The Chinese government has repeatedly criticized the Philippines for hosting the U.S.-built Typhon missile system, a mobile launcher that can be used against land, air and naval targets. On Thursday, Philippine President Ferdinand Marcos Jr. issued an offer: stop aggression in Philippine waters, and Manila will send back the missile system. 

"Let's make a deal with China: stop claiming our territory, stop harassing our fishermen and let them have a living, stop ramming our boats, stop water cannoning our people, stop firing lasers at us and stop your aggressive and coercive behavior and I'll return the Typhon missiles," he told reporters. "I don't understand the comments on the Typhon missile system. We don't make any comments on their missile systems and their missile systems are a thousand times more powerful than what we have." 

China claims almost all of the South China Sea as its own, including a large swath of the Philippines' western exclusive economic zone (EEZ). The China Coast Guard has often used physical tactics to block Philippine vessels' movements, including shouldering, water-cannoning, aggressive maneuvering and at least one opposed boarding. So far, Manila has refrained from responding with force.  

The Typhon is a mobile launcher for SM-6 and Tomahawk missiles. With modern variants of the Tomahawk, it can strike naval and land-based targets at very long range, up to about 1,000 miles. This is enough to reach mainland China from northern Luzon.  

Typhon may have some deterrent effect in the South China Sea, but China has a steep advantage with a vast ballistic missile force, a network of strategic airbases and the world's largest navy. It also has the world's largest coast guard, which has steadily ratcheted up pressure on Philippine forces, including a new presence operation in Philippine waters (below).
 

BRP Teresa Magbanua Successfully Pushes Chinese Coast Guard Vessel Further from Zambales

The Philippine Coast Guard (PCG) vessel, BRP Teresa Magbanua, has achieved a significant milestone by successfully pushing the Chinese Coast Guard (CCG) vessel CCG-3304 further away from the… pic.twitter.com/hDbwNzrDaX

— Jay Tarriela (@jaytaryela) January 30, 2025

 

The two river-sea tankers that broke up near the Kerch Strait last month were part of a flotilla that bunkers Russia's "dark fleet," including at least three U.S.-sanctioned deep sea tankers, according to Russian investigative news outlet IStories. Many of their sister ships continue in the same trade today, and many are operating beyond the limits outlined in their registration papers, documents obtained by the outlet suggest. 

Volgoneft-212 and -239 were built between 1969 and 1973, produced under a major Soviet construction program that delivered hundreds of ships for the Black Sea-Volga "river-sea" tanker and freighter fleet. Both broke up in a storm on December 15, spilling an estimated 2,000-3,000 tonnes of bunker fuel into the Black Sea. Cleanup efforts are still under way. 

"The problem with the Volgoneft type vessels has been known for a long time. These vessels are declared as 'river-sea' class, but in fact in Soviet times they were used for river shipping, at most with an exit to the bay at the river mouth. They were not intended for full-fledged sea shipping," said Yuri Kurnakov, chairman of Russia's Marine Trade Union, in an interview in December. 

In 2013, Russian Marine Engineering Bureau director Gennady Egorov published a technical review of the class' design and its maintenance challenges. The Soviet naval architects who designed the Volgoneft tanker fleet relied on a mix of standard plate and thinner, higher-strength steel to reduce weight for the shallow-draft riverine vessels, increasing their cargo capacity but creating areas that were prone to serious cracking. All of these ships have spent 50 years or more transiting through a series of locks on the Volga, and after decades of contact with fendering, their hull plating is deeply indented between the scantlings. In a refit program in the 2010s, a few of these tankers had the entire cargo section cropped out and replaced due to corrosion and cracking - everything between the pump room and the forepeak bulkhead.

"In the long term, ensuring sustainable safe transportation of oil and oil products on tankers of mixed river-sea navigation is possible only through new shipbuilding," concluded Egorov, writing 12 years ago. 

According to IStories, these aging riverine tankers are now employed to transport thousands of tonnes of bunker fuel from Russian refineries to a transshipment zone off Kavkaz, at the southern entrance to the Kerch Strait. There, they rendezvous with dark fleet tankers or - more often - with a designated storage and offloading tanker, identified as the Firn (ex name SCF Caucasus). The fuel carried by the Volgoneft fleet helps Russia's sanctions-busting oil export tankers to keep moving, according to IStories, including the dark fleet vessels Triumph, NS Spirit, Utaki, Beks Iron and Sezar. In all, an estimated 660,000 tonnes of bunker fuel moved from refineries to "shadow fleet" vessels aboard the Volgoneft fleet over the last year, the outlet concluded. 

Triumph and NS Silver are both under U.S. sanctions. In addition, Firn has transloaded bunker fuel from the Volgoneft fleet onto at least one other sanctioned tanker, the Mum.  

Mitsui O.S.K. Lines marketed the delivery on an innovative new “green” multi-purpose cargo ship incorporating a series of innovations. The vessel was aptly named Prima Verde (first or spring and green in Italian) and the hull was painted bright green.

“The vessel has a range of environmentally friendly features,” reports MOL. “It is the world's first vessel of any type to use green steel materials, an engine that can run exclusively on marine gas oil (MGO), and a wind-assisted vessel propulsion system.”

 

 

The tween deck cargo vessel was built at the Onomichi Dockyard in Japan and launched on October 17. It is a smaller vessel at 17,500 dwt and a length of 426 feet (130 meters). The vessel is registered in Liberia and will operate for MOL Drybulk. They noted as a "multi-purpose vessel" the ship could be used to transport steel products, construction machinery, heavy machinery, plants, railroad vehicles, or bulk cargoes.

JFE Steel Corporation supplied its JGreeX, a green steel material that significantly reduces CO2 emissions during production, for use in the vessel's hull. Japan Engine Corporation built a high combustion efficiency and low carbon dioxide emission engine that can run exclusively on MGO. 

To further extend the fuel efficiency of the design, MOL equipped Prima Verde with two VentoFoil wind propulsion devices from Econowind.

MOL reports the vessel is part of its strategy to achieve net zero GHG emissions by 2050. It looks to incorporate environmentally friendly transport such as this project as it works to achieve its goals.
 

 

Hapag-Lloyd released preliminary financial results for 2024 coming in at the top of the profitability forecasts the company had already revised upward in October 2024. As the first of the major carriers to release results it also gives a glimpse into the financial strength of the sector despite what was seen as a very challenging year.

The preliminary figures show an anticipated quadrupling of earnings in the fourth quarter from a nearly breakeven level in 2023 to a profit of $1.4 billion in the December quarter of 2024. For the full year, the company is anticipating a slight year-over-year increase in profitability to $5 billion (EBITDA). Revenues for the full year are projected to be up more than 8 percent to $20.7 billion.

“The increases can primarily be attributed to higher transport volumes combined with a stable average freight rate, which stood at $1,492/TEU and thereby remained at the prior-year level (2023: $1,500/TEU),” said Hapag in its release. It reported that revenues rose, “particularly owing to stronger demand for container transports. Transport volumes increased by roughly 5 percent, to 12.5 million TEU – despite the rerouting of ships via the Cape of Good Hope due to the security situation in the Red Sea and the associated longer voyage times.”

In October 2024, Hapag reported that based on recent higher-than-expected demand and improved freight rates – and despite increased transport expenses – it was increasing its forecast for the year to EBITDA in the range of $4.6 to $5.0 billion. It however had warned, “Given the highly volatile development of freight rates and persistent major geopolitical challenges, this forecast remains subject to uncertainty.”

The company said it would announce its 2024 results on March 20. At the same time, it will comment on the outlook for the year ahead and release its projections.

Analysts have speculated that the industry could face strong challenges in 2025 as freight rates are already under pressure and potentially could collapse when the Red Sea routes are restored. Excess capacity that was helping to offset the longer transit times around Africa would flood back into the market with the Red Sea routes restored while there are also fears about fundamental changes in trade patterns if Donald Trump proceeds with his threats to impose tariffs.

Investors, however, today drove the price of Hapag-Lloyd’s shares up by nearly 1.5 percent while others such as Maersk and NYK were up nearly 2 percent. Share prices for the container segment were under pressure for all of 2024 as investors heard repeated cautions from industry executives over the volatility in the sector.
 

 

On January 17, the US Coast Guard released its much-anticipated final rule on cybersecurity in the US Marine Transportation System, which establishes mandatory minimum cybersecurity requirements for the maritime sector. The new regulations are effective July 16, 2025 and represent the most significant maritime cybersecurity regulations to date. Affected entities should review their existing policies, identify any gaps or deficiencies, and implement compliance procedures.

I. Scope and Applicability

The primary goal of the final rule is to enhance the cybersecurity of the US Marine Transportation System. The new regulations establish minimum mandatory requirements for US flag vessels, Outer Continental Shelf (OCS) facilities, and facilities subject to the Maritime Transportation Security Act of 2002. The rule aims to address the increasing risks posed by cyber threats due to the growing reliance on interconnected digital systems within the maritime industry. It emphasizes both preventing cyber incidents and preparing to respond to them effectively.

The rule applies to:

a. US flag vessels subject to 33 CFR part 104:

• Cargo vessels greater than 100 gross tons
• Commercial passenger vessels certified to carry more than 150 passengers
• Offshore Supply Vessels (OSVs)
• Mobile Offshore Drilling Units (MODUs)
• Towing vessels more than 26 feet long engaged in towing certain dangerous cargo barges
• Cruise ships and passenger vessels carrying more than 12 passengers on international voyages

b. Facilities subject to 33 CFR part 105:

• Container terminals
• Chemical facilities with waterfront access
• Petroleum terminals
• Cruise ship terminals
• Bulk liquid transfer facilities
• LNG/LPG terminals
• Barge fleeting facilities handling dangerous cargo
• Facilities that receive vessels carrying more than 150 passengers
• Marine cargo terminals otherwise subject to the Maritime Transportation Security of 2002

c. OCS facilities subject to 33 CFR part 106:

• Offshore oil and gas production platforms
• Offshore drilling rigs
• Floating production storage and offloading units (FPSOs)
• Deepwater ports
• Offshore wind energy facilities
• Offshore loading/unloading terminals

II. Core Requirements

The cybersecurity plan must include measures for account security (e.g., automatic account lockout, strong passwords, multifactor authentication), device security (e.g., approved hardware/software lists, disabling executable code), and data security (e.g., secured logging, data encryption). Entities must also create or implement the following:

a. Cybersecurity Officer 

Each covered entity must designate a Cybersecurity Officer (CySO) responsible for implementing and maintaining cybersecurity requirements. The rule allows for designation of alternate CySOs and permits one individual to serve multiple vessels or facilities, providing welcome flexibility for operators.

b. Cybersecurity Plans and Assessments — Organizations must develop and maintain the following:

• A comprehensive Cybersecurity Plan
• A separate Cyber Incident Response Plan
• Regular cybersecurity assessments
• Plans must be submitted to the Coast Guard for review within 24 months of the rule’s effective date.

c. Training and Exercises — The rule mandates the following:

• Cybersecurity training for all personnel using IT/OT systems beginning July 17, 2025
• Two cybersecurity drills annually
• Regular penetration testing aligned with plan renewal cycles

d. Technical Controls — Required security measures include the following:

• Account security controls including multifactor authentication
• Device security measures and approved hardware/software lists
• Data encryption and secure log management
• Network segmentation and monitoring
• Supply chain security requirements

III. Implementation Timeline

Key phase-in compliance dates include:

• Rule effective date: July 16, 2025
• Training requirements begin: July 17, 2025
• Initial cybersecurity assessment: Due by July 16, 2027
• Cybersecurity Plan submission: Due by July 16, 2027

The Coast Guard is seeking comments on extending implementation periods for the new requirements by two to five years for US flag vessels. Comments are due no later than March 18, 2025. After review of these comments, the Coast Guard may issue a future rule to allow additional time for US flag vessels to implement the new regulations.

IV. Harmonization with Other Requirements

The Coast Guard has worked to align these requirements with other cybersecurity regulations, including the Cybersecurity and Infrastructure Security Agency’s (CISA) Cyber Incident Reporting for Critical Infrastructure Act of 2022 reporting requirements. The rule establishes the National Response Center (NRC) as the primary reporting channel for maritime cyber incidents, simplifying compliance for regulated entities.

V. Basic Questions and Answers

What are the mandatory cybersecurity measures outlined in the rule? 

Owners and operators must implement a range of cybersecurity measures that are based on “cybersecurity performance goals” developed by CISA. This includes vulnerability identification of critical IT and OT systems, addressing known exploited vulnerabilities in those critical systems, and conducting penetration testing in conjunction with renewing the Cybersecurity Plan.

What constitutes a reportable cyber incident, and to whom do I report it? 

A reportable cyber incident is defined as any incident leading to substantial loss of confidentiality, integrity, or availability of a covered system; to disruption to business operations; to unauthorized access to nonpublic personal information of a large number of individuals; or to operational disruption of critical infrastructure. Such an incident also includes any event that may lead to a “transportation security incident.” Such incidents must be reported to the NRC.

What is the Coast Guard’s approach to compliance and enforcement of this new rule? 

The rule takes a performance-based approach, meaning that it focuses on outcomes rather than prescribing specific technical solutions, thus providing some flexibility to the entities in meeting the requirements. However, the rule does not specify the methods of enforcement, and the Coast Guard is currently working with policymakers to define the compliance criteria. The Coast Guard will address those questions at upcoming symposiums. Noncompliance with the rule could lead to penalties, legal action, and financial losses.

Is there any flexibility or possibility of waivers in complying with this rule? 

Yes. After completing a cybersecurity assessment, owners and operators can seek a waiver or an equivalence determination for the requirements, based on the waiver and equivalency provisions of 33 CFR parts 104, 105, and 106. Owners and operators must also notify the Coast Guard of temporary deviations from the requirements.

VI. Key Takeaways

• Begin preparation now — the 24-month implementation period will pass quickly given the scope of required changes.
• Evaluate current cybersecurity staffing and capabilities against new CySO requirements.
• Review existing security measures against the detailed technical requirements.
• Plan for increased training and exercise obligations.
• Consider whether to comment on the proposed implementation extension for vessels.

Andrew R. Lee, CIPP/US, is a partner in Jones Walker’s Litigation Practice Group and co-leader of the privacy, data security, and artificial intelligence team. 

Richard D. Bertram is a partner in Jones Walker’s Maritime Practice Group and leader of the maritime regulatory team. H

James A. Kearns is special counsel in Jones Walker's Maritime Practice Group. 

Ilsa Luther is an associate in Jones Walker’s Maritime Practice Group. 

Two men have been sentenced to three years each for their roles in a plot to import nearly 140 kilos of cocaine into Australia, hidden inside a shipment of 13 luxury buses. At a street-level retail value of $200,000 per kilo on the Australian market, the value of the cocaine shipment likely exceeded the value of the motor coaches. 

In January 2024, Australian police intelligence identified an inbound shipment of cocaine hidden aboard a ro/ro bound for Adelaide. When the ship called at Fremantle, Western Australia, Australian Border Force officers boarded it and searched a consignment of 13 luxury buses on board. In four of the buses, they found packages of cocaine totaling 139 kilos. It was the second-largest bust ever for a shipment headed for South Australia. 

The police allowed the buses to stay on board the ro/ro and continue on to the destination port, Adelaide, under close monitoring. On February 3, after the vessel arrived and offloaded its vehicles, the two men broke into the buses at the port and retrieved the shipment of cocaine. 

Police followed them to a hotel in Adelaide, then arrested them. The two young men - now aged 20 and 23 - were charged with attempting to possess a commercial quantity of cocaine, an offense with maximum sentence of life in prison. They pleaded guilty late last year. 

On Wednesday, they were each sentenced to three years in prison, including at least 18 months without parole. 

The Australian Federal Police said the cocaine could have been divided up and sold as nearly 700,000 doses at retail level, generating about $30 million in revenue for dealers. 

"Organized crime groups are seeking to import illicit drugs into Australia on an industrial scale," ABF acting Superintendent Prue Otto said. "Drawn by the high street prices, criminals seek profits to fund lavish lifestyles and other criminal activities and the cost of this greed is paid by the Australian community."
 
 

 

Navantia UK announced plans to invest in Harland & Wolff’s facilities to strengthen Britain’s defense, maritime, and clean energy industrial capabilities after the Spanish parent company completed the acquisition of the four UK shipyards including the historic Belfast, Northern Ireland facility. Government and industry officials as well as the union representing the workers at the Appledore facility welcomed the acquisition calling it a new chapter for the company and UK shipbuilding.

“Today marks the beginning of our shared journey. We are not just combining two companies; we are building a formidable team,” said Navantia’s Chairman, Ricardo Domínguez, as management conducted a visit to the Belfast shipyard and will be touring Appledore, Methil, and Arnish in the coming days. 

Riverstone Capital which had financed the Harland & Wolff Group reported the sale of the four yards was finalized for a cash consideration of £69.9 million ($86.8 million). In addition to the purchase price, Navantia UK agreed to waive £23 million ($28.6 million) of debt that had been provided between October 2024 and the closing to maintain the operations of the four yards. The bankruptcy administrators are expected to make an initial distribution of approximately £44 million ($55 million) to Riverstone Credit Partners and affiliated funds, with future distributions estimated to total around £26 million ($32 million) over the next few months. There was no word if monies would be available to the individual creditors of the Harland & Wolff Group and its shipyards.

Separately, Rothschild & Co is soliciting interest for the acquisition of Harland & Wolff's Islandmagee Gas Storage project, which is expected to significantly increase the UK's gas storage capacity once operational. The project was part of InfraStrata, which acquired Harland & Wolff in 2019 and later transformed into the Harland & Wolff Group.

Speaking to the workforce at the Belfast shipyard, Navantia’s Domínguez announced that the new owners would resume and expand the investment and recapitalization plan for Harland & Wolff, which is central to the Fleet Solid Support program for the Royal Fleet Auxiliary but had been paused in recent months. Investments into the shipyard facilities had been underway before the bankruptcy to support the FSS program, which calls for Navantia in Spain to build the hulls with integration and delivery taking place at Harland & Wolff’s Belfast shipyard.

The investment across the four sites will fund cutting-edge facilities, technology, and training, underpinned by a comprehensive business plan to integrate these facilities into the UK’s industrial and defense ecosystem, reported Navantia. The Financial Times reports the Spanish company has committed up to £100 million ($125 million) in investments to support the building program and to revitalize the four yards. Navantia says it looks to align the yards with the UK’s strategic priorities for national security and energy transition.

As part of the deal with the government for the rescue of the four yards, Navantia has reportedly committed to maintaining 1,000 jobs at the four yards. In addition, the company said the FSS program would provide 800 related jobs at suppliers across the UK.

The rescue marks the second time in less than a decade that the Belfast yard was been saved during administration. Appledore which also dates back to the 1850s ceased operations in 2019. It was acquired in 2020 by InfraStrata as part of its plans to build out the capabilities of Harland & Wolff.
 

A new report looking at what will be needed to spur the transition to e-fuels and the early adoption in the maritime sector concludes that targeted subsidies and a hefty GHG levy are needed to close the gap between scalable zero-emission fuels and other compliance options. The analysis was timed to the International Maritime Organization’s upcoming negotiations ahead of the Maritime Environment Protection Committee (MEPC) meeting this summer to adopt the second phase of the strategy for the decarbonization of the shipping industry.

“The path the sector is on now requires urgent and drastic correction from both commercial and policy actions to avoid significant risks to the sector and global trade,” warns the report presented by the UCL Energy Institute and maritime consultancy UMAS.  “Without maximum efficiency,” the report warns, “the transition will be more expensive, more difficult and disruptive, and more prone to failure and delay.”

The research set out to explore how the transition can be stimulated, coordinated, and delivered, not just by the IMO, but also national governments, regional bodies, and industry stakeholders. They analyzed the viability and costs of the IMO’s Revised Strategy targets released after the 2024 MEPC session. 

The study concludes that the transition from fossil fuels in shipping has much in common with other transitions but that current policies of fuel standards and a flexible financial mechanism, even with a multiplier that boosts credits for e-fuel, are unlikely to start an e-fuel transition before 2040. Further, they warn the industry risks becoming locked into alternatives that could make long-term decarbonization goals more difficult.

“This new analysis shows that the market will struggle to make an e-fuel business case before 2040, and therefore e-fuels such as green ammonia will not be available for shipping’s use in any volume,” says Dr. Tristan Smith, Professor of Energy and Transport at the UCL Energy Institute. “Some suggest that the role of a GHG levy is only for addressing equity, this study shows that it is not the only role, it is also a critical enabler of shipping’s energy transition and for minimizing the long-run costs to trade.”

GHG pricing starting at $30 per tonne of CO2e, the research warns looks unlikely to provide certainty of support to enable the energy transition to start and scale through the 2027-2035 period, and certainly would be unable to additionally support a just and equitable transition. They conclude that GHG pricing starting at $150 per tonne of CO2e, could generate sufficient revenue to support both the energy transition and ensure a just and equitable transition for affected communities. 

Using the total cost of ownership approach, the study modeled a 14,000 TEU container vessel with different technology and fuel options. They used this to evaluate the effects of policy combinations (including a GHG Fuel Intensity (GFI) requirement, flexibility mechanism, and a levy and subsidy/reward mechanism) currently under discussion at the IMO.

They believe the early low-cost routes to compliance could become uncompetitive within a decade. The study says that early action is needed to support e-fuels to bridge the gap between e-fuels and low-cost early compliance options such as LNG, biofuels, and carbon capture and storage. They believe that a GHG levy and targeted incentive for e-fuels, such as a subsidy/reward that would be derived from the GHG Levy, is critical to ensure the industry is moving quickly on the correct transition course. The report says that there are political, technical, economic and commercial requirements to deliver on the goals for decarbonization. 
 

 

On Wednesday night, a commuter jet and an Army helicopter collided and fell into the Potomac River, killing 67 people. Search and recovery operations are under way to recover the deceased, with assistance from U.S. Coast Guard boat detachment and the Army Corps of Engineers. As of Thursday afternoon, 28 bodies had been recovered from the wreckage of the plane and the helicopter. 

At about 2100 hours Wednesday, a Black Hawk helicopter was on a training run over the Potomac as American Flight 5342 approached Reagan National Airport. Both were on standard flight paths, about 200 feet off the ground. The plane was asked to make a last-minute change of runways and shifted its flight path at the instruction of an air traffic controller; recordings of radio traffic indicate the controller instructed the helicopter to "pass behind" the jet. The two collided shortly after, then fell into the icy waters of the Potomac.   

The Federal Aviation Administration reported Thursday that the control tower for National Airport was understaffed at the time, with one employee handling both arrivals and departures - normally the workload of two people. 

The response got under way quickly, with all available help from the Coast Guard. In frigid conditions, with high winds and ice in the shallow water, responders located the two aircraft and began the task of searching for survivors. None were found amidst the wreckage. 

Response boat crews from Coast Guard stations Washington, Curtis Bay, Annapolis, St. Inigoes, Oxford and Crisfield deployed to help with the search and the enforcement of an exclusion zone. The small cutters Sailfish, Bruckenthal, Kennebec and Frank Drew also got under way to assist. 

The Trump administration's nominee for Secretary of the Army, Daniel Driscoll, said Thursday that the service may need to reevaluate its practice of routine helicopter training near major airports, as is common in the busy capital area. 

 

Eurobulk, a Greek shipping company, has become the latest to plead guilty in the continuing U.S. enforcement efforts to prevent pollution from ships. The company pleaded guilty in U.S. District Court in Texas on Wednesday, January 29, and was ordered to pay a total of $1.5 million and serve a four-year probation.

“This outcome directly reflects our dedication to holding those who violate laws designed to prevent pollution of the marine environment accountable," said Rear Admiral David Barata, commander of the USGC’s Eighth District. “The Coast Guard and our partners remain resolute in our mission to protect our waters, and we encourage the public to continue reporting any suspicious activities as every report is essential in our ongoing effort to preserve the health of our marine ecosystems.”

The charges arose out of a United States port call in which a crew member of the Liberia-flagged bulker Good Heart (63,000 dwt) presented false records to the U.S. Coast Guard to conceal illegal transfers and discharges of oily bilge water from the vessel. The violations were discovered during a Port State inspection on April 23, 2023, in Corpus Christi, Texas when a whistleblower told the USCG about the illegal discharges.

According to court documents and statements made in court, on at least two occasions in April 2023, the chief engineer of the vessel, Christos Charitos, ordered lower ranking engine personnel to discharge oily waste overboard from vessel’s duct keel (a pipe that begins in the engine room and runs under the cargo holds) without using the oily water separator. In addition, the crew also flushed the oil content meter with fresh water to ensure the oil water separator would allow the illegal overboard discharges. The discharges were not recorded in the vessel’s oil record book.

The Good Heart’s former chief engineer, Charitos, age 72, pleaded guilty in September 2024. He admitted to tricking the oily water separator by connecting a fresh water line so that the oil content meter could not verify oil levels during the discharge, He also admitted to falsification of records and obstruction of the USCG by presenting the falsified log. Christos was ordered to pay a $2,000 fine and complete a one-year term of unsupervised probation

Eurobulk admitted to violating the Act to Prevent Pollution from Ships and falsification of records. The company was fined $1,125,000 and ordered to pay an additional $375,000 community service payment to the National Fish and Wildlife Foundation. 
 

 

The efforts to introduce the first commercial ammonia-fueled engines took another step closer to completion as MAN Energy Solutions has for the first time run a two-stroke engine at 100 percent engine load. The company highlights it has passed another milestone on the path to entering the commercial market, and it is slightly ahead of competitors such as WinGD which just completed single-cylinder tests.

“We began full-scale testing in November 2024 and have since proceeded in a cautious and safety-first way,” reports Ole Pyndt Hansen, Head of Two-Stroke Research & Development for MAN Energy Solutions. “We have now operated the engine on ammonia from 25 to 100 percent load, marking yet another important step forward in the maritime energy transition.”

MAN reported in 2023 that it achieved the first combustion with ammonia on the two-stroke test engine, and by November 2024 had completed more than 12 months of testing on a single cylinder running on ammonia. The company previously said the technology development was aiming for a small percentage of just 5 percent pilot oil at 100 percent load based on L1 rating. A small pilot flame is needed to start ammonia combustion. Initial tests were conducted with 10-15 percent pilot as a first step as they worked to transition to the 5 percent target. The remaining 95 percent of the energy MAN reports will be provided by ammonia supplying high power, energy density, efficiency, and extremely low emissions.

“We have now validated the ammonia fuel-injection system over the full load curve with diesel-pilot amounts recorded according to our targets. Furthermore, the positive emission and performance characteristics from previous, single-cylinder tests have now also been validated in full-scale engine operation,” reports Ole Pyndt Hansen.

The testing of the ME-LGIA (-Liquid Gas Injection Ammonia) engine, is currently underway at the company’s Research Centre Copenhagen facility. As part of the program, it also highlights that its proprietary SCR (Selective Catalytic Reduction) was operational at all test loads to treat exhaust gases and that all supply and safety systems worked as intended.

The next phase of testing MAN reports will focus on performance and emission optimization, including injection and SCR systems as well as control strategies. 

“The ME-LGIA concept is based on the Diesel-cycle combustion principle, which makes it eminently suitable for PTO (Power Take-Off),” said Christian Ludwig, Head of Global Sales & Promotion, Two-Stroke Business for MAN Energy Solutions. “Prior to this round of testing, we simulated PTO on the ammonia engine with very positive results and are very happy to see this replicated in real life. We intend to support PTO on the ME-LGIA to the same degree as with the other Diesel-cycle engines in our low-speed portfolio.”

The industry is awaiting the anticipated launch of the first ammonia-fueled engines later this year. While alternative fuel systems currently make up 17 percent of shipbuilding orders according to DNV’s Alternative Fuel Insight database, ammonia is just 0.5 percent of current orders tied with hydrogen and far behind LNG and methanol. However, DNV’s data shows there are 31 vessels already on order for ammonia propulsion with three expected for delivery in 2025. Bulkers and gas tankers make up the majority of the orders with the vessels scheduled for delivery between 2026 and 2028.

WinGD recently reported that it was also achieving results with a single-cylinder ammonia-fueled engine “in line with expectations,” as it moves forward with its validation efforts. The company said that in the coming months, it expects to conduct multi-cylinder engine tests to validate the full-scale engine, turbocharger configuration, and control systems so that the engine can begin production. WinGD said it was targeting June 2025 for the first delivery of its ammonia-fueled engines.
 

 

On Saturday night, Australian Border Force boarded a yacht off the Northern Territory and arrested a wanted man who had jumped bail and appeared to be fleeing the country. 

In July 2023, the suspect was charged with smuggling in connection with the vast "Anom" bust, the secretive app that was engineered by the U.S. government to trick foreign criminals into disclosing their communications. The man was accused of being part of a smuggling syndicate that had used the app to pass messages about plans to import illegal drugs into Australia. He was charged with conspiracy to import methamphetamine, one count of drug trafficking, and one count of illegally possessing a firearm. If convicted, he faces a sentence of up to life in prison. 

While awaiting trial, the suspect was supposed to be staying at a rehab center as part of his bail conditions, but he disappeared on January 8 and a warrant was issued for his arrest. 

On Saturday night, the man was spotted at a beach at Nhulunbuy, Northern Territory, and was observed to be flashing a light at a nearby yacht. The yacht crew responded with a similar light signal. Unbeknownst to the crew, the ABF had already been monitoring the yacht covertly. 

The Northern Territory Police responded to the scene but couldn't find either the man or the yacht. However, on Sunday, the ABF dispatched a patrol boat and intercepted the yacht in the Arafura Sea, where it was headed northbound. 

The authorities escorted the yacht back to Nhulunbuy, where they found that the suspect was on board. He was arrested, along with the crew - a Dutch man, aged 51, and a British woman, aged 42, who will both be charged with human smuggling. If convicted, the crewmembers face up to 10 years in prison. 

Images courtesy ABF

“The charges laid on the vessel's crew should serve as a warning. There are serious penalties, including possible jail time, for anyone tempted to facilitate any criminal venture in exchange for a profit," ABF acting Chief Superintendent Sonya Boylan said. "[Local] relationships are crucial to monitoring for unusual behavior and ensuring our border is secure from criminals attempting to carry out illegal acts." 

Oil major Shell is continuing to reduce its involvement in renewable energy and offshore wind including effectively ending its involvement with the U.S. offshore wind energy sector. Buried within today’s year-end 2024 financial report is a note that results include impairment charges of more than $1 billion “mainly relating to renewable generation assets in North America.”

The company has been moving away from its previous push into renewables as part of a strategy that CEO Wael Sawan described as “simplification” which is helping to deliver over $3 billion in cost cuts since 2022. Commented on renewable energy the company said it was “high grading its portfolio.”

The bulk of the $1.085 billion impairment charge is being taken in the fourth quarter ($996 million) and relates to the company’s decision to “pause” its involvement in a joint venture to develop New Jersey’s Atlantic Shores offshore wind project. Shell New Energies US and EDF-RE Offshore Development (a subsidiary of EDF Renewables) won U.S. federal approval in October 2024 for the construction plan for a two-stage project that would provide 2.8 MW of energy to New Jersey with up to nearly 200 turbines. The project was bid into New Jersey’s fourth round of wind solicitations.

“We just don’t see that it fits both our capabilities nor the returns that we would like,” Shell’s Chief Financial Officer Sinead Gorman said in a call with reporters reports Bloomberg. “So we took the decision to effectively write that off and pause our involvement.”

When the construction plan was approved it was highlighted the project would be the first offshore wind project in New Jersey. The lease dates to 2015 when it was awarded to US Wind and later transferred in 2018 to EDF and later into the joint venture with Shell. The project, which would be about 9 miles off the New Jersey shores near Atlantic City and Sea Girt, faced strong local opposition and was used by Donald Trump to highlight his disapproval of offshore wind.

While opponents of the project hoped today's announcement would mark the end of the effort, Atlantic Shores issued a statement saying it intends to continue progressing New Jersey’s first offshore wind project and its portfolio in compliance with its obligations to local, state and federal partners under existing leases and relevant permits. Trump wrote online last week he hoped the project would be “dead and gone.” EDF did not comment, but Atlantic Shores wrote in its statement, "Business plans, projects, portfolio projections and scopes evolve over time – and as expected for large, capital-intensive infrastructure projects like ours, our shareholders have always prepared long-term strategies that contemplate multiple scenarios that enable Atlantic Shores to reach its full potential." 

Shell in March 2024 also announced it had sold its 50 percent position in SouthCoast Wind Energy to joint venture partner Ocean Winds North America as part of the realignment of its renewables portfolio. Shell had entered into the joint venture in 2018 for the project which was then known as Mayflower Wind. Ocean Winds has continued to pursue the project and BOEM recently approved the construction plan. It calls for an approximate capacity of 2.4 GW in a lease area about 30 miles south of Martha’s Vineyard and 23 miles south of Nantucket, Massachusetts.  The project however has faced delays as it is still negotiating its power purchase agreements with Rhode Island and Massachusetts.

Shell's continued move away from renewable energy came as the company reported a 16 percent decline in profits for 2024. While raising its dividend, the company said operations were performing well but cited lower margins for LNG, lower oil and gas prices, lower demand, and weaker margins for its refinery operations. Earnings were $23.72 billion down from $28.25 billion in 2023 and the $1 billion impairment in renewables was part of a larger net impairment charge of $2.2 billion expected in the fourth quarter.
 

[By: SCHOTTEL]

SCHOTTEL has been awarded a significant contract to supply two EcoPeller SRE 560 and one TransverseThruster STT 3 FP for a Multi-Purpose Support Ship (MPSS) for the Portuguese Navy. The innovative new ship design for modern defense and security purposes has been developed by Dutch Damen Shipyards Group based on a new concept and specific requirements
of the Portuguese Navy. The state-of-the-art vessel, to be named “NRP Dom João II”, will be capable of deploying unmanned drones and helicopters. In addition to maritime safety and naval support operations, its primary tasks will include oceanic research, search and rescue and emergency relief.

SCHOTTEL propulsion package
For the main propulsion, SCHOTTEL will deliver two electrically powered EcoPeller type SRE 560 azimuth thrusters with an input power of 2,600 kW each. The L-Drive variant (“embedded L-Drive”) significantly reduces the installation height of the thrusters. By eliminating the upper gearbox, mechanical losses are further reduced. To enhance manoeuvrability and DP capabilities, the new build will be equipped with a SCHOTTEL TransverseThruster type STT 3 FP (800 kW). With this thruster configuration, the 107-metre long and 20-metre wide ship will reach a free
sailing speed of 15.5 knots. In addition, the main propulsion system has been particularly designed and tested for low underwater noise emissions to allow the vessel to meet DNV ‘Silent A’ class noise requirements up to a light survey speed of 10 knots.

Highly efficient, sustainable, versatile
Thanks to the particularly effective combination of powerful propeller thrust and lateral force, the SCHOTTEL EcoPeller fulfils all the requirements of a modern high- performance propulsion unit. The hydrodynamically optimized design allows the EcoPeller to produce maximum steering forces and enables top values in terms of overall efficiency and course-keeping ability.

LeaCon seal monitoring system
The two SRE and the STT will be equipped with SCHOTTEL LeaCon, a seal monitoring system certified by DNV. It offers safe and reliable protection against seawater contamination caused by lubrication oil. Separate seals to the seawater and to the gearbox side ensure that both incoming seawater and escaping gear oil are collected in an intermediate chamber. LeaCon is also used to monitor the condition of the seals, so operational wear can be detected at an early stage and unscheduled maintenance avoided. SCHOTTEL propulsion units equipped with the LeaCon system comply with stringent environmental requirements.

Oceanic research and naval support
For its role in oceanic research and monitoring operations, the vessel will be equipped with laboratories and accommodation for scientific staff. Additionally, to provide naval support, the ship will feature a stern ramp for UUVs (Unmanned Underwater Vehicles) and USVs (Unmanned Surface Vehicles) as well as a 94x11- metre flight deck and hangars for UAVs (Unmanned Aerial Vehicles). It is currently being built by Damen Shipyards Group in Gala?i, Romania, and is scheduled for delivery in 2026.

[By: The Synergy Partner]

From afar, you can already spot them: a Rijkswaterstaat vessel alongside an icebreaker being converted into an expedition yacht. Those familiar with the maritime industry know this is the remarkable shipyard of Damen Maaskant in Stellendam. “I’ve been walking these grounds since my youth. My father sailed on fishing vessels built here.” Managing Director Eric Moerkerk shares insights on how his shipyard applies project control and contract management in unique ways to handle a diverse range of assignments.

Back to the beginning
Eric’s story begins in a fishing village near Damen Maaskant’s home port. Summers spent at sea taught him the trade’s intricacies as the son of a fisherman. His career path, shaped by technical roles and project management positions, eventually brought him back to Stellendam’s harbor: the place where it all began.

New Challenges: diversification and growth
Damen Maaskant has experienced significant growth in recent years. “We’ve increased our revenue from €30 million to €100 million and expanded our workforce from 80 to 140 employees,” Eric explains. This growth stems partly from diversification. Alongside new builds, repair work on workboats and fishing vessels, and Rijksrederij maintenance, the shipyard has excelled in converting and refitting expedition yachts.

New markets bring new challenges. “Yacht building revolves around expectations. The processes are more complex, and finishing requires precision. Working with existing vessels often introduces unexpected challenges,” Eric notes. “It takes flexibility and a pragmatic approach to succeed.”

The need for professional project and contract management
A few years after Eric joined Damen Maaskant, the yard embarked on a yacht retrofit project. “What started as a modest modernization and extension of the aft ship grew into a extensive refit where we stripped everything down to the bare steel. The complexity demanded structured processes.”

Toward professional contract management and project control
Eric continues, “I realized we needed to introduce a new discipline to better handle these assignments. Through Damen’s headquarters, I connected with The Synergy Partner, led by Dick
Bruins. Their expertise helped us identify and manage risks effectively.

They immediately began establishing project control and contract management systems. These frameworks are particularly valuable for complex projects where predictability is key.” One example of their support is the implementation of the ‘Dick-sheet.’ Eric humorously remarks, “The name might sound quirky, but the idea is solid. It’s a system that exports data from our ERP program into a user-friendly and pragmatic Excel tool. This allows project managers to focus on forecasted costs instead of past expenses. It’s a cultural shift that makes projects more manageable, efficient, and predictable.”

Catering to new clients
This systematic approach is increasingly required by Damen Maaskant’s newer clients. “In the past, clients often ordered similar vessels as their colleagues. Today, we deal with publicly traded companies headquartered across the globe. In such cases, project manageability and predictability are critical. It’s mutually beneficial to identify risks and formalize agreements in writing,” Eric elaborates.

Lawyers are not always the first step
Many shipyards face these challenges and often involve lawyers to mitigate risks. Eric shares his perspective: “Not all lawyers understand the intricacies of building and converting ships, let alone the associated risks. Through The Synergy Partner, especially Dick, we’ve found a sparring partner who understands shipyard operations, advises the board on risk management, and
speaks the language of lawyers. They help integrate these risks into well-crafted contracts, which has been a vital addition to our shipyard. I trust their technical and legal advice.”

Realizing dreams
Eric concludes, “What I appreciate about our yard is its pragmatic mindset. We’ve worked with some suppliers for decades without needing extensive contracts. For more complex projects, we now use detailed agreements, which provide clarity for all parties.

As a shipyard, we make our clients’ dreams a reality. Managing expectations and controlling risks are crucial. Collaborating with a partner who deeply understands both the technical and legal aspects forms the foundation of our growth.”

[By: Damen Shipyards Group]

On the 15th of January, Damen Shipyards handed over Germany’s first, all-electric catamaran (E-Kat) ferry to its operator, AG Reederei Norden-Frisia. Capable of taking up to 150 passengers, the vessel will operate between Norddeich and Norderney on the East Frisian Wadden Sea.

The 32-metre E-Kat has been designed to operate on a 30-minute route with 28 minutes allowed at each end to disembark and embark passengers. Built at Damen shipyards in Poland and the Netherlands, the vessel is driven by two propellers, each powered by a 600kW electric motor. Given the shallow waterways in which it will operate, it has been designed with twin hulls giving it a draught of just 1.2 metres. These aluminium hulls together with a superstructure, also made of aluminium, ensure that weight has been kept to a minimum, enabling it to operate at speeds of up to 12 knots. Other features include over-sized windows to allow passengers to enjoy the views of the Wadden Sea, the world’s largest tidal flats system and a UNESCO World Heritage site.

AG Reederei Norden-Frisia has a proven commitment to sustainability in its operations, and the E-Kat ferry is part of a wider programme to achieve zero emissions. The vessel will be CO2 neutral when operating and the electricity that charges its batteries will come from onshore solar panels.

Joschka Böddeling, Sales Manager at Damen Shipyards, said, “The E-Kat is a very special ferry. We are delighted that it has been delivered and look forward to seeing it in operation once the summer season gets underway. It has been built to the highest standards and we have no doubt that it will serve for many years to come.”

 

In a historic Scottish port city, preservationists are mounting an urgent campaign to rescue the 200-year-old HMS Unicorn, one of the world's last surviving warships from the age of sail.

HMS Unicorn, the third oldest warship still afloat, has received a $1 million lifeline from Britain's National Lottery, jumpstarting an ambitious $12 million preservation project. But the clock is ticking for this maritime treasure.

"Unicorn is a symbol of Dundee's rich maritime history and without support may not survive," said Matthew Bellhouse Moran, executive director of the preservation society overseeing the vessel's restoration. "We urgently need the support of individuals, businesses, and organizations."

The Unicorn presents a unique window into naval history. Built in the aftermath of the Napoleonic Wars, she never received her masts or rigging, instead serving her entire career as a naval training and depot ship. For much of the 20th century, she was home to reservists before retiring from naval service in the late 1960s.

Now a floating museum in Dundee's harbor, the ship requires extensive restoration work as part of a broader waterfront revitalization project. The preservation society faces an April deadline to raise an additional $820,000 to unlock the full $12 million in project funding.

The restoration plan calls for relocating the Unicorn to Dundee's East Graving Dock, where she would rest in a specially designed cradle. But significant work remains: the dock must be emptied and repaired, and a new caisson installed. The National Lottery has indicated the possibility of an additional $4 million grant later this year.

The Unicorn is surpassed in age only by HMS Trincomalee, now a museum in Hartlepool, England, and the USS Constitution in Boston.  

"This is a national treasure," Mr. Moran emphasized, noting the vessel's importance to British maritime heritage and to the local identity of Dundee, a city whose fortunes have long been tied to the sea.

 

Pilots and port officials at Brisbane have revised their rules for ship movements after two dangerous breakaways, caused by a combination of extreme river currents and hydrodynamic forces from passing ships. 

In May 2022, during an unprecented high rainfall event, a series of controlled dam releases upstream on the Brisbane River caused strong currents at the Port of Brisbane's container terminal. The currents put extra strain on the mooring lines on the boxships that were berthed alongside at the port. 

On May 16, the container ship OOCL Brisbane broke away from its berth at the port, just as it was passed by the container ship Delos Wave. All of Brisbane's mooring lines parted or paid out, and it drifted off into the Brisbane River before it was corralled and brought under control by harbor tugs. 

Four days later, CMA CGM Bellini's forward mooring lines parted just as it was passed by the APL Scotland, and its bow drifted off the wharf before tugs brought it safely back to the pier. 

CMA CGM Bellini breaks away (Maritime Safety Queensland / ATSB)

In both incidents, the ships were moored uneventfully for more than 20 hours without issue, then broke away as soon as a second container ship pulled alongside and berthed just ahead. Suspecting interaction forces, the Australian Transp Safety Board (ATSB) commissioned a hydrodynamic study to examine the currents and the effects of the nearby moving ships. The expert study found that the currents alone should not have exceeded the holding power of the Brisbane and Bellini's mooring arrangements, indicating that interaction forces created by the second vessel were at play. 

Delos Wave and APL Scotland both transited to their berths at normal operating speed over ground - but with the high current, they were moving faster than normal through the water. This created a larger surface displacement wave than usual, and this enhanced wave caused the moored container ships to surge and yaw at the pier - much like a moored dinghy hit by an excessive wake. 

When the approaching boxships moored just ahead, the complex current flow around their hulls and against the pier structure, combined with the wash from their propellers, added to the forces on Brisbane and Bellini until their mooring systems failed. 

“Fortunately, the ships were brought under control in both cases, and there were no injuries or substantial damage in either incident,” ATSB Chief Commissioner Angus Mitchell said. “But breakaways can have serious outcomes. These breakaways highlight the importance of robust, properly structured and clearly defined emergency and risk management arrangements for managing port shipping movements outside of normal operating conditions."

Brisbane's pilots and port authorities have adjusted their operating procedures to account for flood events, and advised that ship movements may be restricted for safety when necessary during extreme environmental conditions. 

 

The Russian military cargo ships Sparta and Sparta II have both departed the naval base at Tartus, Syria, along with a large volume of cargo that had been staged on the piers. The accumulation of Russian cargo at the base in December; the sealift ships' long and expensive ballast voyage to Syria; the ships' appearance alongside the military pier; and the simultaneous disappearance of the vessels and the cargo all appear to confirm an evacuation of military equipment.

Russia's navy has occupied the northernmost pier in the port of Tartus since the 1970s, when the Soviet Union brokered a lease with dictator Hafez al-Assad. The lease may soon change: In December, U.S.-designated terrorist group Hay'at Tahrir Al-Sham (HTS) overthrew Hafez's son, the Russian-backed ruler Bashar al-Assad, after 13 years of civil war. Russia's troops retreated to the coast, and dozens of military vehicles accumulated at Tartus - reportedly including valuable air defense systems. 

After weeks at anchor, Sparta and Sparta II entered the port last week, their arrivals accompanied by cargo movements that were visible by satellite. A large volume of containers appeared on the quayside, and these were all gone - along with the ships - as of Wednesday. 

A comparison of @Planet satellite images taken today, January 29, and on January 27 confirms that the Sparta cargo ship has also left the port of Tartus, following Sparta II and taking yet another load of Russian military equipment and cargo out of Syria. pic.twitter.com/g9yY3SmufB

— Mark Krutov (@kromark) January 29, 2025

Open-source intelligence analyst MT Anderson observed that the vessels of the Russian Navy's Mediterranean Flotilla are also gone, possibly accompanying Sparta and Sparta II in convoy. The flotilla has been loitering off Tartus since early December, when it sortied as HTS advanced on Damascus. 

The apparent departure of the Russian naval presence comes as Russia steps up diplomatic engagement with Syria's new rulers. Deputy Foreign Minister Mikhail Bogdanov and special envoy Aleksandr Lavrentiev arrived in Damascus this week for talks with HTS' leadership, seeking an accord to continue Russian basing arrangements in the country. 

????????Med Sea Flotilla????????
Sentinel 2????, 29 January 2025, confirm the departure of Sparta and Sparta II

Just as important, there are no Med Sea Fleet vessels within ~125km radius of Tartus. They are likely escorting the Sparta's but will they return for a second round of evacuation? pic.twitter.com/OWsVZQ85PR

— MT Anderson (@MT_Anderson) January 29, 2025

HTS has terminated the Russian lease on the commercial seaport at Tartus, but its leaders have expressed a more friendly approach to relations than might be expected, given the years of Russian airstrikes on rebel fighters. "We don’t want Russia to exit Syria in a way that undermines its relationship with our country," said HTS leader Ahmed al-Sharaa last month. He pointed to Syria's ongoing dependence on Russian technology, including maintenance of the war-torn country's surviving power grid and military equipment - much of it supplied by Russia in the days of the Assad family's rule.  

 

In a speech last week in North Carolina, President Donald Trump suggested that the U.S. would soon be ordering 40 big icebreakers for the Coast Guard, and that Canada wants in on the deal. 

Asked about U.S. trade relations with Britain, Trump gave his thoughts on why Canada should become the 51st U.S. state. The U.S. is losing too much money to Canada on trade deficits, he said, and joining the U.S. would mean lower taxes (and no U.S. tariffs) for Canadians.

"Why are we paying all of that money to Canada when, you know, we — we could use it ourselves, right? You know, we ordered — we’re going to order about 40 Coast Guard big icebreakers. Big ones. And all of a sudden, Canada wants a piece of the deal. I say, 'Why are we doing that?'" Trump said. "I mean, I like doing that if they’re a state, but I don’t like doing that if they’re a nation. . . . I would love to see Canada be the 51st state."

The U.S. Coast Guard currently has funds from Congress for a planned three-vessel order for the Polar Security Cutter program, built by Bollinger. The first was approved in late December after years of delay, and the program faces cost overruns. The service's last icebreaker study suggested a need for at least three more medium icebreakers in addition to the current program of record, and its regional icebreaker fleet for the Great Lakes is also advancing in age. 

At present, the service's seagoing fleet has one heavy icebreaker and one medium icebreaker - both aging - and one "bridging strategy" icebreaker, a commercial conversion that will fill gaps until delivery of the first Polar Security Cutter. 

Canada has had prior involvement with America's icebreaker ambitions. Last year, under the previous administration, the U.S., Canada and Finland announced an icebreaker technology-transfer initiative called the ICE Pact (Icebreaker Collaboration Effort). Finland's Helsinki Shipyard is the recognized leader in icebreaker construction outside of Russia, and it was recently purchased by Davie, the Canadian shipyard that holds Canada's "program icebreaker" contract. Davie has pledged to invest in a U.S. facility to build icebreakers for the international market, once it secures the right shipyard partner. 

"It is about providing the capability for like-minded nations to uphold international rules, norms, and standards to sustain peace and stability in the Arctic and Antarctic regions for generations to come," the three nations said in a statement at the time.