation.

German media previously reported in May that there were incidents where drones were spotted near a military site near Kiel, and 10 days later, a German patrol ship believed it was being followed by a drone. Another small cargo ship was identified as a suspect, and the police in Belgium were asked to search that vessel.

After the incidents in the spring, the media reports said German authorities do not have the resources to properly track and identify the drones.

 

Top image by Andrew Thomas of Scanlark in 2013 (CC BY-SA 2.0)

 

The organizers of the latest activist flotilla planning to sail to Gaza are reporting their vessel was struck by an object from the sky overnight, starting a small fire on deck. The group issued multiple videos while officials in Tunisia quickly rejected the claims of a drone attack.

The group, which is calling its effort the Global Sumud Flotilla, has been preparing in the Tunisian port of Sidi Bou Said since Sunday. Shortly before midnight local time on Monday, September 8, the group reports it saw a drone overhead at a height of 4 to 5 meters (13 to 16 feet), followed by an object falling from the drone and hitting the deck of the lead vessel of the flotilla.

A fire ensued, which the group said was caused by lifejackets on deck. They said the deck and the under-deck storage on the vessel registered in Portugal were damaged, but none of the six people aboard were injured. Among the individuals reported to be traveling on the vessel named Family and registered in Maderia is Swedish activist Greta Thunberg.

 

Footage from another boat of our Flotilla shows the exact moment the Family Boat was struck from above. pic.twitter.com/qVpUyg56uP

— Global Sumud Flotilla (@GlobalSumudFlot) September 9, 2025

 

First footage reveals the damage to the Family vessel after it was struck by a drone at 11:45pm. pic.twitter.com/FpjUg9bjNs

— Global Sumud Flotilla (@GlobalSumudFlot) September 9, 2025

 

The incident coincided with the group's livestreaming reports. This morning, they held another press conference saying they are undeterred in their efforts to reach Gaza. Media reports are calling it a “luminous flying object,” while the group asserts the drone dropped a bomb onto their deck.

Tunisia’s Ministry of Interior issued a statement saying that the reports circulated “about a drone crashing onto a ship docked at Sidi Bou Said Port are completely false.” According to their version of the events, security units inspected the effects of the fire, saying it broke out in one of the life jackets and was quickly brought under control. They reported that the fire did not cause any human or material damage, except for the burning of several of the life jackets.

Since Sunday, boats that departed from Barcelona, Spain, and Genoa, Italy, have been massing in the Tunisian port. Organizers claim there are around 50 boats and activists representing 44 countries. They had previously been delayed by bad weather, but the current plan is to set sail on Wednesday. They hope to overwhelm the Israeli blockade, although reports from Israel show the navy staging exercises off Gaza.

Another effort in July with a single vessel was intercepted by the Israelis as it attempted to approach the coast and was escorted to port. The individuals aboard, including Greta Thunberg, were deported.

The first attempt was preparing off Malta in May when the group also claimed that its vessel was attacked by drones. The authorities in Malta aided with the firefight and reported minor damage to the vessel, which caused an end to the effort.

Organizers during their press event today asserted that a total of 37 boats have either been intercepted or turned away attempting to reach Gaza over the past 17 years. The Israelis have permitted international organizations to deliver aid from Cyprus and elsewhere under controlled conditions.
 

 

Marine insurers must take an active role in eradicating sexual misconduct at sea, delegates at the International Union of Marine Insurance (IUMI) annual conference in Singapore heard today. Moderating the Legal & Liability Workshop, Charles Fernandez, Chair of the IUMI Legal & Liability Committee, called on the marine insurance sector to recognise its responsibility in combating this serious issue.

Women represent just 1% of the global seafaring workforce but a shocking 25% of women in maritime report having experienced physical or sexual assault.

“Sadly, almost all women in maritime have experienced some form of sexual misconduct at sea, ranging from unconscious bias to full-scale assault,” said Fernandez. “Sexual misconduct in any form is completely unacceptable and must be stopped. Our workshop highlighted a number of recent cases and served to bring this appalling practice to the consciousness of the marine insurance community.”

Fernandez emphasised that while marine insurers are not directly involved in vessel operations, they are a crucial part of the maritime supply chain and must use their influence to raise awareness and drive change.

“Marine insurers have a responsibility to do all they can to raise awareness of sexual misconduct at sea and to join the effort to eradicate it completely,” he stated.

The workshop heard that many offences go unreported. Some women fear damage to their reputation, career progression, or simply believe their claims would not be taken seriously.

Further complicating the issue is the fragmented legal landscape. In some cases, the law applied depends on the flag state of the vessel. In others, jurisdiction falls to the country or location where the harm was suffered. This inconsistency can make pursuing justice complex and intimidating for victims.

In most cases of sexual misconduct, shipowners could be held directly liable - particularly if there is evidence they were aware of a perpetrator’s previous history. Shipowners have a legal obligation to provide a safe working environment.

Several high-profile cases have recently come to light where victims have secured successful outcomes, resulting in significant compensation claims paid by liability insurers.

“Joining with others to prevent sexual misconduct at sea is not just the right thing to do, it is also a risk mitigation strategy,” Fernandez explained. “A number of recent cases have resulted, quite rightly, in large payouts for victims with claims being paid by insurers. As marine underwriters, we must be aware of the issue and do what we can to ensure our assureds are implementing effective safeguards and strategies to eradicate all forms of sexual misconduct.”

The International Union of Marine Insurance e.V. (IUMI) is a non-profit association established for the purpose of protecting, safeguarding and advancing insurers‘ interests in marine and all types of transport insurance.

 

The issues of mis-declared or improperly packed cargo in containers are again being highlighted in new data from the World Shipping Council. The trade group reports based on port state inspection data that the number of containers found with potential safety issues has risen to more than 11 percent, which extrapolates to approximately 27.5 million containers annually based on an estimate that the industry transports 250 million boxes a year.

“With over one-in-ten shipments showing deficiencies, the message is clear: gaps in cargo safety remain far too common,” said Joe Kramek, President & CEO of the World Shipping Council. “Cargo deficiencies put crews, ships, cargo, and the environment at risk."

The council highlights that, by law, port state inspectors can check containers to ensure cargo complies with international regulations and standards. They are looking at issues such as proper declarations and packing of dangerous goods.

The data shows that 11.39 percent of containers were found with deficiencies, up from 11 percent in 2023. Between 2017 and 2022, the rate had been under 9 percent a year and fallen as low as 6.5 percent in 2019, but also jumped to 10.86 percent in 2021. The types of issues that are being identified include mis-declared and undeclared dangerous goods, incorrect documentation, and improper packing, all of which the World Shipping Council points out can lead to serious safety incidents, including ship fires.

While the causes have not been identified, the industry has suffered several high-profile incidents recently. In June, the Wan Hai 503 with a capacity of over 1,700 containers reported a fire that burned for weeks and devastated the vessel, while last month, Maersk reported a fire aboard one of its largest container ships, Marie Maersk (19,076 TEU). While firefighting teams were able to stop the spread of the fire and limit damage, Maersk recently declared General Average for the vessel, which is due to reach the Port of Tanjung Pelepas in Malaysia next week. Cargo owners will be required to share the cost of the firefighting effort.

The shipping industry has been working to address the issue, including new regulations, for example, on the shipment of charcoal. However, while it has been successful in reducing containers lost overboard (just 576 in 2024 according to World Shipping Council data), the dangers from mis-declared and improperly packaged cargo remain high.

The WSC is calling for strong safety measures and more reporting. It notes that currently, just seven port states are reporting cargo safety data. The 2024 report is based on information from 77,688 containers inspected, where 8,850 were found to have deficiencies. More data, the WSC says, would highlight trends and provide insights to address the problem. 
 

Mitsui O.S.K. Lines continues to work to advance wind-assisted propulsion, building on the concepts after deploying its first rigid, retractable sail on a bulk carrier in October 2022. The company has previously committed to installing its “Wind Challenger” on 25 vessels by 2030 and 80 vessels by 2035.

Working with HD Hyundai Heavy Industries and Samsung Heavy Industries, and Lloyd’s Register as the classification society, they developed innovative concepts for an LNG carrier that could achieve, they project, up to 30 percent fuel saving per voyage and 15 to 20 percent annually. The company previously released a design developed with Hanwha Ocean for a conventional LNG carrier with wind sails, but now has completed preliminary designs for an innovative vessel with four of the rigid sails.

A key element of the two designs moves the bridge toward the bow of the vessel to enable the increase from two to four rigid sails that would rise to a maximum height of approximately 160 feet (48 meters) in a three-tier design. It permits the design to optimize the placement of the sails and maximize the fuel efficiency gains. The ships would be between 938 feet (287 meters) and 951 feet (290 meters) in length, and each has a capacity of 174,000 cbm.

The Wind Challenger, a rigid sail system capable of automatic extension, retraction, and rotation. The first installation was on a 100,000 dwt coal carrier, Shofu Maru, and MOL reported it was able to reduce daily fuel consumption by up to 17 percent, equating to 5 to 8 percent per voyage on average on its first seven roundtrips to Japan from Australia, Indonesia, and North America. A second vessel was fitted with the sail, to be followed by nine additional vessels. The sail is made of fiber-reinforced plastic.

MOL reports that comprehensive risk assessments were undertaken for the new designs in collaboration with the shipyards, the classification society, and flag states. The assessments covered the sail arrangement, visibility impact, emergency operation procedures, and other safety measures. In addition, safety evaluations were conducted in collaboration with the respective flag states. 

The new vessel design developed with HD Hyundai Heavy Industries earned AiP from the Marshall Islands, while the vessel design jointly developed with Samsung Heavy Industries received AiP from Liberia. 

Having been awarded the AiP for the two designs, MOL reports detailed sign work for actual construction is currently underway.
 

 

The U.S. Navy continues to restructure its unmanned-systems bureaucracy, pulling more responsibilities out of Program Executive Office for Unmanned and Small Combatants (PEO USC) and putting it in new places. Structural adjustments ordered by Navy Secretary John Phelan will reform the way that the Navy develops and administers its acquisition program for autonomous vessels, which promise to radically shrink and cost-optimize the idea of a fighting vessel - if they can be built and fielded in quantity. 

PEO USC handles multiple acquisition duties, including manned smaller-size combatants like the twin Littoral Combat Ship classes and the new Constellation-class frigate. The Constellation was delayed after significant Navy-specific design changes were imposed on the off-the-shelf FREMM design that the Navy selected from Fincantieri - a proven hull selected to minimize risk of delays in production. During detail design, the frigate was stretched in length and its internal layout was altered enough that it retained only 15% design commonality with the FREMM. PEO USC now holds responsibility for bringing that program to full-rate production. In a sign of the hurdles ahead, the Pentagon departed from the schedule for Constellation hull procurement this fiscal year and left the funds for one ship out of the budget. 

While PEO USC focuses on manned hulls, almost all of the Navy's development of oceangoing unmanned craft has happened in the Pentagon, outside of Naval Sea Systems Command. DARPA designed and built the Navy's first autonomous test vessel, Sea Hunter / ACTUV. The Defense Department's Strategic Capabilities Office built the Navy's next major testbed program, the Ghost Fleet Overlord crewboat series. And DARPA stepped in once again to design and build NOMARS, the fully-unmanned prototype completed at Nichols Brothers earlier this year. All have been or will be transferred to Navy ownership, but were conceptualized and developed outside of the service. 

The Navy is now under pressure to ramp up. In July, Defense Secretary Pete Hegseth ordered all of the service branches and combatant commanders to prioritize drone system development and put procurement closer to the front lines. "Modern battlefield innovation demands a new procurement strategy that fuses manufacturers with our frontline troops," Hegseth wrote. "Senior officers must overcome the bureaucracy's instinctive risk-aversion on everything from budgeting to weaponizing and training." He called for eliminating "self-imposed restrictions" on development, and warned that "our major risk is risk-avoidance" when it comes to drone systems. 

In a memo released last week and obtained by Federal News Network, Secretary Phelan ordered a 30-day "sprint" review of unmanned system purchasing, coupled with a pause of all "related acquisition decisions and contracting actions (including awards and modifications)" during the review period. The review will cover every Navy and Marine Corps unmanned program or initiative, and will streamline administration and lines of effort - to take effect within 90 days. 

This retooled enterprise will be housed under a new Program Executive Office for Robotic and Autonomous systems (RAS), giving Navy unmanned systems their own PEO. 

Separately, Breaking Defense and USNI have learned that the Navy has rebooted its long-dormant carrier-based drone fighter program, which has disappeared from public view since the X-47B prototype was canceled in 2015. Over the 10 intervening years, the U.S. Air Force has publicized its extensive R&D with unmanned combat aerial vehicles (UCAVs), and may have more undisclosed activity within its deep portfolio of classified projects; the Navy has not published much about its efforts - until now. According to Breaking Defense, Boeing, Northrop Grumman, General Atomics and Anduril have all been contracted to produce designs for a "loyal wingman" or "collaborative" fighter drone that is carrier-capable. Armed, attritable UCAVs could change the way that carrier aviation operates, extending its reach and improving the survivability of manned fighters.  
 

 

The current drive to decarbonize the maritime industry strikes me as a similarly important and dramatic change to that which Malcom McLean organized with his sailing of the Ideal X in 1956. The almost unbelievable growth we have seen in international trade, sparked by the now ubiquitous container, required a strong vision of the future combined with a focused, unrelenting forward drive. As the container and intermodal industries grew, everyone had much the same concentrated and almost prophetic view of what had to be accomplished to satisfy the entrepreneurial spirit created by Mr. McLean.

Now that we are in a new era of change to decarbonize the maritime industry, we need the same focus and vision of the future to ensure success. Great challenges require great people like Malcolm McLean with strong and realistic leadership. Like the growth of international trade facilitated by the container, challenges like decarbonization can only be achieved by identifying real benefits over the long term and showing a path forward that is realistic and practical.  Today, when we evaluate the past 10 years or so of the decarbonization journey, we need to recognize and admit that we have all too often been diverted from a strong yet realistic vision by the proverbial “shiny object.”

We know, and have known for years, that most alternative fuels are unlikely to be available in the quantities needed by shipping anytime soon. The exception is methane in the form of LNG. We know that liquid fuels and gases are often difficult to handle and can be unsafe for many reasons. Years and decades of experience handling these products is required to ensure the wellbeing of our seafarers, longshoremen and women, as well as those residing in or near port communities. LNG has a safety record that spans many decades. The energy value of fuels is also a critical matter. Not all fuels are created equal and many have energy densities that require a vessel to have almost double the tankage. This means more fuel and less revenue-generating capacity.  Shipowners want to carry cargo, not fuel. Again here, methane as LNG is the standard others are measured against.

With these facts, why have our industry and regulators been diverted from what might seem to be the focus and strong direction we need to realize local emissions and carbon reduction? In today’s modern world, opinions and ideas are available as never before. Opinions are often taken for fact and widely distributed in media and the Internet. Academics need to “publish or perish” and sometimes perform research based on unrealistic assumptions. Regulators and governments have a myriad of topics and concerns they need to deal with daily. Being pulled in many directions at once can and does create issues and concerns.

With this backdrop, and when considering low and zero carbon fuels, our industry must ask practical questions and demand clear, well-supported and candid answers:

• Approximately three of the hundreds of ‘LNG-ready’ ships were actually converted to use LNG. What does ‘methanol-ready’ and ‘ammonia-ready’ actually mean?
• When we say ‘methanol’ or ‘ammonia’ – is that a grey (fossil) or green (bio/e-) molecule?
• What fuel will be used while waiting for adequate supplies of green molecules? 
• How energy-dense is the fuel and how will this impact a vessel’s revenue cargo-carrying capacity?
• Do future ‘bunkering locations’ include commodity infrastructure that would require significant investment to develop or convert?  
• How reliable are the engine technologies, safety standards and bunkering supplies today?

Like Mr. McLean’s containerization, decarbonization demands we focus on the practical and realistic, face the fuel facts, and not get distracted by shiny objects. The reality is that, without a clear focus, no one will use any alternative fuel, they will simply continue with the status quo - heavy fuel oils.

Peter Keller is the chairman of SEA-LNG and the former executive vice president of TOTE, Inc. He has served on the boards of the Pacific Maritime Association (PMA), the Pacific Maritime Shipping Association and the United States Maritime Exchange (USMX), and he was inducted into the International Maritime Hall of Fame in 2006.

The Port of Montreal, Canada, and DP World Canada have entered into a joint development agreement for the land-based facilities for the port’s new container terminal at Contrecoeur on the St. Lawrence River. The facility has been in the planning stage for years, with work expected to start this year and completion by 2030.

On the terms of the agreement, DP World Canada will work with the port authority over the next few months to finalize the design for the terminal as well as the terms of the construction and operating contract. The contract will take effect with the start of land work, which is expected in 2027. DP World Canada will oversee the construction of the terminal, including the container yard, building, utilities, and rail connection, and will have a 40-year operating agreement.

The Montreal Port Authority began in the 1980s acquiring land in Contrecoeur, which is located approximately 50 miles to the north of the city on the south bank of the St. Lawrence. Port officials highlight that the current facilities on Montreal Island, which handled nearly 1.5 million TEU in 2024, will soon reach capacity. The plan for Contrecoeur calls for a capacity to handle 1.15 million TEU annually, a nearly 60 percent increase in the container handling capacity in the Port of Montreal. 

The new terminal will include two berths as well as container handling and storage areas. The flow of goods will also be improved in Montreal with integrated connections to road and rail networks at Contrecoeur.

The construction plan for the new terminal uses a hybrid model, splitting responsibility for the water-side to the port and Canadian Coast Guard, while DP World will have responsibility for the land-side facilities. The goal is to start site preparation this year, once the final approvals are granted, and in-water work in 2026.  The timeline calls for commissioning the new terminal in 2030.

DP World notes that it will be its entry into the Port of Montreal. The company currently operates six port facilities in Canada, including in Vancouver, Prince Rupert, Fraser Surrey, Nanaimo, and Saint John.

[By: BIO-UV Group]

BIO-UV Group, the global leader in UV-based water treatment solutions, has successfully developed and tested a containerised ballast water treatment system designed initially for the floating offshore wind sector.

With the rapid development of floating offshore wind projects globally, ballast water compliance challenges have emerged because the movement of these floating platforms across territorial waters requires systems to prevent the spread of invasive marine species.

“While the maritime industry has made significant strides in ballast water compliance, the floating offshore wind sector is just beginning to recognise its obligations under the Ballast Water Management Convention. Our system offers a portable, scalable solution that meets these needs effectively,” said Charlene Ceresola, Project Manager at BIO-UV Group.

The initiative, funded in 2024 through the European Union’s ELBE EUROCLUSTER programme, was to adapt BIO-UV’s type-approved BIO-SEA for deployment in a standard TEU container, allowing operators to treat ballast water on-site during floating windmill assembly, transport, and maintenance.

Initial trials focused on a 300m³/h capacity containerised BIO-SEA B02-0340 unit installed at the Euroports-operated Port-la-Nouvelle, in France.

The main difference with onboard systems is the need to dispose of filter backwashed water at the place of discharge, which requires a separate waste treatment line. The prototype’s operation was evaluated through real-world testing, addressing challenges like connection compatibility, pressure drops, and on-site power limitations.

These tests validated the unit’s capability to provide the approved BIO-SEA dual-stage treatment – filtration and UV exposure – ensuring compliance with the regulatory requirement, as well as the ability of handling backwash effluents, transforming them into manageable waste for land-based disposal.

While biological trials were limited by external factors, such as sampling challenges and variability in water conditions, initial results showed promise. Discharge water has met the D-2 standard in all operations.

The first phase of the project, spanning January to June 2024, focused on engineering and testing the containerised solution. Phase Two, running from July to December 2024, expanded the scope to include market analysis and stakeholder engagement, laying the groundwork for future iterations.

“The modularity and portability of this solution make it ideal not only for offshore wind projects but also for emergency use by ships facing ballast water management system failures,” said Ceresola.

For instance, portable units could be leased or purchased and deployed on barges or in ports to assist vessels with inoperable ballast water management systems, ensuring compliance with environmental standards during unexpected breakdowns. This capability would fill a critical gap in current maritime operations, offering ports and shipping companies a reliable and effective contingency plan.

For the offshore wind sector, meanwhile, BIO-UV Group has provided the first commercial roll-out of a containerised unit this year under a “ballast as a service” rental scheme, enabling water treatment at any location.

The success of the ELBE project has already attracted interest from Mediterranean ports, including those participating in the EU’s Treasure program – a series of R&D projects aimed at improving harbour water management and other environmental efficiencies, said Ceresola.

“We can now provide ports and harbours with a practical, scalable solution that enables more industries to manage water responsibly. This project underscores our commitment to innovation and sustainability, paving the way for a cleaner, more resilient future.”