The missing last chapter of a book may hold the secret to a mystery author’s death.

The post Magpie Murders on Masterpiece appeared first on WPR.

When a gang leader is found dead outside a boxing tent, Phryne investigates.

The post Miss Fisher’s Murder Mysteries:Deadweight appeared first on WPR.

Regional traditions surrounding crawfish in Louisiana; the longest running crawfish festival in Louisiana; farming crawfish; making a Creole crawfish bisque.

The post America the Bountiful:Crawfish in Louisiana appeared first on WPR.

Heavy traffic moves along Interstate-395 on Nov. 22, 2022, in Washington, D.C. (Photo by Drew Angerer/Getty Images)

The U.S. Environmental Protection Agency has submitted a proposal to scrap a years-old finding that greenhouse gas emissions threaten the environment and public health, a move that former agency officials say would gut the EPA’s authority to reduce emissions and is sure to end up in the courts.

The EPA sent a draft proposal to the White House late last month calling for scrapping what’s referred to as the endangerment finding on top of vehicle emissions standards for certain cars and trucks. The White House Office of Management and Budget could finish reviewing the draft on Monday and some expect an announcement on the issue the last week of July, Joe Goffman, a former assistant administrator for the EPA’s Office of Air and Radiation, said in an interview.

Former EPA officials say such a move would gut the agency’s own power to curb greenhouse gas emissions, which have been widely found to cause global warming.

“It’ll be the most decisive step taken to make the agency totally irrelevant, which then will become an excuse to just get rid of it,” Christine Todd Whitman, the EPA administrator from 2001 to 2003 under President George W. Bush, said in a phone interview.

Whitman said she thinks “the long-term goal of all of this is to ensure that the agency can’t do regulations.”

‘Suffocating its own authority’

The EPA finalized what it is known as the endangerment finding in late 2009. It said that greenhouse gases are a threat to both the environment and public health and that emissions from vehicles pollute the air with greenhouse gases. The finding is what obligates the EPA to address greenhouse gas emissions, Goffman said.

“Essentially what the EPA is doing is suffocating its own authority under the Clean Air Act…to establish programs and rules to reduce greenhouse gas emissions,” said Goffman, who worked at the EPA during the administrations of Democratic Presidents Joe Biden and Barack Obama.

“They’re making it impossible to take steps to reduce greenhouse gas emissions” in a deliberate fashion, he said.

EPA Administrator Lee Zeldin announced back in March that the agency was going to reconsider the finding.

Its proposal — which was submitted to the executive branch’s Office of Management and Budget on June 30 — will be shared for public comment following interagency review and after Zeldin has signed it, an EPA spokesperson said Thursday in an email.

The White House didn’t respond to a request for comment.

Court fight ahead

The Trump administration’s moves to scrap the finding and vehicle emissions standards are its latest plays to dial back U.S. climate policy and efforts to fight climate change.

President Donald Trump and congressional Republicans scaled back support for renewable energy projects and other climate policies in the budget reconciliation bill signed into law July 4.

Trump also signed executive orders during his first days back in office to pull the U.S. out of the Paris climate agreement again and to aid fossil fuel production.

The EPA said the endangerment finding went beyond the agency’s statutory authority under the Clean Air Act, according to a summary of part of the proposal that was sent to the White House.

The Clean Air Act “does not authorize the EPA to prescribe emission standards to address global climate change concerns,” an executive summary of the proposal sent to the White House states, according to an excerpt obtained by States Newsroom.

Because of that, the agency is proposing rescinding “the Administrator’s findings that GHG emissions from new motor vehicles and engines contribute to air pollution which may endanger public health or welfare,” it said.

The agency in its proposal also raises a key 2007 U.S. Supreme Court decision in the case of Massachusetts v. EPA that determined the EPA is allowed to regulate greenhouse gases as part of the Clean Air Act because they pollute the air.

The EPA argued that the decision doesn’t support how the agency has carried out the Clean Air Act. On top of that, the agency says that the “EPA unreasonably analyzed the scientific record” and that “developments cast significant doubt on the reliability of the findings.”

Similar to numerous other executive actions taken by the Trump administration, Whitman and Goffman said they expect this latest move will end up in the courts.

“This is the beginning of a long, long saga,” Goffman said.

Air pollution isn't just bad for your lungs—it may be eroding your brain. In a sweeping review covering nearly 30 million people, researchers found that common pollutants like PM2.5, nitrogen dioxide, and soot are all linked to a significantly higher risk of dementia. The most dangerous? PM2.5—tiny particles from traffic and industry that can lodge deep in your lungs and reach your brain.

Walking 7000 steps a day may be just as powerful as hitting the much-hyped 10,000-step goal when it comes to reducing the risk of early death and disease. A sweeping global review of 57 studies shows that 7000 steps per day slashes the risk of dying early by nearly half—and brings major benefits across heart health, dementia, depression, and more. The bonus? Even walking from 2000 to 4000 steps per day brings measurable improvements. For millions of people, this study redefines what it means to "move enough."

A new eco-friendly plastic called LAHB has shown it can biodegrade even in the extreme environment of the deep ocean, unlike conventional plastics that persist for decades. In real-world underwater testing nearly a kilometer below the surface, LAHB lost more than 80% of its mass after 13 months, while traditional PLA plastic remained completely intact. The secret? Colonies of deep-sea microbes actively broke down the material using specialized enzymes, converting it into harmless byproducts like CO and water.

In 2023, the world’s oceans experienced the most intense and widespread marine heatwaves ever recorded, with some events persisting for over 500 days and covering nearly the entire globe. These searing ocean temperatures are causing mass coral bleaching and threatening fisheries, while also signaling deeper, system-wide climate changes.

What would happen if a nuclear war triggered a climate-altering catastrophe? Researchers have modeled how such a scenario could devastate global corn crops cutting production by as much as 87% due to blocked sunlight and increased UV-B radiation. Using advanced climate-agriculture simulations, they propose a survival strategy: emergency resilience kits containing fast-growing, cold-tolerant seeds that could keep food systems afloat not just after nuclear war, but also after volcanic eruptions or other mega-disasters.

A groundbreaking study has revealed that the mass administration of ivermectin—a drug once known for treating river blindness and scabies—can significantly reduce malaria transmission when used in conjunction with bed nets.

A pioneering team at the University of Maryland has captured the first-ever images of atomic thermal vibrations, unlocking an unseen world of motion within two-dimensional materials. Their innovative electron ptychography technique revealed elusive “moiré phasons,” a long-theorized phenomenon that governs heat, electronic behavior, and structural order at the atomic level. This discovery not only confirms decades-old theories but also provides a new lens for building the future of quantum computing, ultra-efficient electronics, and advanced nanosensors.

Electric vehicles have made impressive strides in recent years, but several key design challenges remain. One of the most pressing is how to improve battery packs in a way that enhances both safety and long-term sustainability.

Also: Washington Fire Crews Use Special Blankets To Extinguish EV Fires

We’ve all seen images and videos of EVs being incinerated when their battery packs have caught fire. So if someone tried to tell you that they’d come up with a revolutionary new battery housing that’s made out of wood, well, you’d naturally think they’d inhaled too many combusting lithium cell vapors. But boffins are adamant that, when it comes to EV battery cases, wood is good both for the planet and for safety.

A study carried out at the Technical University of Graz in Austria compared the performance of a conventional underfloor battery housing built with aluminium beams with three different wood-steel hybrid versions. The team wanted to see if it could build a housing that was more environmentally friendly, but required no strength compromises.

Lighter Footprint, Solid Performance

The hybrid beams use sustainable birch, poplar or paulownia cores covered in thin, lightweight steel, giving them a much smaller environmental footprint than those made from aluminium, which is incredibly energy intensive to produce. That much they knew before they’d got to the lab. But it’s the other results that provided the real surprises.

In a critical pile crash test where a vehicle or component is driven into a round steel obstacle at high speed the hybrid Bio!Lib battery housings returned almost exactly the same intrusion values as the aluminum housing of a Tesla Model S. The reason is the wood’s porous cell structure helps it absorb great amounts of energy.

The poplar and birch steel hybrids delivered up to 98 percent more energy absorption than ductile aluminum and 76 percent more than high-strength aluminium under large deformations. All three wood-based versions also showed strong resistance to bending.

Organic fire-resistant material

And with the addition of cork – another renewable material – the study group led by TU Graz’s Florian Feist, was also able to make the housing usefully fire-resistant, returning temperatures on the off-fire side of the unit 100 degrees C (212 F) lower than on a Tesla housing.

“When cork is exposed to very high temperatures, it charses,” explains Florian Feist, who led the study. “The carbonization leads to a sharp drop in the already relatively low thermal conductivity, which protects the structures behind it.”

As electric vehicles become more common, it’s becoming clearer that their environmental impact goes beyond the absence of tailpipe emissions. While a wood-based battery case might seem unlikely, research like this highlights how smarter material choices could help EVs better deliver on their clean energy potential.

Beyond serious mechanical issues, squeaks and rattles rank high amongst the most annoying things one may have to deal with in any car. Imagine, though, if your ride had an incessant rattle or squeak despite it being basically brand new and costing six figures. That’s what one Cybertruck owner is dealing with right now, and Tesla seems incapable of fixing the electric pickup.

Also: Cybertruck Came Back From Tesla Service With 26,000 Miles Less And That’s The Least Of Its Worries

The owner first posted about his experience on Facebook in June: “My Cybertruck is in service for a squeak coming from the front left pillar near the windshield. The service team tried using foam and insulation, but couldn’t fix it,” he said. At that point, the team decided to send the truck to a collision center.

Ongoing Repairs With No Resolution

From there, things haven’t improved. In a newer post, he claims that the center has had the truck for 40 consecutive days without finding a fix. “They’ve replaced parts, added insulation, and tried multiple approaches, but the issue remains,” he says. That appears to include disassembling several components and reworking them to no avail. A message from Tesla service to the owner says it’s a top priority and that they’re working on it.

Interestingly, this doesn’t seem to be an isolated incident, as in the original post from June, several other owners claim to have similar issues.

“My CT has a rattling noise from the same area (front driver’s side dashboard / a-pillar area near front window) when going over bumps,” said another owner. “I have dashboard and pillar rattle and squeak too. This is third attempt to fix,” said another. “I’ve had so many creeks, squeaks, and rattles…. I’ve taken it in 5 times already,” said one more.

From Annoyance to Dealbreaker

Both ironically and sadly, one even admitted that it rattles so much that they just take a different car when they want a quiet ride. It sounds like that’s where the owner in this story is on his journey, too. He now wants Tesla to either buy the truck back altogether or for the automaker to give him a new one. There’s no telling if that one will squeak too though. We’ll follow this story and update you if we hear more.

Credit: Facebook

Τesla is about to widen out its Robotaxi footprint, though that shouldn’t come as much of a surprise, seeing as Elon Musk recently said that “half of the population of the US will be covered by Tesla’s Robotaxi by the end of the year.” Well, everyone’s got to start somewhere, and now that the system is alive in Austin, Texas, it apparently is time to expand.

Read: Robotaxis And Roadsters Can’t Save Tesla From This Revenue Crash

According to Business Insider, Tesla is about to roll out a similar, albeit heavily neutered, version of the program in California. Specifically, it’ll begin Robotaxi testing in San Francisco over the weekend. Just like the service in Austin, the shuttles will work within a geo-fenced area.

Testing With a Safety Net

Never a company away from pushing its limits, Tesla isn’t being conventional about this launch. Rather than release driverless Model Ys across all of San Francisco, it has put several caveats into the service. For instance, every ‘Robotaxi’ will come with a human behind the wheel.

That’s markedly different from what it’s doing in Austin and there’s a good reason for it. Tesla doesn’t have the legal ability to offer the kind of driverless service it does in Austin, in San Francisco. Notably, even the cars in Texas have a Tesla employee in the car, albeit in the front passenger seat.

It needs regulatory approval, and since it doesn’t have it, there must be a driver in the driver’s seat. Essentially, the way it sounds is that this is going to be akin to calling your friend who has FSD on a car and then letting him or her ferry you around while hopefully not needing to intervene while the car drives.

Pushing the Boundaries, Carefully

In addition, Tesla doesn’t have the regulatory freedom to offer autonomous rides to the general public in this manner. To that end, it’s only going to allow select members of the public, employees, and family members of employees into the testing program.

Basically, it seems as though it’s skirting the line regarding legality in just about every way that it can. Importantly, it reportedly requested a permit to extend its operations with the California Public Utilities Commission. It hasn’t yet applied to provide a commercial service to the public, though, so it appears as though all of this is in the very early testing phase. 

CM Technologies (CMT), a leader in advanced condition monitoring solutions, is calling on shipowners and managers to join collaborative trials designed to capture vital data on one of the shipping industry's most costly problems: cylinder liner scuffing in two-stroke engines.

Scuffing, a form of sudden severe wear, can result in catastrophic engine damage and vessel downtime. And while it’s a well-known issue, typically affecting large two-stroke diesel engines found on bulkers, tankers, and large container ships, the root causes are difficult to pin down. Operators, OEMs, and service providers have long struggled to predict or prevent the phenomena.

Germany-based CMT, however, has developed a system that can alert operators to early onset cylinder damage, but see seeks trial partners for critical data gathering aimed at validating the sensor’s predictive capabilities and to prevent engine damage before it occurs.

“Scuffing is a silent killer. It can occur suddenly, and the damage can be extensive,” said Uwe Krüger, Managing Director at CM Technologies. “Despite the prevalence of this issue, even engine manufacturers don’t fully understand why it happens. What we do know is that it’s linked to a combination of factors, like lubrication failure, drastic load changes, recent overhauls, amongst other things. Our goal is to better understand the acoustic fingerprint of scuffing so we can prevent failures before they happen.”

CMT’s recently developed Scuffing Sensor system – a “stethoscope for cylinder liners” – uses high-frequency acoustic emission (AE) technology to detect the earliest signs of friction and wear from outside the cylinder.

Unlike other methods that rely on visual inspection or oil analysis performed weeks apart, this approach captures real-time acoustic data without interrupting engine operation. By identifying wear-related noise patterns, the system provides a potential early-warning signal before damage occurs.

Trial partners are invited to deploy the system onboard vessels equipped with two-stroke diesel engines. Ideally, these vessels will call at ports in Northern Europe, Germany, the Netherlands, Belgium or France, where CMT engineers can easily access them to install and retrieve data-logging equipment.

The system itself is unobtrusive, requires no modifications to engine internals, and is non-invasive. Mounted externally using magnetic brackets, the sensors require no disassembly, no drydock visit and no interruption to the ship’s voyage.

“There’s no need to open the engine or stop operations. The sensor system is magnetic, sits externally on the cylinder, and records data quietly in the background,” said Krüger “We’re looking for operators that will let us place this technology onboard for one to three months. The process is simple, and the benefits could be significant.”

By participating in the trials, ship operators and managers stand to gain early insight into the scuffing risks on their engines, while helping CMT further develop the breakthrough diagnostic tool for the wider industry.

“If we can collect enough data from a range of engines, we can build a reliable library of friction noise patterns,” Krüger said. “This will enable us to deliver early warnings when problems are brewing, long before current monitoring methods can detect them. The benefits will be lower maintenance costs, less downtime, and better protection of what is undoubtedly the most critical, high value asset onboard a ship, aside from the crew.”

CMT believes this collaborative approach is key to cracking one of shipping’s most persistent maintenance problems.

“We’re not asking shipowners to shoulder any risk, just to let us listen to their engines. Together, we can create something that protects engines, saves money, and sets a new benchmark for condition-based maintenance.”

Shipowners or managers interested in participating in the scuffing detection trials are invited to contact CM Technologies at info@CMTechnologies.de
 

 

In a groundbreaking development for the global marine fuels industry, leading shipping and bunkering companies have come together to launch a Bunkering Services Initiative focused on solving the widely reported issues of fuel quantity shortages and fuel quality opacity across the marine fuel supply chain. By addressing these market distortions marine fuel buyers can make optimal procurement decisions and suppliers can operate on a level playing field.

Open Participation

The Initiative is voluntary, and participation is welcome from all marine fuel buyers and suppliers who commit to adopting and complying with its standards and governance.

Scale from Day One

At the outset focused on Amsterdam-Rotterdam-Antwerp (ARA), the world's second-largest bunkering hub, the Initiative represents 20% of ARA market volume comprising several thousand deliveries each year. Founding participants include some of the most prominent names in the industry, including Cargill, Frontline, Hafnia, Hapag-Lloyd, Mercuria, Minerva Bunkering, Oldendorff, Trafigura, TFG Marine, Unifeeder, and Vitol, as well as other key players in energy and shipping.

Self-Regulation

The concept is uniquely designed to be self-regulating, leveraging powerful data-driven insights to monitor participant behaviour and adherence to standards – thereby advancing the objectives of regulatory authorities without requiring their administration.

Gold Standard

The Initiative defines a new gold standard of technology-enabled bunkering operations, with seamelss integration of mass flow meters, digitalized workflows over the blockchain, traceable fuel quality measurements throughout the supply chain, full accounting of quantity balances, and real-time reporting to participants.

Commitment to Accountability

To ensure accountability to the Initiative's objectives and standards of operation:

• Lloyd's Register has been appointed as the System Auditor, responsible for qualifying participating bunker barges, conducting unannounced physical barge inspections, and verifying compliance with Initiative standards and data integrity (lr.org).
• ADP Clear Pte Ltd has been appointed as the Initiative's technology provider, facilitating multi-party workflows, real-time reporting, and verifiable performance metrics for all stakeholders (adpclear.io).

Join Us

Any marine fuel buyers and suppliers engaged in the ARA market and interested in participating in the Initiative can direct their inquiries to initiative@adpclear.io.

 

[By: Wärtsilä]

Technology group Wärtsilä’s retrofit package for the Corsica Linea ferry ‘Pascal Paoli’ has resulted in fuel savings of up to 22 percent. This significant gain in energy efficiency on each trip has been made possible by the installation of a new twin screw controllable pitch propeller (CPP) system with blades optimised for the ship’s operating profile, the Wärtsilä EnergoProFin energy saving propeller cap, a controls retrofit, and combinator curves for the ship’s various operating modes. 

These upgrades, which were completed at the end of 2024, were validated through CFD (computational fluid dynamics) open water simulations, and confirmed during sea trials with the chief engineer. In monetary terms, the fuel savings equate to an estimated 7,700 US Dollars per trip. The related reduction in emissions represents a massive step in Corsica Linea’s decarbonisation journey, allowing the company to remain compliant with the stricter requirements on carbon emissions. 

“We are extremely happy with the efficiency improvements resulting from this Wärtsilä retrofit package,” says Xavier Esnault, Energy transition project manager at Corsica Linea. “The fuel savings are important, both from a cost perspective, as well as supporting our decarbonisation strategy to reach a reduction of 40% of our CO2 emissions by 2030.” 

The ‘Pascal Paoli’ is a 174-metre long RoPax ferry operating between Marseille and Bastia. Ferries are on the front line of the energy transition and are among the first sectors to target net zero-carbon operations. At the same time, operators are expected to provide a reliable, efficient on-time service, while keeping operating costs under strict control. 

“Ferry operators, such as Corsica Linea, are looking to leverage technologies that offer minimal service disruption and a maximised return on investment, all while reducing their carbon footprint. For this reason, the fuel efficiency upgrade carried out on the ‘Pascal Paoli’ was done with the aim of supporting Corsica Linea with achieving these goals,” comments Andrey Dudko, Product Manager, Propulsion – Wärtsilä Marine. 

The ’Pascal Paoli’ operates with two Wärtsilä 46 engines per shaftline. It has a number of operating modes, including sailing and manoeuvring with one or two engines per shaft line. The changes resulting from the retrofit project did not impact the vessel’s manoeuvrability. 

This upgrade comes at a time when ferry operators are under increasing pressure to decarbonise. The IMO’s new Net-Zero Framework through the GHG fuel intensity (GFI) provides a clear incentive for operators to invest in energy-efficiency solutions, such as the technologies leveraged for this retrofit project. By placing an explicit price on GHG emissions, the IMO has sent a strong market signal that energy efficiency technologies and alternative fuel solutions must be part of every shipowner’s toolkit. This framework encourages industry stakeholders to invest in immediate operational improvements, explore onboard abatement solutions, and accelerate the roll-out of sustainable fuels.

[By: ClassNK]

ClassNK has released 'ClassNK Technical Journal No.11 2025 (?)' . This issue features the title 'Latest Technological Trends for Protection of the Marine Environment', providing the particularly well-received presentations on 'Underwater Noise from Ships' and 'Safe Decarbonization’ from 'ClassNK R&D Forum 2025', which was attended by more than 200 participants.

'ClassNK Technical Journal', has been published to contribute to the advancement of technology and society through the outcome of R&D and technical activities. The contents of the latest issue are as follows:

Special Feature Articles on 'Latest Technological Trends for Protection of the Marine Environment'

• Guidelines for Underwater Noise from Ships and Trends in the IMO, Etc.-
• Development and Application of Ship Underwater Radiated Noise Estimation Tool for Preservation of the Marine Environment
• Measurement of Ship Noise in Shallow Sea Area
• Recent Information on the Development of IMO Guidelines for the Safety of Ships Using Ammonia as Fuel and Initiatives of ClassNK for Practical Application of Ammonia-Fueled Ships
• Research to Develop Safety Assessment Measures of Alternative Fuel/New Cargo Transportation
• Commentary on ‘Bayesian Estimation of Ammonia Leak Frequency for Risk Assessment of Ammonia-Fueled Vessels’

Technical Topics

• Revealing a Fuel-Saving Tip for Main Engine Operation in Rough Sea Conditions-
• Introduction of Examples of the Use of AIS Data
• Recent Topics at IMO 

ClassNK Technical Journals are available to download via ClassNK’s website: https://www.classnk.or.jp/hp/en/research/rd/giho.htm

[By TOTE Group]

 

TOTE Group, a recognized leader in transportation and logistics overseeing some of the most trusted companies in the U.S., announced the appointment of Jason Grear, CPA, as its Chief Financial Officer (CFO), effective today. Grear brings over 20 years of accounting and finance experience to the organization.

“Beyond Jason’s impressive credentials, what stood out most was his collaborative approach, people-first mindset, and shared commitment to our values,” said Tim Nolan, President and CEO of TOTE Group. “We’re excited to welcome Jason to our leadership team and look forward to the impact he will make on our organization.”

As CFO, Grear will lead the TOTE financial organization, helping to drive long-term vision, stability, and performance, while partnering across all business units to support strategic decision-making.

In his previous roles as Chief Accounting Officer and EVP of Accounting and Finance for U.S. Xpress, Grear provided pivotal leadership in taking U.S. Xpress public in 2018 and in the acquisition of U.S. Xpress by Knight Swift in 2023. Before joining U.S. Xpress, Jason had over 12 years of public accounting experience, most recently as a senior manager at EY.

The Royal Canadian Navy (RCN) intends to retire eight warships that have been instrumental in coastal surveillance and patrol for more than three decades. It is the latest move in the Navy’s ongoing plan to modernize its fleet to meet evolving maritime threats.

RCN announced that before the end of the year, eight Kingston-class Maritime Coastal Defense Vessels (MCDVs) will be decommissioned. The eight vessels are part of the 12 Kingston-class warships built and launched in the 1990s, with each being 55.3 meters (181 feet) long, about 970 tonnes displacement, and with a crew capacity of 40. The ships are powered by diesel-electric engines with a reported speed of 15 knots. The first ship, HMCS Kingston was commissioned in 1996 and the last, HMCS Summerside, in 1999.

For three decades, their primary task has been carrying out coastal surveillance and patrol duties, including general naval operations and exercises, minesweeping, search and rescue, law enforcement, resource protection, and fisheries patrols. The ships have also conducted nuclear submarine escorts, national and international exercises, and have supported the training of several naval occupations.

 

 

Over their lifetime, the warships have been deployed in various operations in the Eastern Pacific and Caribbean, West Africa, European waters, and across Canadian waters. The warships have also been deployed off the coast of Haiti in response to the growing national security crisis in that country.

This fall, HMC Shawinigan, Summerside, Goose Bay, Glace Bay, Kingston, Saskatoon, Whitehorse, and Brandon will be retired with the Navy intending to carry out “paying off” ceremonies in Halifax and Esquimalt, B.C. After the decommissioning ceremony, ownership of the vessels will then be transferred from the RCN to the Department of National Defense for eventual disposal.

Four other Kingston-class vessels, Yellowknife, Edmonton, Moncton, and Nanaimo, will remain in service by consolidating under Canadian Fleet Atlantic. They are set for decommissioning from 2026 through 2028.

RCN highlights that the impending retirement of the warships falls in line with its fleet modernization program to meet the evolving needs of a security environment that has become increasingly dangerous and complex. Part of the modernization includes the building of 15 River-class destroyers at Halifax-based Irving Shipbuilding with the first ship expected to be delivered in the early 2030s.

 

 

“Kingston-class vessels have provided the RCN with a significant, impactful, and flexible capability throughout their many years of service. As we move towards the future of the RCN, I want to recognize the service of these ships and extend my tremendous gratitude to all who have sailed within them,” said Vice-Admiral Angus Topshee, RCN Commander.

RCN is ensuring a seamless transition with the Kingston-class roles being transferred to existing ships. The naval mine counter-measure roles will be carried out by the diving units, and remote and autonomous systems operated from other RCN vessels, while roles like counter-narcotics operations will be handled by the Harry DeWolf-class Arctic and Offshore Vessels. The training role will be assumed by an expanded fleet of Orca-class vessels.