The Chevrolet Equinox EV is involved in another recall in the United States, just two months after a handful had to be repaired for door strikers that could crack under pressure. This recall is much more widespread than October’s, impacting 7,606 examples across the United States.

Like all other EVs on the market, the Equinox EV is required to have a pedestrian alert sound system. However, Chevrolet has revealed the system in the Equinox EV may have been improperly calibrated and may not produce enough exterior sound when the SUV is traveling between 20 km/h (12.4 mph) and 30 km/h (18.6 mph). The carmaker rightly points out that if pedestrians can’t hear an approaching Equinox EV between these speeds, there’s a heightened risk of a collision occurring and a pedestrian being injured.

Read: Chevy Serves Electric Juice With Every Equinox EV Test Drive — Welcome To California

The recall impacts 2025 Equinox EV models manufactured between August 13, 2024, and October 16, 2024. GM has blamed the fault on incorrect software calibrations in the body control module. It opened an investigation into a potential problem on October 8, 2024, after an audit found the pedestrian alert sound on 2025 models was not up to spec. A decision to issue a recall was made on December 5.

Owners will be alerted to the recall from January 27, 2025. Curiously, customer-owned vehicles will need to visit a GM dealership to have the body control module’s software correctly calibrated, while unsold vehicles may receive the same update over the air. GM hasn’t specified why the over-the-air update isn’t available for all vehicles.

October’s recall for the Equinox EV also encompassed the 2025 Chevrolet Blazer and Blazer EV models. Chevy revealed these vehicles had door strikes that were improperly heat-treated and did not meet its hardness specifications, meaning the doors could swing open while driving or during a crash. Fortunately for GM, none of these vehicles had been delivered to customers at the time of the recall and were still on dealership lots.

It turns out that getting your hands on a Tesla Cybertruck might be just as nerve-wracking as waiting for it in the first place. One hopeful owner is finding out the hard way that Tesla doesn’t play nice when it comes to deadlines or refunds. According to him, the company has given him a simple ultimatum this holiday season: take delivery now or kiss $2,500 and his spot in line goodbye. Happy holidays, right?

Despite his requests for a little breathing room, Tesla seems uninterested in bending its rules. And, based on the fine print, it’s hard to say he didn’t see this coming.

More: Brand New Cybertruck Leaks Oil After 3 Days, Tesla Needs A Month To Fix

Right now, ordering a Cybertruck requires a $250 non-refundable order fee. That’s different from the deposit that a Facebook user put down by a factor of ten. He dropped $2,500 to configure a truck and on December 28 received word from Tesla that he had to accept delivery now or lose that money. “You have exceeded your final hold on your Cybertruck and have been assigned a truck that is on island readily available,” reads a message reportedly from Tesla service.

According to his own post on the Tesla Cybertruck Owners group on Facebook, he needs more time, which is what he allegedly told the company rep. They simply responded “Your order will be cancelled with your deposit forfeited.” Butcher pleaded that this didn’t seem fair and that he would like the deposit to go to a future purchase of a Cybertruck.

Based on the details provided and Tesla’s response, it seems clear that he agreed to these terms when placing his order. While he doesn’t explicitly clarify, all signs point to this being a confirmed order rather than a simple reservation—likely involving specific options or configurations. If that’s the case, does it mean Tesla is entirely in the right here, and the customer is in the wrong? It’s a tricky situation, but the fine print seems to be working in Tesla’s favor.

Interestingly this isn’t the only non-refundable part of the Cybertuck buying experience. At some point in mid-2025, the automaker plans to launch the battery range extender for the truck. In October, it increased the non-refundable deposit for the accessory from $500 to $2,000. Perhaps this is just a lesson to be careful about counting your eggs before they hatch. 

Rimac may have quietly dropped a teaser image for its upcoming single-seater hypercar that Mate Rimac has promised will be quicker than a Formula 1 car. If you thought the Nevera and Nevera R were quick, just wait until you see what Rimac has up its sleeve.

This intriguing sketch is included in the latest issue of the Rimac Magazine that’s available to purchase on the carmaker’s website. One of the pages shows a line-up of three Rimac models, including the regular Nevera, a turquoise-colored Nevera R, and the front end of a mystery third model, triggering speculation that this could be the brand’s single-seater.

Read: Rimac Is Working On A Single-Seat Track Weapon That’ll Be Quicker Than An F1 Car

While some of the intricacies of the car’s design are hard to spot, it looks to have a pronounced front noise section that is not dissimilar to a Formula 1 car or IndyCar. However, unlike most open-wheel racers, it appears to have large sections positioned in front of the wheels, likely to aid in aerodynamics. Interestingly, there don’t appear to be any parts that shield the top of the tire, effectively giving it an open-wheeled design.

We can also see the car has a fixed canopy, which extends further forward than it does on the Nevera, and a wraparound windshield that is not dissimilar to what you’ll find in a fighter jet.

Mate Rimac confirmed work on a track-only single-seater in August, at the launch of the Nevera R. He claims it’ll be faster than an F1 car and be built around a bespoke platform. He added it will have a canopy-style cockpit, lending credibility to the idea that this image doubles as a subtle teaser for the car. The Croatian brand initially planned to reveal the model in 2024 before taking it to the track in 2025 with plans to smash several records.

No details about the car’s powertrain are known, but it will probably be all-electric. If sold to customers, it’s also bound to be exorbitantly expensive.

Q’STRAINT, the worldwide leader in Wheelchair Passenger Safety Solutions, is synonymous with safety. Securement is one element of traveling that passengers rarely consider, simply because it’s expected. But that was not always true for mobility passengers in school buses or even public transit. For over 35 years, Q’STRAINT has developed technology that addresses the questions and concerns of securement for mobility passengers.

Today, Q’STRAINT’s trailblazing technology is used every day, all over the world and has become the gold standard in wheelchair securement; and the benefits of their most recent technologies extend to not just to passengers, but to drivers and transportation companies as well.

Q’STRAINT believes that all mobility passengers deserve access to the same level of safety as those around them. From research and development to engineering and support, Q’STRAINT provides innovative solutions that makes safety accessible. Q’STRAINT’s products have transformed the way mobility passengers travel by simplifying and speeding up the securement process, providing passenger independence and decreasing dwell times. They work on-site and hands-on with real mobility riders, drivers, maintenance directors and transit properties to improve and iterate on new products.

Q’STRAINT’s ‘promise’ is to Make Safety Accessible for All, and this promise extends into all areas of operation and influence: Quality, Testing, Standards, Training, Products, and Beyond.

But technology alone is never enough. Q’STRAINT continues to be at the forefront of defining and establishing securement regulations worldwide. They also work with global standards groups to ensure that safety becomes accessible for wheelchair passengers in every country — guaranteeing the highest levels of safety for all.

Innovative Technology: Taking the guesswork out of securement

Q’STRAINT ONE is an all-in-one wheelchair securement station that replaces the many parts and obstacles of traditional 4-point securement with a simplified single platform system.

Q’STRAINT ONE gets back to basics by making securement simple and straightforward with visible indicators, audible feedback, and push button operation, allowing operators to proceed with confidence even with even the most difficult mobility devices.

The system helps reduce liability by standardizing securement procedures and training as across fleets by having everyone follow the same process. The all-in-one design reduces the guesswork associated with properly anchoring securements into the vehicle floor, as well as alleviating concerns about missing parts and storing system components.

Finally, Q’STRAINT ONE is the only vehicle integrated wheelchair securement solution that has been fully crash tested to meet all current ADA standards. It’s a single approach to safety that makes every securement a simple process.

The views expressed are those of the content sponsor and do not reflect those of School Transportation News.

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The first issue of 2025 highlights transporting students with special needs and disabilities. Read more about considerations of using non-yellow school bus vehicles, handling student behavior advice from TSD Conference speakers, how transportation can utilize Medicaid reimbursement, how to create a transportation plan for students with special needs and more! Also check out the 2024 TSD Conference Recap.

Read the full January 2025 issue.

Cover Story

Atypical Student Transportation
Using non-school bus vehicles such as vans is nothing new but never so widespread, especially to address increasing rates of students being classified with disabilities and who are experiencing homelessness. Cost savings can be had, but at what price for safety?

Features

It’s All About Communication
TSD Conference attendees learn from experts on what students with disabilities are really saying when exhibiting behaviors on school buses.

Hurricane Response
Student transporters discuss how their operations were pressed into action by Hurricanes Helene and Milton as well as the lessons they learned for the next big storm.

Special Report

School Districts Use Data, Routing For Medicaid Reimbursements
Technology can make the paperwork of tracking Medicaid-eligible transportation services well worth the exercise. But there is much more to the process.

TSD Conference Recap
See some of the action from the industry’s premier event for the transportation of students with disabilities and special needs. Read more about sessions throughout the magazine.

Feedback
Online
Ad Index

Editor’s Take by Ryan Gray
Handle With Care

Thought Leader by Pete Meslin
Celebrate Accomplishments When Transporting Students With Disabilities

Publisher’s Corner by Tony Corpin
Strategies for Attracting And Retaining Staff

The post January 2025 appeared first on School Transportation News.

How much control do you want over your fleet? The low price for a GPS-only, untethered fleet tracking solution may look shiny. But limited technologies pass their limitations on to you. Know what you’re getting (or missing).

Find out more about tracking your fleet with a tethered solution that features an OEM-grade TCU versus using a more limited, untethered option that isn’t designed for deeper, fleetwide visibility.

Download this complimentary white paper to learn about the differences between tethered and untethered fleet tracking solutions. And what they offer.

• Find out which offers upfront savings and which offers greater, longer-term savings across more of your operation.
• Compare their differences side by side, including reliability, accuracy, data types and technical designs.
• Understand the types of vehicle data each option pulls and doesn’t pull, and how they impact your level of visibility.
• Learn more about reducing costs, enhancing compliance and maintaining greater vehicle health with data pulled directly from the vehicle.
• Find out why OEMs trust premium, tethered telematics solutions that feature a TCU over untethered fleet tracking solutions that don’t.

Fill out the form below and then check your email for the white paper download link.

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It was like a movie scene. Corrin Reynolds, transportation manager at San Jose USD in California, was chatting with a colleague at Tyler Technologies’ Connect conference when someone approached him with an idea: What if we could integrate a ride-share service with your student transportation software? Reynolds said, “Put that in my contract.”

Connecting Student Transportation Solutions

San Jose USD was already using an alternative transportation solution and Tyler’s Student Transportation software, and Reynolds immediately saw the potential of connecting those solutions to better serve students and increase efficiency. Unfortunately, their existing alternative transportation provider wasn’t interested. “They balked at the idea that we would be able to see some of the information in their system,” said Reynolds. But, to him, that information sharing was a benefit.

Connections like these are the purpose of Tyler Technologies’ Onboard Integration Platform as a Service (iPaaS) network. It’s a one-stop data exchange that uses Application Programming Interfaces (APIs) to bridge the silos of information between transportation technology providers, empowering transportation managers with more customization and flexibility to support their communities’ needs.

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To learn more about Tyler Technologies’ Onboard iPaaS and the network of integrators, register for their upcoming vendor panel discussion.

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Partners With a Shared Goal

ADROIT, an Onboard iPaaS integrator and a company with roots in special needs transportation, specializes in the ride-share style alternative transportation that San Jose USD requires to best meet the needs of its students.

“For trips where it doesn’t make sense to send a bus, such as McKinney Vento students who need to travel well outside the district or students with special needs or IEPs who don’t do well in a school bus environment, we use a car service to get those kids to and from school,” said Reynolds.

The district switched to ADROIT for alternative transportation, and they’ve started to connect it with the data from their Tyler Student Transportation software through Onboard iPaaS.

“The ADROIT drivers have the same comprehensive information our bus drivers would have, including the routes built in Student Transportation and the students’ information. And we get information back from them, such as incident reports,” he said. Sharing this information between their solutions helps the San Jose USD transportation department keep their routes efficient and their reporting up to date. But it’s only the beginning of Reynolds’ vision of what’s possible with deeper integrations.

Looking Ahead to Seamless Connections

The San Jose USD transportation department is looking forward to more data from ADROIT flowing into their Tyler Student Transportation system to help increase efficiency.

“We want to look at AVL data and the planned versus actual run times to see where we can make improvements,” Reynolds said. Centralizing this information alongside their school bus data will help the district see the full picture of their transportation operation and keep it running smoothly.

Reynolds is also eager to see ADROIT’s data in the district’s Student Transportation software to improve transparency. “We’re working toward having information from their drivers import into our GPS system so we can see where the vehicle is, make sure they’re going where they need to go, and getting there on time.”

As the integrations progress, the students’ information and assigned runs will match up seamlessly to provide real-time updates on student pick-ups and drop-offs. “That’s the benefit I saw right away when I first heard the idea,” he said. “I want to be able to track our kids and take care of our kids. That’s what we’re here for.”

To learn more about Tyler’s Onboard iPaaS and the network of integrators, register for their upcoming virtual panel discussion.

The views expressed are those of the content sponsor and do not reflect those of School Transportation News.

The post How A California District Integrates Alternative Transportation to Serve Every Student appeared first on School Transportation News.

White Township Consolidated School District, a rural pre-K through 8th-grade school district located in Belvidere, New Jersey, a small town dating back to 1825 with a current population of 2,532.

The district has long grappled with the challenges of managing transportation across a geographically expansive and sparsely populated district. With approximately 400 students, the school requires efficient systems to ensure that every child is safely transported to and from school.

Most students are transported because the roads are too dangerous for walkers.

“They can’t walk to our school and usually all our buses need to pick them up door side,” said Ingrid Scott, the district’s transportation coordinator.

Recently, the district upgraded their routing solution to Transfinder’s award-winning Routefinder PLUS solution. Scott, who’s been in her position since 2018, describes the move to Routefinder PLUS as being transformative for the district’s transportation management noting how user-friendly PLUS is.

Adapting Technology for Rural Needs

In a district characterized by winding roads and dispersed households, transportation logistics are particularly demanding. Many students live in areas without precise address points, making it difficult to accurately place them on bus routes. Prior to the move to Routefinder PLUS, Scott relied heavily on manual adjustments, often cross-referencing maps to pinpoint student locations.

Going with Routefinder PLUS introduced new mapping tools that significantly enhanced the accuracy and efficiency of route planning. PLUS, with new maps, made all the difference. The upgraded system has streamlined the process, reducing the reliance on manual corrections.

Streamlining Processes with Routefinder PLUS

One of the most notable strengths of Routefinder PLUS has been the system’s ability to handle student transitions seamlessly. When 8th graders rollover to Belvidere High School, located in a neighboring town about five miles away, they are easily assigned to new routes.

“I didn’t have to redo stuff, which was a big help,” Scott said. “They show up on the high school buses as long as they’re geocoded in the right spot,” Scott noted. This automation saves valuable time and ensures greater accuracy, particularly during the busy school opening season.

“Everything worked great,” Scott said, regarding using PLUS for the first time at the start of the school year. “I had a smooth opening. Everything worked well.”

The enhanced functionality of Routefinder PLUS has also reduced manual labor in other areas. Previously, Scott would send parents postcards with their children’s bus stop and pickup times—a process that was both time-consuming and prone to delays. Now, she can email this information in a matter of seconds. “It was probably a three-second task to let them all know what their bus time was for their child,” Scott said. “It was great.”

Overcoming Initial Hesitations

Although the migration to Routefinder PLUS was initially daunting, the transition was well-supported by the company’s customer service and training resources. Scott described the training sessions as thorough and easy to follow, with the added benefit of recorded sessions for future reference. “I was scared to death when I first did it,” she admitted, but praised the support she received throughout the process.

For districts considering a similar upgrade, Scott advises against delaying the decision. “It was a great transition,” she said. “I probably should have done it sooner.”

Simplifying State Reporting (DRTRS)

In New Jersey, school districts are required to submit detailed transportation data for state reporting, the District Report of Transported Resident Students, known simply as DRTRS. It is a critical report for receiving state aid.

“We can’t have mistakes,” she said. Scott said the migration to Routefinder PLUS has made the DRTRS process significantly more efficient for White Township Consolidated School District.

“Transfinder knows all the information that’s required for the report,” Scott explained. “Transfinder’s been doing this for a long time, so they know.” By ensuring that the necessary data is correctly entered into the system, Scott can generate the required reports with just the touch of a button. This automation has eliminated much of the manual data entry previously required, allowing Scott to focus on other responsibilities.

Supporting a Multi-Role Administrator

Scott’s role extends far beyond transportation management. As the superintendent’s secretary, she juggles numerous administrative tasks, leaving little time for extensive system management. The simplicity and efficiency of Routefinder PLUS have been essential in enabling her to manage transportation effectively while balancing her other duties.

The district also benefits from the collaborative approach between Scott and their contracted bus company. Once routes are created, the company reviews them and provides feedback based on their on-the-ground knowledge, ensuring optimal routes for safety and efficiency.

The Rural Advantage

White Township Consolidated School District’s rural setting presents unique challenges, from long bus routes to winding, narrow roads. Transfinder’s Routefinder PLUS has proven to be a critical tool in addressing these challenges, particularly with features that prevent students from having to cross dangerous roads.

By ensuring door-side pickups and accommodating the region’s topography, the system enhances safety while maintaining efficiency. “Some of our roads are curvy, and you can’t see,” Scott explained. “To have somebody crossing is sometimes dangerous, especially for the little kids.”

Looking Ahead

With a successful migration behind her and a smooth school opening in place, Scott is optimistic about the future of transportation management in her district. While she acknowledges that there is always room for improvement, she is confident in the tools and support provided by Transfinder.

For other districts considering the transition to Transfinder’s Routefinder PLUS, Scott’s experience serves as a compelling case study.

“I was scared to death when I first did it,” she said. Then, when attending her trainings, her comfort level increased. “It was wonderful. Everyone has been so helpful.”

Scott raved about the support and training she has received.

“It was a great transition,” she said. “It’s totally worth my not having to spend as much time on certain things. The sooner you make the move, the sooner you’ll see the benefits.”

Learn more at transfinder.com.

The views expressed are those of the content sponsor and do not reflect those of School Transportation News.

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Find the latest vehicle production data and budget reports, industry trends, and contact information for state, national and federal agencies, manufacturers, dealers, and suppliers.

Read the full 2025 Buyer’s Guide.

Data & Statistics
School Bus OEM Production Data
Industry Purchasing Trends
2025 School Bus Engine, Electric Drivetrain & Transmission Specifications

Organizations and Associations
State and Province Directory
National Associations
Federal Agencies

Bus OEM’s and Dealers

Components and Service Suppliers

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Publisher’s Commentary

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A search and rescue operation was launched by the Philippine Coast Guard after it received reports that a domestic cargo ship had capsized in rough seas in the central Philippines. Initial reports said at least five crewmembers were missing, but after several updates during the process, a total of 13 of the 15 crewmembers were rescued, with one still missing and one body recovered.

The vessel built in 1993 and operating in the Philippines since 2016 was the 600 dwt Jerlyn Khatness. It was approximately 170 feet in length and transporting cement from Cebu in the western Philippines to Northern Samar in the east. 

Large waves reportedly battered the vessel with the first distress calls reaching the Philippine Coast Guard around 1430 on December 30. The vessel sank off Samar Island.

Passing vessels were first to respond and ultimately recovered 12 of the crewmembers. In addition, one crewmember was in the water for 25 hours and swam ashore on San Juan Island. The search also recovered the body of a 30-year-old male. A 64-year-old male is being reported as missing. Civil Defense Philippines was leading an airborne search.

The Coast Guard is advising vessels to continue to look for the missing individual but to use caution in the area. They were able to locate the sunken vessel. They are also calling for improved safety measures in the region citing the changing and dangerous weather conditions. 

 

A fire that broke out on a dinner cruise vessel in Boston Harbor last year demonstrates continued safety shortcomings in the passenger vessel industry, according to a National Transportation Safety Board investigation released this week.

The March 2023 incident aboard the Spirit of Boston, which occurred while the vessel was moored at Commonwealth Pier, has led federal investigators to call for stricter safety protocols for passenger vessels nationwide - particularly regarding crew supervision and safety management systems.

The NTSB investigation found that the fire started when a server assistant improperly disposed of a chafing fuel canister used to keep food warm during dinner service. The canister, which was likely still lit, fell beneath a plastic glassware cart in a wait station on the vessel's main deck level, igniting the cart and forcing the evacuation of 16 people. 

The fire caused extensive damage to the vessel's structure. The heat warped the steel beams in the overhead and buckled the tiled deck above the wait station. The rolling glassware cart turned into a solid mass of glass and melted plastic, and investigators had to X-ray it to find the suspect chafing fuel canister.

Serving compartment after the fire (left) and the melted mass of plastic carts, glassware and debris recovered from within the space (right)

While no pollution or injuries were reported, the incident has raised concerns about fire safety practices across the dinner cruise industry, where hospitality staff routinely handle open-flame devices with minimal formal training.

Investigators found that no marine crew members were present on the vessel when the fire broke out, leaving only hospitality staff who lacked proper emergency response training. None of the serving staff attempted to put out the fire with a fire extinguisher while it was still small.

"The marine crew members are trained to respond to a small fire like the one the hospitality staff discovered," the report stated, noting that such personnel "were much more capable of handling the emergency."

According to NTSB, the operating company had no documented procedures for handling the open-flame devices commonly used aboard its vessels, and staff sometimes used methods that contradicted manufacturer guidelines.

"Some staff reported attempting to extinguish the canisters by blowing them out, while others said they used water — both methods explicitly warned against by the manufacturer," NTSB stated. 

Hornblower, City Cruises' parent company, has since instituted a fleetwide ban on most open-flame devices aboard its fleet, except for chafing dish heaters and approved propane burners. 

The NTSB has recommended that City Cruises US should require at least one marine crew member to remain aboard until all other personnel have left the vessel. The agency also called for the company to implement a formal safety management system. The Passenger Vessel Association, an industry group, has developed a voluntary safety management program called Flagship, but City Cruises US - a large-scale operator with 125 vessels - had not implemented it or any other SMS at the time of the incident.

The fire investigation has broader implications for the passenger vessel industry. In its report, the NTSB reiterated a long-standing recommendation that the Coast Guard should require all U.S.-flagged passenger vessels to implement safety management systems, which are already required for larger seagoing vessels. The NTSB has renewed its call for a mandatory SMS requirement many times over the years, and has criticized the Coast Guard for failing to roll out a regulation after several major marine casualties with multiple loss of life.

Despite congressional authorization for the U.S. Coast Guard to make commercial passenger vessel operators write and use an SMS, implementation has been slow. The Coast Guard has encouraged voluntary use of safety management systems, but given the history of non-adoption by some operators, NTSB believes that this is not enough. 

New Jersey’s offshore wind project known as Leading Light is again seeking a delay in the process as it works to address challenges in the industry supply chain. According to a report from the Associated Press, the project which is being led by Chicago-based Invenergy and energyRE, has asked the New Jersey Board of Public Utilities for a delay in the planning process till May 2025.

The company received a previous delay after in July 2024 it reported problems in the supply chain and rising costs to the regulators. That was due to end on December 20, but according to AP, the company filed on December 19 citing continuing challenges in the marketplace. 

The company had previously detailed to NJBPU the challenges of finding a manufacturer for wind turbines. The project won its approvals in January 2024 for a massive 2.4 GW wind farm to be located approximately 40 miles off the southern New Jersey coast using GE Vernova 18 MW turbines. According to the July 2024 filing seen by AP, the company cited problems finding an alternate supplier after GE Vernova announced it was not proceeding with the production of the large turbines. The report said the company decided supplier Vestas is “unsuitable,” while there were price increases and supply challenges to proceeding with Siemens Gamesa. Chinese companies also make large turbines but in part due to political considerations, they have not been deployed in the West.

The report from AP said no specific reasoning was cited in the new filing, but that a company spokesperson told them the delay would give the company time to address shifts in the market. The company is reported to be looking for a solution to address the issues including a price increase for the turbines.

The delay is a further setback for New Jersey which has faced a series of problems in starting its offshore wind energy sector. Ørsted canceled two projects that would have been the state’s first large offshore wind farms. In January, the state selected Leading Light but it remains in an early stage of regulatory approval and two other wind farm projects have also been selected by New Jersey. The projects have faced strong local opposition and it was in New Jersey that then candidate Donald Trump pledged if elected he would stop offshore wind development.

The incoming Trump administration has not announced its plans for the offshore wind sector, but recently several major projects have already been delayed. France’s TotalEnergies in late November announced due to near-term political uncertainties it was pausing its development plans in the U.S. for offshore wind. Recently, after Connecticut decided not to proceed with a wind contract from its recent solicitation, Vineyard Offshore deferred its second phase offshore project due to the inability to reach commitments for the full capacity. 

The project director for Leading Light Wind, Wes Jacobs, however, told AP that they were continuing to work “to advance development” of the project.

 

A disgruntled crewmember aboard a Bangladeshi freighter killed seven of his shipmates last week, and he came close to escaping justice, according to police in Bangladesh. 

Akash Mondal (AKA Irfan), was an engineering crewmember aboard the small freighter Al Bakhera, which operated on the Meghna River. According to Lt. Col. Munim Ferdous, director of a police rapid-response battalion in Bagerat, Irfan was displeased at working conditions and salary levels aboard the Al Bakhira. In response, Ferdous told Dhaka Tribune, Irfan allegedly poisoned the crew's food with sleeping pills when the ship anchored at the riverine port of Chandpur, then killed them with a fire axe and a knife after they fell asleep. He then ran the ship aground and fled, according to local media. 

[Warning: Graphic content, not suitable for all viewers]

The crime was discovered while several of the victims were still alive. Five were found dead aboard the ship with "severe head injuries." Three were rescued with critical injuries and were taken to a hospital for treatment, but two died after arrival, leaving one survivor. The deceased included the vessel's master, identified as Golam Kibria, 56. 

Initially, the police believed that the victims were the only crewmembers of the Al Bakhera, and the investigators were not aware that Irfan had been aboard. This led them to suspect an act of piracy by external perpetrators.

The sole survivor, Suhani Jewel, was unable to speak because of a knife injury to his throat, but when he began to recover, Jewel communicated with the police through writing - leading them to Irfan, according to the Daily Star.   

A police source reported that Irfan confiscated five cell phones from the victims. With technology, he was tracked down on shore at a location in Chitalmari. When he was arrested, the phones were allegedly in his possession, along with an empty package of sleeping pills and a bloodstained pair of pants.

Police say that Irfan has confessed to the killings. In his defense, he claimed that he had worked aboard the Al-Bakhera for eight months straight with intermittent wages. He accused the captain, Kibria, of stealing the crew's pay. 

On Thursday, the Bangladesh Water Transport Workers Federation went on strike nationwide to demand compensation for the families of the deceased. After negotiations mediated by Bangladesh's shipping department on Saturday night, a compensation package was agreed and the union leadership agreed to stand down.

Russian government officials, Rosatom, and the JSC Baltic Shipyard marked the completion of the fourth massive nuclear-powered icebreaker with a ceremony hoisting the national flag on the vessel. Rosatom highlighted that it is a key component of the strategy for the Northern Sea Route and the efforts to maintain year-round transit in the western Arctic region.

Rosatom Director General Alexey Likhachev highlighted that this is the fourth vessel and the third serial nuclear-powered icebreaker in Project 22220 while noting that the company has eight vessels in its nuclear icebreaker fleet. By 2030, he predicted the icebreaker group on the Northern Sea Route will reach 17 vessels. 

He also reported that when the final calculations are done for 2024, they will set a new record for the total volume of cargo on the route. The forecast is that the volume will be close to 38 million tons on the NSR in 2024.

The construction contract for two icebreakers was signed in August 2019, with the first of the vessels named Yakutia now completed. The keel was laid in May 2020 at the Baltic Shipyard and the vessel was launched in November 2022. Sea trials commenced in the Gulf of Finland on December 1, 2024. The sistership Chukotka is under construction and in February 2023 they announced plans for two more icebreakers due in December 2028 and December 2030.

Officials highlighted that Yakutia differs from the previous three icebreakers, Arktika, Sibir, and Ural, because of a “large-scale import substitution measure.” In addition to delays due to the pandemic, they noted that the icebreaker’s equipment and components were replaced with domestic ones. Western exports of components for the vessels were stopped after the invasion of Ukraine.

The vessels are the largest nuclear-powered icebreakers in the world designed with a 40-year lifespan. The full displacement of the Yakutia is 33,540 tons with the capability to operate into ice up to 3 meters (nearly 10 feet) in thickness. The vessel is 173 meters (586 feet) in length and can reach 22 knots in open water.

During the flag-raising ceremony on December 28, a message was read from Russian President Vladimir Putin. “Successful implementation of this ambitious project is the result of creative endeavors by researchers and dedicated work by shipbuilders of the Baltic Shipyard and specialists from many other Russian companies. I would like to express my heartfelt gratitude to everyone who took part in creating this modern vessel, equipped it with state-of-the-art technology, employed advanced materials and engineering solutions. I am convinced that the Yakutia icebreaker will enhance the potential of our nuclear-powered fleet and facilitate addressing major multidimensional tasks that our country’s economy is facing today, as well as reinforcing Russia’s positions as a maritime power."

The report highlights the vessel's hull is made of durable, corrosion-resistant steel and is protected from ice formation and ice adhesion. The nuclear power plant of the Yakutia consists of two pressurized water nuclear reactors RITM-200, developed in Russia. The thermal capacity of each reactor is 175 MW. The vessel will be operated by FSUE Atomfloat, a Rosatom company.
 

 

On Tuesday, Ukraine's defense intelligence service (GUR) claimed that one of its drone boats had successfully shot down a Russian helicopter at sea - a first for any unmanned vessel in combat. Russian helicopters have previously engaged with missile-equipped Ukrainian surface drones, but this is the first time that an aircraft has been downed. 

Russian forces have begun deploying attack helicopters to locate and intercept Ukrainian drone boats at sea, before they can reach their targets in Crimea, Kerch Strait or Novorossiysk. During a skirmish off the coast of Cape Tarkhankut in the early hours of December 31, drones operated by the GUR's Group 13 encountered a Russian Mi-8 helicopter on patrol.

According to the GUR, the drone destroyed the Mi-8 helicopter using an R-73 "SeeDragon" missile. A second helicopter was targeted and hit, but survived and managed to return to shore, the agency claimed. 

The R-73 is a Soviet-era air-to-air missile dating to 1984, and upgraded versions are still in service today. It has a self-contained infrared seeker with wide-angle tracking capability, allowing it to lock on to targets up to 40 degrees off-axis (60 degrees in a modernized variant) - a valuable capability for a small-boat platform in rough surface conditions. It does not require a radar for targeting and has been field-adapted for a surface-to-air role before, with mixed success.

In a claimed radio intercept recording, the pilot of the downed Russian Mi-8 "panics and explains the nature and consequences of the fire damage to the side," the GUR said in an audio release. 

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Russia's defense ministry has not confirmed the encounter, but said that its forces destroyed eight Ukrainian sea drones overnight on Dec. 30-31. One well-known Russian military blogger (milblogger), Voenny Osvedomitel, has confirmed the shoot-down. 

 

A fuel spill cleanup is underway as officials work to understand why two giant bulkers collided in China’s busy Yangtze River. There were no injuries to the crews and both vessels are reported to be stable although at least one has suffered hull damage.

The incident involved one of Japan’s giant 175,000 dwt Capesize bulkers. The Vega Dream was built in 2010 and operates under the Japanese flag for Mitsui O.S.K. The massive ship is 951 feet (290 meters) in length. It has been in the Shanghai area for the past week or longer.

Details of the incident were not reported, but the smaller Chinese-owned, Japanese-managed bulker Yangze appears to have been outbound from Shanghai sailing to Singapore. The vessel was built in 2022 and is 82,000 dwt with a registry in Singapore.

The bulkers were near Changjian close to the mouth of the river when the incident occurred. Both ships have been directed into an anchorage on the river for investigation.

The Maritime & Ports Authority of Singapore reports it has been in touch with the vessel and China’s Shanghai Maritime Safety Administration which is managing the situation. The Singapore-registered bulker is reporting hull damage and a spill of approximately 9 metric tons of fuel. The Shanghai MSA and several vessels deployed by the ship’s owners are working to contain and clean up the spill.

The Singapore authority reports it offered to assist if needed. 
 

 

U.S. forces launched a series of new attacks on Houthi facilities in Yemen with the militants claiming to have stopped the attacks by targeting the carrier Harry S. Truman. U.S. CENTCOM appeared to confirm the attack mentioning in its report that seven cruise missiles and one-way attack UAVs were destroyed over the Red Sea.

On December 30 and 31, CENTCOM reports U.S. Navy ships and aircraft targeted a Houthi command and control facility as well as sites for the production and storage of advanced conventional weapons. The U.S. reported it had targeted both a location in the city of Sanaa and coastal locations. They also said a coastal radar site was destroyed.

CENTCOM cited the attacks on U.S. Navy warships and merchant vessels by the Houthi in the Red Sea and Gulf of Aden. The strikes yesterday and today followed similar strikes by the U.S. forces on December 21 when F/A-18s were launched against Houthi command and control targets along with operations by the U.S. Navy. During those strikes, CENTCOM also confirmed shooting down multiple Houthi one-way attack uncrewed aerial vehicles and an anti-ship cruise missile over the Red Sea. 

The Houthis’ spokesperson Yahya Saree released a statement today reporting their forces, “targeted the American carrier Harry S Truman with a large number of drones and cruise missiles while the American forces were preparing to launch a major air attack against our country.” He went on to assert, “the American air attack that was being prepared on our country was thwarted.”

The Houthis also alleged that they had targeted Israel’s Ben Gurion Airport and a power station south of Jerusalem with missiles. They claimed to have hit the power station with two rockets.

Israeli media did report that air raid sirens had been sounded in Central Israel last night, but the Israel Defense Forces reported that a missile had been shot down before it reached Israeli territory. After the repeated missile attacks, Israel has launched retaliatory strikes on Houthi positions while on Monday, its ambassador to the UN wanted that the country’s patience was running out. While calling for an international solution to the Houthis, Ambassador Danny Danon threatened the group with a "miserable fate" if the attacks continued. He compared the Houthis prospects to those of Hamas, Hezbollah, and Syria's Bashar al-Assad.
 

Ukraine's export economy posted a 13% increase in value and a 29% rise in tonnage, according to year-end data released by Ukraine's economy ministry. The war-torn nation exported 129 million tons of goods valued at $41 billion, outpacing 2023's figures of 100 million tons worth $36.1 billion - and the revival of Ukraine's maritime trade was the primary driver.

"The normalization of our seaport operations was key," said Yulia Svyrydenko, First Deputy Prime Minister and Minister of Economy. Maritime exports jumped from 55 million tons in 2023 to 87 million tons in 2024, despite repeated Russian attacks on maritime commerce in the Black Sea. 

Ukraine is heavily reliant on shipping to export its abundant agricultural production. Sunflower oil was the most valuable commodity this year, with exports worth over $5 billion, followed closely by corn ($4.9 billion). 

The European Union remained Ukraine's dominant trading partner and accounted for about 60 percent of the country's exports, worth $24.5 billion. Beyond Europe, Ukraine ships large quantities of grain and other products to China ($2.3 billion), Turkey ($2.1 billion), and Egypt ($1.6 billion). 

Ukraine's industrial sector has been badly battered by the Russian invasion, but its commercial export activity is showing signs of recovery. This year, semi-finished iron products brought in $927 million, while hot-rolled products generated $802 million in revenue. The manufacturing sector also made notable contributions, with cable producers exporting $1.26 billion worth of goods.

With renewed access to seaborne trade for bulk goods, Ukraine has improved the utilization of its landside links to the EU. Despite reduced road transport volume, the value of goods moved by truck increased to $14.5 billion this year, thanks to a shift toward higher-value exports.  
 

 

The Russian-occupied port of Sevastopol, Crimea has come under renewed attack by Ukraine's drone forces after a monthslong lull. 

Three loud and heavy explosions were reported in Kozacha Bay late Monday night, and citizen journalists said that a large fire was burning in the area. Both aerial and maritime drone attacks were reported. 

Sevastopol's Russian-backed governor, Mikhail Razvozhaev, told state media that two Ukrainian aerial drones had been shot down over the Black Sea. He did not confirm local reports of large blasts. 

Kozacha Bay is located five miles southwest of the main harbor, which is more heavily protected by barriers and shore defenses. The bay is home to a large fuel depot, which Ukrainian forces targeted in April 2023. That attack was successful, resulting in a "level 4" fire and a major regional response. Three months later, Ukrainian forces hit and detonated a large munitions depot in the same area.  

Ukraine's suicide drone boats and guided missile strikes have been successful enough to drive most of the Black Sea Fleet out of Sevastopol. After losing corvettes, amphibs, missile boats, an attack sub and even a cruiser, the Russian Navy has largely withdrawn from the western half of the Black Sea and has concentrated its remaining forces in the relative safety of Novorossiysk, a port on the sea's northeastern corner.