With extensive help from Chinese interests, Russian gas producer Novatek is making headway in its efforts to circumvent Western sanctions on its Arctic LNG 2 plant in the Siberian Arctic. 

The remote Arctic LNG 2 facility was designed to be assembled at a large shipyard in three sections, each built on floating concrete pontoons. One by one, the pontoons would be towed into place at a terminal on the Gulf of Ob, then permanently sunk to rest on the bottom of a specially-prepared berth. This plan was moving smoothly until 2022, when Russia invaded Ukraine and the west imposed stringent sanctions on the plant's construction. Train 1 was installed in 2024, but Train 2 was delayed because of export bans on key parts from Western suppliers. The second train finally started operations just last month. 

China's government (through state-owned enterprises) holds a 20 percent share in Arctic LNG 2. At present, Chinese gas companies are the plant's only customers, drawn by discounted prices - and undeterred by the threat of American sanctions. 

This week, the LNG carrier Arctic Vostok arrived in Beihai and offloaded Arctic LNG 2's seventh cargo. As the winter ice season approaches in the Russian Arctic, it may be among the last this year, but that has not stopped Novatek from reaching for new records. On Wednesday, Bloomberg reported that the plant averaged 18 million cubic meters of gas liquefaction per day during September, about 14 percent above the previous record. The surge may be short-lived, as Arctic LNG 2 will have to shut down when the eastbound navigation season is over.

Novatek had planned to create a wider seasonal window for shipping Arctic LNG 2's product by building a fleet of icebreaking LNG carriers, as it did to enable exports from the neighboring Yamal LNG terminal. Sanctions scuttled this project as well: South Korean shipbuilder Samsung Heavy Industries paused work on a joint 15-ship construction venture with Russian yard Zvezda in February 2022, as soon as Western restrictions began to kick in. Zvezda retaliated by canceling the project and filing a lawsuit, and SHI reciprocated by terminating the contract. Without Korean assistance, the pace of construction at Zvezda has languished, and none of the ships in the series have yet entered commercial service. The first, Aleksey Kosygin, began sea trials this year but was back in drydock again by mid-July, according to Arctic consultant Ben Seligman.  

Port of Long Beach's longtime CEO, Mario Cordero, plans to retire at the end of 2025, his office announced Thursday. 

Cordero has been at the helm at Long Beach for more than eight years, including some of the most challenging and rewarding periods in its history. During the COVID-19 era, container volumes collapsed, then rebounded to record levels - putting strain on America's gateway ports to adjust to changing demand.

"His calm and reassuring manner was a great source of strength for the workforce, industry and community before, during and after the global pandemic,” said Long Beach Harbor Commission President Frank Colonna in a statement. “He will be missed at the port, but I’m very happy for him to soon begin enjoying his well-deserved retirement.” 

Cordero was born in Los Angeles to immigrant parents, and was first in his family to attend college. He became a lawyer, and practiced law for three decades. In 2003 he was appointed to the Board of Harbor Commissioners, and served on it for two terms, including time as its president. Early in his tenure, he proposed the port's landmark Green Ports Policy, a commitment to environmental protection that was adopted in 2005 and has guided decisionmaking for two decades. Since its enactment, the port has cut all three major health-related pollutant categories (NOx, SOx and PM). 

 In 2011, then-President Barack Obama appointed Cordero to serve on the Federal Maritime Commission; Cordero took on the role of FMC chairman from 2013-17, until the first Trump administration. That year, he returned to Long Beach to become the port's new CEO, at the request of the board of harbor commissioners. 

A prominent figure in the North American ports industry, Cordero leaves behind a legacy of decades of service to maritime commerce.  "He has guided one of the world’s busiest seaports through unprecedented times with vision and steady leadership, always keeping people and community at the center. Mario is a true Long Beach public servant, and his impact will be felt for generations to come," said Long Beach Mayor Rex Richardson in a statement. 

The board of harbor commissioners is still considering its options for a new CEO and expects that the process will take months. 

“I could not be more grateful for what has been the opportunity of a lifetime to lead the Port of Long Beach over these past several years. While I’ll miss being in the center of the action for international trade, I know that I’m leaving the Port in the very capable hands of our Board of Harbor Commissioners and the exemplary staff,” said Cordero. “It’s been a very rewarding experience and I have amassed wonderful memories that I will cherish forever.”

The U.S. Senate has confirmed Capt. Hung Cao (USN, ret'd) as the next Undersecretary of the Navy. 

Cao, the son of a high-ranking South Vietnamese official, came to the U.S. as a refugee after the end of the Vietnam War. He attended Annapolis and commissioned as a special operations officer in 1996, working his way up through the ranks in deployments overseas during the wars in Iraq and Afghanistan. 

After retiring at the rank of captain in 2021, he mounted two campaigns for elected office in Virginia as a Republican candidate, with President Donald Trump's endorsement. Both were both unsuccessful.

The undersecretary's role is powerful, responsible for the day-to-day affairs of the department as the Navy's chief operating officer and chief management officer. Cao faces serious challenges ahead, including cost overruns and delays in shipbuilding, rising Chinese pressure in the Strait of Taiwan and South China Sea, and the need to operationalize unmanned technology to maintain the Navy's edge.

Cao, an outspoken opponent of diversity, equity and inclusion (DEI) initiatives, is aligned well with Defense Secretary Pete Hegseth's policies for the defense establishment. He also has strong ties to the White House, having campaigned with the president in the 2024 election cycle. Politico Pro reports that Cao's new supervisor, Navy Secretary John Phelan, has taken steps to contain Cao's potentially significant sway: By reassigning aides, routing correspondence through Phelan's chief of staff, and vetting any new hires for Cao's office, they hope to limit the undersecretary's reach to policy implementation rather than policymaking - maximizing control at the level of the secretary's office, Politico's sources reported. 

The Port of Los Angeles has started the first public steps in what could be a decade’s decade-long effort to develop its next container terminal.  The port published a Request for Proposal from interested parties to participate in the pre-development of the new terminal known as Pier 500.

Proposals are due by January 29, 2026, and they expect to select an entry to enter into a public-private pre-development agreement. The goal is to scope the project’s financial feasibility, procure entitlements, and handle other requirements needed before the project is implemented, and the build-out could begin.

The Port of Los Angeles currently has seven major container terminals and six intermodal rail yards for the handling of containers. It is generally the busiest container port in the United States, mostly rivaled by neighboring Long Beach, and from time to time, the Port of New York and New Jersey. Los Angeles peaked in 2021 at 10.7 million TEU  and again at nearly 10.3 million in 2024. Despite the trade uncertainties, the port was approximately 4.5 percent ahead of last year as of the end of August, having handled more than 6.9 million TEU, although volumes were expected to decline in the fall. On a monthly basis, the port has twice exceeded 1 million TEU, in May 2021 and again in July 2025.

“For the first time in a generation, the Port of Los Angeles plans to build a new container terminal to meet global supply chain demand for decades into the future,” said Port of Los Angeles Executive Director Gene Seroka. “The development of the cleanest terminal possible would enhance our efficiency and sustainability while creating new jobs in our communities.” 

Located in natural deep water on the southern tip of the port’s Terminal Island, Seroka says the project site would greatly increase port cargo efficiency, as it would allow for bigger, next generation cargo ships. Carriers have so far reserved the 24,000-plus TEU ultra-large container vessels for routes to Europe, but Los Angeles has handled a few ULCCs, although generally the routes see the sub-20,000 TEU large vessels.

Rendering of the proposed area for the Pier 500 terminal (Port of Los Angeles)

As proposed, Pier 500 would be a 200-acre site with two new berths and approximately 3,000 linear feet of new available wharf along the Pier 400 Channel. The proposed Pier 500 project would allow the Port to leverage existing available space. The port identified a submerged site of 124 acres, infrastructure that was added during the construction of the adjacent Pier 400 before it was completed in 2002, which would now be used to create Pier 500.

Pier 400, the site of APM Terminal, opened in August 2002, is currently the largest container terminal at the port. APM highlights it has a capacity of 4.4 million TEU and five berths with a total of 507 acres and 19 super post-Panamax ship-to-shore cranes. Pier 400 is the largest container port terminal in the Western Hemisphere. 
 
The pre-development process for Pier 500 will include all necessary environmental assessments as required under the California Environmental Quality Act and the National Environmental Policy Act (NEPA). The entire proposed Pier 500 project—from pre-development, entitlement procurement, and environmental review to full build-out and operation—is expected to take approximately 10 years. 
 

The U.S. Navy has exceeded its recruiting goals for FY2025, the service announced Wednesday - a clear sign of a turnaround after the doldrums of 2023. 

After missing its targets by 20 percent in FY2023, the Navy made an all-out push to make it easier and faster to sign up and enlist. It reduced its minimum acceptable score on the Armed Forces Qualification Test to the lowest level allowable by law (subject to conditions), and increased the maximum recruit age to 41, the oldest it can accept without new permission from Congress. A new preparatory program for recruits who did not meet test standards or physical fitness requirements further broadened the applicant pool, making the opportunities of a Navy career accessible to people who would not qualify at the time of first contact with a recruiter. 

The service also aimed for speed. It hammered out ways to get medical waivers and tattoo approvals done more quickly, since (in a hot employment market) applicants would often take another job if they had to wait weeks for an answer. Tattoo reviews now take less than three days, down from 30 days, according to Navy Times. 

To get at the problem of processing speed, the service tripled the number of office staff assigned to perform medical reviews. It also pushed successfully for faster operations at regional Military Entrance Processing Stations, where future servicemembers go for aptitude testing and medical evaluation.

All of these policy changes - plus 100% manning in front-line recruiter roles, and a cooling private-sector job market - have added up to better numbers for recruits in the door. In FY2025, the Navy brought in more than 44,000 future sailors, more than in any year in the last two decades. 

“Culture drives outcomes,” said Rear Adm. James Waters, Commander, Navy Recruiting Command. “We’ve shown what’s possible when we adapt, move fast, and stay accountable. Every recruiter in the field can take pride in knowing they played a direct role in strengthening our Navy and our nation.”

The topline number is big, and big enough to allow the Navy the flexibility to be more selective than it appears on paper. It isn't using its low-test-score applicant pool as much as it might have planned, and is now taking recruits only at the 26th percentile of performers and above. 

Other service branches are also seeing good numbers: the Army met its FY2025 goal four months ahead of schedule, the Air Force has reported exceptionally strong monthly recruitment, and the Marine Corps met its annual target without difficulty. 
 

New York is moving forward with its plan to expand port operations through the revitalization of the Brooklyn Marine Terminal (BMT). Once a key part of the operations, the plan seeks to end 50 years of disinvestment and decay while supporting the transformation of the area into a modern maritime port and vibrant mixed-use community.

The New York City Economic Development Corporation (NYCEDC) assumed operational control of BMT in May 2024 from the Port Authority of New York and New Jersey, which has overseen the port and regional transportation for more than a century. The City and State of New York announced a $95 million plan to enhance maritime operations on the Brooklyn waterfront in 2024, focusing on BMT, which encompasses 122 acres of the waterfront in a neighborhood known as Red Hook and includes one of the current cruise terminals in the port. The city announced an initial $80 million investment that would be used to stabilize and repair Piers 7, 8, and 10, and to fund the planning for the waterfront. 

NYCEDC has launched a Request for Expression of Interest to solicit proposals from domestic and international port operators, developers, and maritime industrial businesses. The companies have till December 15 to submit their comments as the city seeks input on the optimal size, layout, and economically viable uses of the commercial port. 

The RFEI is part of the Vision Plan previously approved for BMT that is backed by $418 million in city, state, and federal funds. The funds will be used to transform the dilapidated marine terminal into a 60-acre, all-electric maritime port. 

NYCEDC is seeking comments from those interested in acting as the operator/developer of the entire port facility or interested in a portion of the property. They can become a tenant of the port operator.

The Economic Development Corporation has already commenced work to improve the port. Earlier this year, NYCEDC executed three maritime contracts totaling an initial $18 million, including $15 million for a new electric ship-to-shore crane, $2 million for fender repairs to Pier 10, and $1 million for the demolition and removal of four out-of-service cranes. Demolition and removal of the four out-of-service cranes was completed in September.

The Brooklyn waterfront has seen revitalized interest in the past few years. Construction began in 2024 for the planned wind port facility at the South Brooklyn Marine Terminal. The 73-acre site is being revitalized into what was billed as one of the nation’s largest dedicated offshore wind ports. It will be used to support Empire Wind 1, which is being developed by Equinor.

This next phase of the port development is proceeding as a new economic impact study was released by the Shipping Association of New York and New Jersey. It highlights that the Port of New York and New Jersey is the largest container operation on the East Coast and the third largest port in the United States. At times, it has surpassed the volumes of either Los Angeles or Long Beach. NY/NJ has a current capacity of nearly 8.7 million TEU and handles over 410,000 vehicles as well as nearly 68,000 tons of breakbulk and 36.1 million tons of bulk cargo. It is also a strong cruise port handling nearly 2.4 million passengers, mostly in a season trade.

The report finds that the port supports a total of nearly 580,000 jobs, including 277,800 workers directly employed in the port industry. The Port of New York and New Jersey accounted for $18.1 billion in tax revenue in 2024.  
 

The Spanish-based Boluda Towage continues its aggressive path of acquisitions to consolidate the towages and global expansion with the acquisition of operations in Australia and Papua New Guinea from Royal Boskalis. The company highlights that the latest deal expands its presence to five continents and consolidates its operations in Asia.

The group reports it has acquired the $600 million towage operation based in Australia and Papua New Guinea from Royal Boskalis. It adds 39 modern and versatile tugs to the Boluda fleet and more than 400 professionals, including seafarers and shore personnel. With regional headquarters in Sydney, Australia, the operation serves nine key ports, including the ports of Weipa, Townsville, Mackay, Gladstone, Brisbane, Newcastle, Botany, Melbourne, and Papua New Guinea. 

The acquisition reportedly strengthens Boluda’s role in the export of essential commodities for the energy, technology, and steel industries worldwide. Vicente Boluda Ceballos, President of Boluda Towage, also notes that the company aims to support the development and improvement of port infrastructure wherever it operates.

Boluda currently has operations in Hong Kong, Singapore, Malaysia, and Timor-Leste. With this latest acquisition, Boluda says it has now extended its capacity to 232 ports and a workforce of 10,000 people. They said it consolidates the company as the world’s largest towage operator with a total fleet of over 850 vessels. 

The acquisition spree has seen Boluda acquire the German towage companies of Unterweder Reederei and Lutgens & Reimers in 2017, as well as Kotug Smit Towage from Boskalis, the harbor and offshore activities of Iskes Towage & Salvage, and Caledonian Towage of Scotland. More recently, it also made acquisitions in France, the UK, Gibraltar, and Finland, but the deal to acquire Smit Lamnalco collapsed when Royal Boskalis acquired the remaining 50 percent in the joint venture in 2024.

Boskalis in 2019 had announced that it planned to divest its worldwide harbor towage activities. It sold its interest in towage companies in Europe, Central and South America, and Singapore.

[By: MarinePALS]

A commitment to improving the safety knowledge of seafarers by using the latest technology has won digital training company MarinePALS the Outstanding Maritime Training Institution/Company Award at the Marine Insight Summit Awards 2025.

In winning the award, the judges credited MarinePALS with its continuous efforts to push the boundaries of technology to assist the seafarer with safety and training information, kept short to ensure the most vital information is retained.

The award is especially noteworthy with the company only being established two years ago.

The company’s innovative training solutions include bite-sized videos, each less than seven minutes, short-form reminder videos which put information in front of seafarers within a one-minute time-frame, a suite of learning games which allow students to play against themselves and others while learning, and Virtual Reality (VR) scenarios which facilitate simulated learning.

MarinePALS CEO and Founder, Capt Pradeep Chawla, said: “This award will keep us motivated to carry on pushing the boundaries of digital training, helping to keep seafarers informed and making our seas safer for all who work on them. 

“I would like to thank the judges, everyone who voted, and most importantly, our clients who trust us to deliver world-class training solutions.”

[By: Everllence]

Everllence is marking the 10th anniversary of its ME-GI dual-fuel engine entering commercial service, since when it has accumulated 1,010 orders with over 500 units already at sea. The company states that the robust, reliable ME-GI is proven technology and the industry's de facto leading methane-fuelled engine with the highest efficiency and lowest methane emissions.

Christian Ludwig – Head of Global Sales & Promotion, Two-Stroke Business, Everllence – said: “The newbuilding market is increasingly influenced by a number of key factors, of which decarbonisation is the most compelling with methane making for an excellent transition fuel. Similarly, the desire of shipowners for fuel-flexibility as a strategic hedge – as well as regulatory pressure and compliance – have also played important roles in the uptake of dual-fuel engines. In this landscape, the ME-GI has thrived and been adopted by a broad selection of marine segments.”

Susanne Kindt – Senior Vice President, Engineering, Two-Stroke Business, Everllence – said: “The ME-GI platform is founded upon many years of two-stroke development, to which we now can add an invaluable decade of ME-GI service experience. The ME-GI Mk2 engine design, introduced as standard in 2020, features a simplified configuration – with just one chain pipe and other key improvements – and will continue to be part of the new Mk10.7 platform. In the long run, we anticipate a diversified fuel mix to emerge for dual-fuel engines and expect methane to be used by some 20% of the world fleet by 2050; we consider the ME-GI to be the preferred choice among newbuildings in taking advantage of this trend.”

The ME-GI engine – an industrial standard
Everllence’s successful ME-GI (-Gas Injection) engine has set a new industrial standard for two-stroke propulsion engines aboard – among others – container vessels, bulk carriers, tankers and PCTCs. The ME-GI engine provides ship owners, charterers and operators with a peerless solution within environmentally friendly and high-efficiency, two-stroke technology but without the prominent methane emissions that are characteristic of competing engines. These design merits have made the engine the standard propulsion system for the methane-fuelled fleet.

The Diesel principle not only provides the ME-GI engine with high operational stability and efficiency, but also ensures 100% reliable operation during load changes on gas with just normal additions of pilot-oil amounts. Furthermore, the ME-GI’s operational principles feature a seamless change-over between gas and diesel operation. The robust combustion principle enables the ME-GI engine to apply a higher shaft generator (PTO) application compared to any other equivalent engine. The ME-GI remains the most environmentally-friendly technology available within the methane-fuelled, two-stroke engine segment.

A massive seizure of drones and other military equipment apparently bound for the Houthis has been reported by an opposition faction known as the Southern Transitional Council. The faction, which is backed by the United Arab Emirates and is active in southern Yemen, reports it discovered 58 containers in the port of Aden carrying drones and components and weighing a total of 2,500 tons.

In a statement issued on October 2 in Aden by the spokesman, Lieutenant Colonel Mohammed Al Naqib, they report the equipment was being unloaded from a commercial vessel arriving from Djibouti, which had been diverted to Aden because of damage to port facilities in Hodeidah. Details of when the seizure occurred, and from what ship or ships, are unclear, but the goods seized, from the limited imagery published, are of Chinese origin, disguised as ordinary cargo.  

The consignment is listed to have included “drones and their launch platforms, drone production machine tools and lathes, spare parts for various light and medium weapons, wireless communication devices, jet engines, surveillance, espionage, and jamming devices and electronic chipboards used in drone control systems.”

Also seized were large quantities of materials used for the manufacture of drones, including carbon fiber, insulation materials, sheet metals, and raw plastics, as well as components needed for the manufacture of target acquisition sensors, communications devices, and anti-jamming equipment.

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— ???? ?????? (@M_Q_Alnaqib) October 2, 2025

The whole consignment comprises all the parts, materials, and machine tools necessary to establish a production line both for drones and for their command and control systems.  It is likely that the consignment was ordered and dispatched to replace or augment production facilities which have been destroyed in previous Israeli and American air raids, for example, in the successive U.S. and British air raids on the Hubayshi drone factory south of Sanaa in March and April.

The Hubayshi drone factory at 15.155087N 44.257652E was damaged in an RAF attack on April 29 (Google Earth/CJRC)

The group reported the discoveries were made during routine customs inspection of cargo in the Aden Port Free Zone, and apparently were not based on detailed intelligence. The seizures do, however, appear to be additional to those made by the Counter-Terrorism Service in Aden on August 2. On this earlier occasion, drone equipment had been packed into five containers declared to be holding car parts, which had been unloaded from a ship arriving directly from China.

U.S. Central Command also reported in July that the Yemeni forces in opposition to the Houthis made their largest ever seizure of Iranian weapons bound for the Houthis. In total, the U.S. said that over 750 tons of munitions and hardware were intercepted inbound aboard a dhow. 
 

Maersk reports it has passed the halfway mark on an ambitious program of refits designed to reduce fuel and operating costs as well as emissions for its fleet of chartered containerships.  The carrier calls it a “win-win model” where it benefits from the improved economics of the vessel’s current operations, and the owners get the long-term value of a modernized vessel.

To date. Maersk reports working with its time-charter partners, more than 1,500 individual projects have been implemented across 200 vessels with 50 shipowners. An additional 1,000 projects are in process and scheduled to be finalized by 2027. The investment cost for the projects is split between Maersk and the vessel owners.

“Our medium- and long-term chartered fleet makes up a significant proportion of our operations as well as of our total fuel consumption,” explains Ahmed Hassan, Head of Asset Strategy and Strategic Partnerships at Maersk. “By working closely with our partners, we aim to implement solutions that not only reduce emissions but also enhance the overall competitiveness of our fleet.”

More than half the vessels operated currently by Maersk are on charter, according to data from Alphaliner. The company has a total of 736 containers, of which 392are chartered.

Maersk explains that many of the vessels were designed to operate at faster speeds than the industry maintains today. Also, developments have permitted some ships to increase the rated capacity for containers.

Among the projects being carried out are significant changes to the vessel configuration with the replacement of the propeller or bulbous bow from the original designs for higher speeds. Maersk says the integration of an optimally designed bulbous bow reshapes water flow around the hull to reduce drag and enhance hydrodynamic efficiency. The propeller replacement is combined with Pre-Swirl Devices that assist in maximizing thrust while minimizing energy loss.

Other retrofit projects include elements such as auxiliary engine waste heat recovery systems that allow steam production from auxiliary engine heat, reducing the reliance on fuel-oil-fired boilers. Similarly, the installation of shaft generator systems cuts down auxiliary engine usage.

Cargo-carrying capacity is being enhanced through a range of structural and technical improvements. This can include elevating the wheelhouse to improve line of sight and increase intake, raising the lashing bridges, strengthening the vessel’s deadweight capacity for deeper drafts, or upgrading both lashing systems and loading computer functionalities.

The projects are part of Maersk’s overall goal to reduce absolute scope 1 greenhouse gas emissions by 35 percent by 2030, compared to the 2022 baseline. Last year, the company reported it would be building new vessels as a replacement for some of the oldest ships in its fleet, as well as the adoption of alternative fuels for newbuilds. 

Maersk also undertook the first conversion to dual-fuel methanol capabilities of a large containership. The project for the conversion of the Maersk Halifax was completed in 2024, and also included a nearly five percent increase in container capacity. The company has said it would explore the conversion of sister ships from this 15,000 TEU class.

Hapag-Lloyd, working with vessel owner Seaspan, announced a similar program to refit up to 60 of the Seaspan-owned containerships. The program was designed to prepare the vessels for methanol fuel operations. It has also been changing propellers on its owned fleet and other adjustment to improve operating efficiency.
 

The finance ministers of the G7 nations have agreed to increase restrictions and penalties on Russia's energy exports, in hopes of convincing the Kremlin to bring an end to its ongoing war in Ukraine and its repeated violations of NATO airspace. Russia has successfully circumvented previous energy sanctions, but the new G7 measures take aim at its overseas customers in India and China, not at its shadowy and hard-to-regulate transport network. 

"We agreed that now is the time to maximize pressure on Russia’s oil exports, a major source of their revenue. We will target those who are continuing to increase their purchase of Russian oil since the invasion of Ukraine and those that are facilitating circumvention," the finance ministers said in a joint declaration. 

They also agreed to continue phasing out any remaining G7 imports of Russian hydrocarbons - and may take measures to restrict trade in refined products made from Russian oil. Indian refineries are the largest exporters of clean products made from Russian oil, and have sold large volumes into European markets since the beginning of the war, raising concerns about a "back door" for Russian petroleum to get into Western economies. 

In addition, the ministers agreed to take measures to help Ukraine keep financing its defense - including mobilizing the value of Russian state assets that were frozen in G7-based banks at the start of the conflict. In Europe, leaders are actively discussing a plan to use $160 billion worth of frozen Russian assets to underwrite a loan to Ukraine, which would then be used to buy European weapons; as yet there is no consensus on the plan, and some EU member states have concerns about its legality. 

Russian fuel shortages

Ukraine has taken its own measures to target the Russian energy sector, including both export infrastructure and internal refining capacity. Recent hits on loading terminals at Ust-Luga, Primorsk and Tuapse have reduced (or aimed to reduce) Russian petroleum producers' ability to export unrefined oil and condensate. And a constant stream of drone attacks on the largest Russian refineries have cut refining throughput capacity by an estimated 20-40 percent. Even a ban on gasoline exports - freeing up about 15 percent of refining output - has not alleviated a domestic "fuel crisis," which is so widespread that even Russian media outlets have begun to acknowledge it. 

"In some regions, there has been a shortage of petrol for several weeks now," wrote Nezavisimaya Gazeta on September 29, as translated by BBC's Steve Rosenburg. "The continuation of the fuel crisis after the [Kremlin's now-extended] ban on petrol exports comes as a surprise . . . It is no longer possible to deny the signs of petrol shortages in the regions." 

Government-aligned Russian paper Kommersant reported Wednesday that fuel imports from Asia may soon begin to help offset the damage to domestic refining capacity, reversing Russia's former status as a net exporter of refined products. Refineries in China, South Korea and Singapore are on the list of possible suppliers under consideration, Kommersant said. The plan calls for importing foreign fuel into ports in the Russian Far East, subsidizing it to keep costs level. This would free up about 1.3 million barrels a day of gasoline from Siberian refineries for use in western Russia.

The pressure may keep increasing. According to the Wall Street Journal, President Donald Trump has directed U.S. intelligence agencies to begin providing Kyiv with targeting information for long-range strikes deep within Russia, amplifying Ukraine's ability to carry out attacks on refineries, arms factories and military targets. Talks are reportedly under way on a deal that would allow Ukraine to buy America's long-range weapons - like the proven Tomahawk cruise missile - in exchange for U.S. access to Ukraine's highly advanced drone warfare technology. 

Top image: Ian Greenwood / VesselFinder

After repeated warnings not to attempt to approach the Gaza coastline, and calls for the boats to turn back, Israeli forces intercepted the boats in the global flotilla before they could reach Gaza. The organizers confirmed that 21 boats had been intercepted, while they had lost contact with 18 others, and called the actions illegal as they contended they were in international waters.

Israel has maintained a military blockade of Gaza for nearly 20 years, saying it was needed to prevent the smuggling of weapons to Hamas. Early on Thursday, October 2, the Israel Foreign Ministry posted a message saying, “The Hamas-Sumud provocation is over… None of the boats succeeded in its attempt to enter an active combat zone or breach the naval blockade … Greta and her friends are safe and healthy.”

The group claimed that at least 20 Israeli navy vessels were involved and began to approach the boats on Wednesday evening as they drew near the coast. They said the Israelis had ordered them to turn off their motors and prepare to be boarded. Israeli troops demanded the passports from the participants, and according to reports, the individuals were transferred to a vessel to be taken to Ashdod. 

The organizers, in a prepared statement, claimed that Israel used “a chain-like barrier in international waters” to stop their boats. They also claimed that water cannons were used along with a systematic jamming of communications.

It was estimated that Israelis took into custody 443 individuals. The foreign ministry said they would be deported to Europe.

As of Thursday morning, two vessels had not been stopped. One called Mikeno, which departed from Greece with a Turkish captain, was turning its electronic signals on and off starting at 0300 in an attempt to evade interception. The group said it might have made it closer to the coast, but the Israelis warned that if it approached, it too would be stopped. 

Israeli authorities asserted in recent days that the flotilla was linked to Hamas and provided captured documents from Gaza, which it said supported its assertion. The organizers denied any affiliation.  

There had been multiple calls by European leaders for the group to cooperate with Israel. There was a proposed solution that the humanitarian supplies on the boats would be handed over at Ashdod, inspected, and transferred to Gaza. Israel reiterated the offer.

It marks the third time the flotilla has failed to breach the blockade and the second time activist Greta Thunberg was detained and ordered deported. Despite that, the group said its commitment remains to break the blockade.
 

In response to concerns about the vulnerability of subsea cables in an era of "hybrid warfare," the marine construction experts at Jan De Nul have a solution: protect them. Industry already has methods to protect subsea installations against scouring or stray trawler nets, and the same techniques could be applied to defend cables from hostile divers, robotic subs and ship anchors. 

Jan De Nul has ordered a new rock-dumping ship that is designed to respond to the needs of infrastructure owners in the North Sea and Southeast Asia, where offshore wind power is expanding. The vessel is designed to protect cables, pipelines and other undersea structures by installing a heavy rock cover layer.

Named the George W. Goethals, the vessel has a capacity of up to 37,000 tonnes and comes with a flexible vertical fall pipe and an inclined fall pipe system. As equipped, she will be able to install extra-large rocks to water depths of up to 400 meters - well within scope for bottom-fixed offshore wind farms and most North Sea and Baltic Sea cables routes.  

The Goethals will run on biofuel and green methanol, which significantly reduces CO? emissions. A hybrid power plant also guarantees efficient fuel usage. The vessel will be equipped with four electric excavators for loading large size rocks, without a conveyor belt or crane on shore.

“Decades of hands-on experience have given us deep expertise in subsea rock installation. We have applied this knowledge throughout the vessel’s design. The collective capacity of our subsea rock installation fleet now surges beyond 100,000 tonnes. This investment will strengthen our leading position in the industry,” said Philippe Hutse, Jan De Nul Directeur Offshore Energy.

Apart from the new rock installation vessel, the company is also building two extra-large cable-laying vessels that will have a cable-carrying capacity of 28,000 tonnes, which is more than any other vessel currently on the market. The two cable-layers - named Fleeming Jenkin and William Thomson - are designed to install cables over longer distances with fewer subsea connections, making them ideal for interconnector cables that link energy grids across the globe.  

French prosecutors have ordered the captain of a flagrant shadow fleet tanker to appear in court in February in what appears to be a crackdown on the stateless tankers transporting Russian oil. It is unclear if the tanker is still being investigated in relation to the drone incident over Denmark or if the vessel has been released from French custody.

Earlier on Thursday, October 2, it was reported that the prosecutor’s office in Brest, France, moved to extend the detention of the captain and chief officer of the tanker, which is now going by the name Boracay. It is possibly the sixth name for the tanker since 2020. It used three names in 2024, and Boracay is so new that it has yet to show up associated with the IMO number in most of the major databases. 

The captain and the chief officer, both of whom are reported to be Chinese nationals, were released from detention later on Thursday, October 2. The prosecutor’s office said the captain was ordered to appear in court on February 23 on the charge that he failed to obey orders from the French forces, which boarded the vessel on Saturday, September 27, while it was sailing on the Atlantic coast. Associated Press reports the captain could face up to one year in prison and a fine of approximately $175,000.

The stop was predicated on the Navy’s suspicion of a discrepancy between the declared nationality and its real nationality. The ship has been claiming to be sailing under the flag of Benin since September 1, but that is widely believed to be a false flag. Prosecutors initially also said the two individuals could be charged for the false identity of the vessel, but later said that it was not the captain’s responsibility. He, however, continues to face the charges of not responding to the orders, but the chief officer was released with no charges.

The tanker has been sanctioned by both the UK and the EU for its association with the Russian oil trade. It has been cited for AIS spoofing and inconsistencies in its identity and registration in the past. It is believed to have started operating in the shadow fleet in June 2024.

French President Emmanuel Macron reiterated that they had acted to ensure the ship was “compliant with international rules.” The French news agency AFP reports Macron told the leaders gathered in Denmark for the European Political Community (EPC) summit, “You kill the business model by detaining, even for a few days or weeks, these vessels and forcing them to organize themselves differently.” Macron later announced after meeting with his European counterparts that in the coming weeks they will develop plans and "implement a policy of obstruction against the shadow fleet."

The leaders have refused to link this tanker to the drone incidents over Denmark last week. Macron said it is important to “get to the bottom of what happened.” Danish officials said the incidents, which happened over four nights, were launched by “professional actors,” but have not said where the launches originated.

French military personnel were reported to still be aboard the tanker during the day on Thursday, according to AFP. AIS signals late on Thursday still record the vessel as anchored off Saint-Nazaire, France. It was sailing from Primorsk, Russia to India with a cargo of Russian crude oil.

For almost 40 years, Swiss flow solutions provider GF has been a trusted partner for thermoplastic piping systems in the marine industry, from pipes and fittings to measurement, control, automation, and jointing equipment. GF created the “Design Smarter. Build Better.” webinar series to give designers and engineers an introduction into the planning and installation process of polymers on board. All five episodes are available on-demand starting 1 October 2025. 
  
With the maritime industry under increasing pressure to improve efficiency, cut emissions, and extend asset lifetimes, materials are playing a decisive role in the design of next-generation ships and offshore installations. Polymers, long-established in secondary systems, are increasingly being implemented in critical piping applications thanks to their lightweight, corrosion-resistant, and cost-efficient properties.

To support engineers and designers in navigating this material shift, GF, together with experts from DNV and Roxtec, has launched the on-demand webinar series “Design Smarter. Build Better.”. The five-part program is aimed at naval architects, FEED consultancies, and shipyards looking to understand how to integrate polymers into marine and offshore piping systems. 

Across the series, host Paul Jolley, Business Development Manager Floating Wind & Offshore at GF, will speak to industry specialists about the unique demands of implementing polymers on board: 

•    Episode 1: Roberto Chiesa, Head of Business Development Marine at GF, and Martin Vloedbeld, Global Marine / Business Development & Sales Manager NL Marine at Georg Fischer NV, will lay the foundation by focusing on the rise of polymers as an alternative to metal piping systems, and how GF developed its marine portfolio to include demanding essential applications. 

•    Episode 2: Michaela Eichenberger, Head of Materials Technology Polyolefins & Technical Polymers at GF, and James Chandler, Head of Engineering Services at George Fischer Sales Services Ltd., discuss the crucial parameters that need to be considered during material selection, as well as the differences compared to metal. 

•    Episode 3: James Chandler returns to speak about the design process for thermoplastics, including topics such as pipe stress analysis and prefabrication. 

•    Episode 4: Roberto Chiesa and Hagen Markus, Principal Engineer - Piping Components, Ship Classification Maritime at DNV, look at the history and current trends of type approval for thermoplastic piping systems, which involves a wide range of stringent testing. 

•    Episode 5: Roberto Chiesa is joined by Oskar Erlingsson, Manager - Technical & Commercial Support for marine and offshore at the Roxtec Group, to talk about the various methods of installation. The episode covers flange types, bracket systems, and jointing technologies for polymers, as well as Roxtec’s pipe seals. 

Host Paul Jolley comments on the launch: “Polymers use in the industry is established and increasing. Therefore, as Naval Architecture firms and FEED consultancies recognize the incredible potential of these materials, designers are looking for guidance on how to get the most out of thermoplastic piping systems. Across five episodes, we want to answer some of the questions we regularly receive about polymers and empower maritime professionals to design smarter and build better.”  

Access all five episodes of the “Design Smarter, Build Better”- Series on demand here.
 

This article is sponsored by GF.

[By: ABS]

An advanced design of an ammonia vent treatment system from HD Korea Shipbuilding & Offshore Engineering (HD KSOE) received approval in principle (AIP) from ABS and the Liberian International Ship and Corporate Registry (LISCR).

The ammonia vent treatment system integrates compact scrubbers to treat ammonia fuel, which can escape during the purging process, to maintain safe concentration levels before discharge through the vent mast. HD KSOE says this design also minimizes wastewater production. ABS completed design reviews based on class requirements and IMO Interim Guidance.

“With our deep insight into the safety aspects of ammonia and advanced treatment technologies, we are supporting innovative clients like HD KSOE in developing equipment to accelerate the maritime industry’s journey to low or no carbon emissions,” said Patrick Ryan, ABS Senior Vice President and Chief Technology Officer.

“This certification from ABS strengthens HD KSOE's technology portfolio for eco-friendly equipment,” said Young-Joon Nam, head of the SD Business Division at HD KSOE. “We will continue to develop unique technologies and lead the global market for eco-friendly ships.”

ABS provides industry-leading guidance on the application of ammonia as a marine fuel. Download a copy of the latest ABS publication Safety Insights for Ammonia as a Marine Fuel here.

[By: DEEP]

DEEP, a pioneering ocean engineering and technology company, today announced a major expansion of its operations in the United States, including a $100 million investment in a permanent engineering and development hub in Florida and a state-of-the-art manufacturing facility in Houston, Texas. At the center of this expansion is Project Vanguard, the first crewed subsea human habitat of its kind to be constructed in four decades.

“Project Vanguard is a foundational step toward enabling a permanent human presence under the sea,” said Norman Smith, Chief Technology Officer at DEEP. “We’re not here to build just one habitat. We’re building an entire ecosystem for subsea habitation. Vanguard is just the beginning.”

Vanguard build in Florida
Construction of Vanguard is underway in Florida, underscoring the state’s role as the hub of DEEP’s subsea innovation. Designed for four-crew, medium-duration missions of a week or more, the habitat will support specialist projects such as scientific research and environmental monitoring, technical diving and spaceflight training, and coral reef restoration.

Vanguard will also become the first underwater habitat to be classed by DNV, a leading international certification and classification provider for underwater technology, setting new global standards in subsea safety.

“Florida is not just the build site for Vanguard, it’s becoming the beating heart of our engineering and testing efforts,” said Kristen Tertoole, COO at DEEP.

Strategic U.S. partnerships
As part of the Vanguard build program, DEEP has awarded a multimillion-dollar contract to Triton Submarines, the Florida-based manufacturer of advanced submersibles. Triton will provide critical engineering services, leveraging its expertise in pressure vessel design, certification, and underwater systems integration.

“We’re thrilled to partner with DEEP on Project Vanguard,” said Patrick Lahey, CEO and Co- Founder of Triton Submarines. “Our teams share a passion for precision engineering and a vision for the future of human-ocean interaction. This collaboration represents a new era in subsea technology.”

DEEP has also engaged Bastion Technologies, with its expertise in aerospace and subsea engineering, and Unique Group, a global leader in diving and marine services, to further strengthen the Vanguard project team with world-class technical capabilities. DEEP Manufacturing Limited

In addition to its Florida expansion, DEEP is broadening its U.S. manufacturing presence with the launch of a state-of-the-art facility in Houston, Texas. Here, Wire Arc Additive Manufacturing will be used to print high quality, large-scale metal components for global customers across the maritime, offshore, and aviation industries. This new site will enhance DEEP Manufacturing’s capabilities alongside its established operations in the UK and underscores DEEP’s commitment to strengthening the U.S. industrial ecosystem while driving innovation across multiple sectors.

Follow DEEP on social media @deepengineered.

[By: Hydrex]

Hydrex divers reinstalled the bow thruster of a 170-meter container ship during its stop in Rotterdam. By performing the operation underwater, the thruster could be reinstalled without making costly changes to the schedule to take the ship to drydock.

Upon arrival, the team set up a monitoring station next to the vessel. The divers then started the operation with a detailed inspection of the bow thruster tunnel. In the meantime, initial preparations were made in the bow thruster room for the reinstallation of the unit.

Because the thruster was fully assembled and prepared, it could be installed in its entirety without the need to create a dry environment in the tunnel, as is required when the blades are installed separately. The diver/technicians lowered it into the water and brought it into the thruster tunnel. The team secured the unit and connected it to the bow thruster room.

The operation ended with the removal of the pad eyes and the reinstallation of the thruster tunnel grids.

The team worked in shifts around the clock and finished the job within the available time frame. This allowed the ship to sail on schedule, which was a key benefit for the owner.

Performing a job like this takes a lot of planning. This can only be done successfully by staff who have familiarity with such operations and have the relevant know-how and equipment.

[By: ABS]

ABS has granted two approvals in principle (AIP) for advanced cargo handling systems designed for liquefied natural gas (LNG) carriers and ethane carriers, developed by HD Korea Shipbuilding & Offshore Engineering (HD KSOE).

The subcooling refrigeration system is a key advancement in cargo temperature management for LNG carriers. Unlike conventional systems that rely on a single gaseous refrigerant, the subcooling system utilizes a mixed refrigerant of both gas and liquid, which HD KSOE believes enhances refrigeration efficiency by more than 10 percent. This approach mitigates the risk of boil-off gas by supercooling LNG to temperatures below -170° C, helping maintain optimal cargo integrity during transit.

The second AIP was issued to HD KSOE for the development of an advanced cargo handling and re-liquefaction system tailored for ethane carriers, adaptable to vessels of various capacities. Given stringent requirements for stable temperature and pressure in ethane transportation, this system is designed to enhance operational efficiency while mitigating associated risks.

“The shipborne transportation of LNG and ethane is poised for growth in the coming years, making the maintenance of safe and efficient operations crucial for the industry. ABS is proud to support these innovative technologies developed by HD KSOE,” said Patrick Ryan, ABS Senior Vice President and Chief Technology Officer.

“The newly developed subcooling system not only delivers greater efficiency compared to existing systems but also represents meaningful progress toward the localization of core technologies in the shipbuilding industry. HD KSOE will continue to advance the development of fundamental technologies to further strengthen the global competitiveness of the shipbuilding sector,” said a representative from HD Korea Shipbuilding & Offshore Engineering.

Since signing a memorandum of understanding in late 2024, ABS has worked closely with HD KSOE on the development and certification of next-generation ship systems. Recently, ABS also approved another advanced cargo handling system for very large ethane carriers (VLECs) from HD KSOE. Learn more about that system here.