Environmental campaigners and scientists are renewing their push for a ban on industrial krill fishing in order to protect the ecosystem of the Antarctica Ocean. New evidence suggests that the emperor penguin populations in the Southern Ocean are declining faster than thought, and the decline could be linked to krill. 

At the UN Ocean Conference (UNOC 3) in Nice, France, the campaigners - led by National Geographic ocean explorer and conservationist Sylvia Earle, actor Benedict Cumberbatch, Captain Paul Watson, filmmaker Andy Mann, and the Bob Brown Foundation (BBF) put out a call for a total ban on krill fishing. They argue that allowing krill fishing to continue is threatening the survival of whales, seals and penguins that depend on krill for food.

Krill, the tiny shrimp-like crustacean, is the lifeline of the Antarctic Ocea. These tiny creatures are the main source of food for whales, seals and penguins. A humpback whale needs around 1.5 to 2 tons of krill per day for survival.

In recent years, industrial krill fishing has been on the rise because of demand for fishmeal for pet food and farmed salmon feed, as well as krill oil for making omega-three pills products. A growing number of super trawlers are venturing in the Southern Ocean waters for krill. Data show that in 2024, catches soared to nearly half a million metric tonnes compared to around 100,000 metric tonnes in 2017. Norwegian, Chinese and South Korean trawlers dominate in industrial krill fishing, and even India is considering getting into the business. 

The Convention for the Conservation of Antarctic Marine Living Resources (CCAMLR), an international body mandated to protect the Antarctic ecosystem, has been trying to limit krill overfishing. Last year, the body refused to increase the krill quota for 2024 despite intense lobbying by the fishing industry, maintaining the quota at 620,000 tonnes. This it reckons is roughly one percent of the total stock of Antarctic krill, estimated at 215 million tonnes.

Campaigners and scientists now reckon that limiting the quotas is not good enough and want a total ban on krill fishing.

“Krill are the foundation of the Antarctic ecosystem but are caught to feed to factory farmed salmon, sold as supposed health capsules and for pet food. It is an environmental crime happening on our watch that supertrawlers are plundering krill from the Antarctic Ocean,” said Alistair Allan, BBF Antarctic and Marine campaigner.

Penguins in decline

The renewed push for an industrial krill fishing ban comes when scientists at the British Antarctic Survey have released a new study that shows that Antarctica’s iconic emperor penguin population may be decreasing faster than some of the most pessimistic predictions.

Based on up-to-date satellite imagery analysis, the new study highlights that the birds’ numbers declined by 22 percent over a 15-year period from 2009 to 2024. This is a huge decline considering that earlier estimates had put the decline at 9.5 percent over the 2009 to 2018 period. Assuming the current rates of global warming continue and are maintained, the scientists expect the birds to be extinct by 2100.

Apart from climate change, the study cites increased competition for food resources as another factor causing the decline of the penguin populations. The birds are facing competition from petrels, seals and killer whales for food.

 

The Port of Los Angeles has agreed to stop the discharge of effluent and restore the city’s harbor as part of settling a lawsuit in which the port was accused of violating the federal Clean Water Act. A U.S. District Court judge has approved the settlement, which resolves a suit brought by Environment California last year.

In the lawsuit, the group had alleged that the port had repeatedly discharged untreated wastewater with illegal levels of toxic copper and fecal bacteria into the harbor since 2019. During the period, the port is alleged to have conducted over 2,000 illegal discharges. The group had also alleged that the port’s stormwater treatment system was undersized and that, as a result, untreated wastewater frequently bypassed the system entirely, ending up in the harbor.

Environment California had filed the suit under the Clean Water Act’s “citizen suit” provision, which allows private citizens affected by violations to sue. The Act requires permitted facilities, including ports, to monitor their discharges and to submit publicly available reports to the government with the results of the monitoring. Environment California carried out an analysis of the publicly available records and found that the Port of Los Angeles violated the Act over 2,000 times since 2019, all at a single stormwater outfall.  

The Port of Los Angeles, the busiest container port in the western hemisphere, has agreed to a settlement and committed to improving its management of stormwater and groundwater. The port will be required to treat stormwater to ensure that fecal bacteria stay out of the harbor, and it must redirect groundwater contaminated with pollutants to the Terminal Island Water Reclamation Plant for treatment before it can be reused.

As part of the settlement, the port will pay $1.3 million to the Rose Foundation For Communities & The Environment to restore the Los Angeles Harbor and San Pedro Bay. The majority of funds will be earmarked for a multi-year project to remove tonnes of trash from San Pedro Bay. Port of Los Angeles will also pay a $130,000 civil penalty to the U.S. Treasury.

“Californians count on having a clean, vibrant coastline, but that’s not compatible with contaminated effluent that can lap up on our world-renowned shores,” said Laura Deehan, Environment California’s state director. “This settlement is a great step toward a cleaner, safer San Pedro Bay, and it demonstrates the vital role that citizen lawsuits play in the enforcement of our federal environmental laws.”

Located in San Pedro Bay, the Port of Los Angeles covers 7,500 acres of land and water along 43 miles of waterfront and is one of the worlds’ busiest seaports. In 2024, the port handled a total of 10.3 million container units, a 20 percent increase compared to 8.6 million TEU in 2023.

The settlement comes as studies show that U.S beaches are some of the most contaminated. In 2022, 1,761 out of 3,192 tested beaches in the country (55 percent) experienced at least one day on which fecal contamination reached potentially unsafe levels. In California alone, the problem is entrenched with fecal bacteria being found in 193 beaches out of 256 beaches that were tested.

 

Australia's border agency continues its campaign to seize and destroy the Indonesian fishing vessels that operate illegally off the country's far-flung Northern Territory, a remote area where long distances and limited infrastructure make law enforcement challenging. Last week, 16 Indonesian fishermen pleaded guilty to offenses stemming from two separate interdictions in May - both of which ended in the destruction of the suspects' vessels. 

The first case involved an Indonesian boat that Australian authorities identified and intercepted on May 21, near the Cobourg Peninsula, a priority enforcement area in the Northern Territory. On board, the authorities found and seized 600 kilos of sea cucumber worth AUD$60,000, 330 kilos of salt used to process and preserve catch, and a range of fishing equipment. 

The eight crewmembers were detained and taken to the port of Darwin for processing. The Australian Border Force seized the vessel and destroyed it at sea, as is allowed by Australian law. The men were charged with illegal fishing offenses, and all eight pleaded guilty. The skipper and crew received a sentence of 21 days' imprisonment plus a $2,000 good-behavior bond. 

In the second case, Australian authorities caught an Indonesian vessel fishing illegally near Scott Reef - a coral atoll some 500 nautical miles west of Darwin - on May 14. On board, authorities found 150 kilos of salt for preserving catch, along with spears, diving equipment and other fishing gear. 

As in the previous case, eight fishermen were detained and the boat was destroyed at sea. All eight were charged with fisheries offenses, and they received fines of AUD$2,500-5,000. 

When done with their time in the Australian legal system, all of these suspects will be deported back to Indonesia. 

 

Welcome, Elpi! We're delighted to have you on our cover. Let's start at the beginning – with your background and education. What attracted you to the maritime industry?

The maritime world fascinated me from an early age. Being raised in Greece, both my parents worked in shipping. I began to see how interesting a career it could be, so I went on to study maritime business and law before starting my first role in the family business. That's where I fell in love with shipping, its daily challenges and how it never sleeps.

Did you ever think you'd one day be the head of WISTA International and a leading voice for diversity, equity and inclusion in shipping?

Probably not! But it's something I've always been passionate about, and a decade or so ago I started to become more actively involved in promoting diversity and inclusion in shipping. I was President of WISTA Hellas for four years and prior to that Vice President, so I worked closely with WISTA International on a range of projects and initiatives where I saw just how powerful WISTA could be in driving change in the industry. WISTA also helped me realize my own potential and what I could achieve, so I wanted to be in a position where I could share my experience with others and help create an industry that welcomes and values everyone.

When did you first learn about WISTA?

I joined WISTA Hellas during its early stages in 2001. Since then, WISTA's initiatives, events and global networks have been integral to my professional and personal development.

Tell us a little about WISTA's history and evolution over the past 50+ years.

WISTA International was formed in 1974. It's a global organization that connects executives and decision-makers working in the maritime, trade and logistics sectors. We have a central office in London – where WISTA began and where many maritime organizations have their headquarters. Our board members are based all over the world, which is key to understanding how diversity is evolving in different regions, and what still needs to be achieved.

Over the last 50 years, WISTA has grown significantly, and there are now over 5,600 members worldwide and 62 National WISTA Associations (NWAs). While guided by WISTA International, NWAs provide in-country and regional support to its members as well as business and skill-building opportunities. They also enhance corporate visibility and facilitate relationships within the industry.

As an organization, WISTA is committed to driving change and raising awareness of the importance of gender equality, equitable opportunities, and diversity and inclusion. It works closely with international partners to address the challenges facing the shipping industry and in 2018 was granted Consultative Status at the International Maritime Organization (IMO) – one of our most significant achievements.

This has allowed WISTA to formally contribute to the discussion for increasing capacity in the maritime industry, a critical component of which is promoting women in the industry, both shoreside and shipboard, while showcasing the varied technical skills and leadership that women can and do bring to the industry.

Another notable achievement was gaining Observer Status with United Nations Trade and Development (UNCTAD) in 2023.

What are your goals as President?

I am committed to encouraging diversity and inclusiveness in all sectors within the shipping industry, supporting women in furthering their careers and eliminating gender-based inequality. WISTA has achieved a lot in this regard, and I plan to keep the momentum going.

It's not about women replacing men. It's about working together to empower women and acknowledging that they have the skills and experience to lead effectively, make decisions and address the challenges facing the industry.

We need to keep working together to create a diverse and inclusive culture that celebrates the individual by actively seeking out people who offer a wide spectrum of perspectives and experiences.

I'd like to see more women move into managerial and c-level positions, and that's something WISTA will continue to support and promote. We're also working on several projects to extend WISTA's reach from both an industry and geographical perspective.

Tell us more about WISTA's partnerships with IMO and UNCTAD. What is their purpose?

The purpose of all our partnerships and initiatives is simple – to promote diversity and inclusion in the maritime and trade industries and do what we can to address the challenges women face head-on.

After gaining Consultative Status at the IMO in 2018, we signed a memorandum of understanding, agreeing to work together to promote gender diversity and inclusion as vital factors in securing a sustainable future for the shipping industry.

We completed the first IMO-WISTA Women in Maritime survey in 2021. The results were published on May 18, 2022 to coincide with the inaugural IMO International Day for Women in Maritime. They offered an unprecedented insight into gender diversity across the sector and set a benchmark for progress. The results of the second survey, conducted last year, will be available in Q2 of this year.

We also launched a Maritime Speakers Bureau together in 2022 – a database of women who are available to speak on a wide range of industry topics. This has been a great boost and is helping to rectify the lack of female representation on industry panels and event programs.

Observer Status with UNCTAD allows us to appoint representatives to actively participate in intergovernmental meetings organized by UNCTAD. This was a remarkable milestone as it strengthens WISTA's commitment to fostering collaboration and is testament to our unwavering dedication to gender equality and empowering women within maritime.

What is the current status of women in maritime, and how do you see the future?

The results of the second IMO/WISTA Women in Maritime Survey are currently being collated, which we hope will show significant improvement. However, as it stands, women still only make up two percent of the seafaring workforce as revealed in the 2021 survey and account for only 29 percent of the overall workforce within the maritime industry.

The future sometimes looks uncertain, but a lot has changed over the years. Today, we're seeing more women in a range of professions throughout the sector. However, there's still a lot that needs to be done and the speed of change varies significantly, depending on which part of the world you are in.

It's important to remember that if we are to successfully address the challenges facing the industry, we cannot afford to ignore half of the potential workforce because of their gender.

What do you make of the recent pushback against DEI initiatives among right-leaning governments and corporations? How do you combat that?

It's very concerning and highlights just how important diversity initiatives are and why we need them. It's a massive step in the wrong direction when we have just started to make significant progress, and it's particularly worrying for this to happen at a time when diversity plays a crucial role in attracting the talent we need to foster the innovation required to deal with the big issues facing maritime's future.

We need a diverse workforce and the range of perspectives that brings to problem-solving and decision-making. In many cases, problems exist not because of diversity but because there has been a lack of it in the past.

I think the way to combat this is to double down on our efforts to raise awareness of the importance and benefits of diversity. We need to continue to work together and show that we are not afraid to stand up for what we believe in, to ensure everyone has a place in our industry.

Tell us about some of your other NGO and association memberships. You seem to wear many hats!

Yes, I do wear many hats! In addition to my day job, I'm also Secretary General of the Hellenic Shortsea Shipowners Association (HSSA) and sit on the board of the Hellenic Chamber of Shipping, Hellenic Maritime Museum and, most recently, the World Maritime University. I'm also an active member of Intertanko and an Honorary Fellow of the Institute of Chartered Shipbrokers.

They're all part of my effort to raise the visibility of women in shipping and spread the word about the need for inclusion.

You come from a shipping family yourself and currently serve as Operations, Chartering & Business Development Manager at ENEA Management. Is that where you learned the ropes?

Yes! I started working at ENEA Management following university. I've worked in most departments of the company, so know the business inside out, but this also gave me the opportunity to gain experience in all aspects of the industry – from contracts, chartering and fleet management to claims and insurance and general operations.

ENEA Management is a family-run Greek shipping company that operates a fleet of small-sized specialized tankers. In my current role, I primarily focus on the operations and chartering of its fleet as well as business development.

How did you make the transition from shipowner to industry spokesperson?

It wasn't something I set out to do. In fact, many years ago I wasn't even aware that I had anything to say that would interest others. However, a Greek maritime editor (and one of the first members of WISTA Hellas), the late Joanna Bissia, encouraged me in this regard to set an example for other women.

These days, I believe there's a responsibility to encourage and empower others where one can. In that respect, I feel privileged to be in a position where I can help make the voices of women heard while contributing to a wide range of discussions.

What drives you? Why so passionate about your mission and goals?

I fundamentally believe that people should not be discriminated against because of their gender, sexuality, race, religion or any other characteristic. I also truly believe in the economic and societal benefits of diversity, inclusion and gender equality, but sadly we still live in a world where this is not a reality.

While I have two daughters myself, my passion for diversity is not only for them – it's for all women everywhere. Everyone should have the opportunity to grow up in a fair, inclusive world where gender is no obstacle to their dreams. Being able to play a part in making that happen is what drives me.

What lies ahead for Elpi Petraki? What more can you do to promote the role of women in maritime?

As WISTA International President, I plan to use every opportunity I have to raise awareness of the importance of diversity and encourage companies to adopt policies that support and foster diversity and inclusiveness. Creating even greater awareness and driving the diversity agenda forward remain challenges, but collaboration is key, and by working together we can all share the load.

Wow, that is a load! What do you like to do in your spare time? How do you unwind?

I like to spend time with my close friends and family, take walks along the beach, and I have a great love of art and history. I also enjoy pottery when I have the time. I know, probably not something you expected me to say!

Tony Munoz is the publisher, founder and editor-in-chief of The Maritime Executive. 

 

In the early hours of Friday, June 13, Israel launched several waves of airstrikes on Iran, targeting command-and-control centers, ballistic-missile bases and air-defense batteries as well as nuclear installations. The attacks also killed several Iranian military commanders and nuclear scientists. Israel indicated that this is only the beginning of a campaign that can last for days or even weeks. The question is, what will happen next? How will Iran respond? Will the United States get involved? What will be the impact on the oil and tanker markets? We don’t have any answers, but we can discuss a few scenarios and look back at what happened during previous conflicts in the region.

In an immediate response, Iran launched a drone attack on Israel, but that was largely ineffective. Most of them were shot down and no significant damage was reported. Since then, Iran has started firing ballistic missiles towards Israel. Analysts do expect a forceful response from Tehran, not least because the regime has to save face with their domestic population. However, their options are limited. The Israeli attacks have reduced Iran’s ability to reach Israel and inflict significant damage. The capabilities of Iran’s proxies in the region, Hamas, Hezbollah, the militias in Iraq and the Houthi’s have been diminished and the Assad regime in Syria has been toppled.

Iran does have options to retaliate. They could try to close the Strait of Hormuz or disrupt shipping at this chokepoint through which more than 20% of global oil supplies are shipped. They could attack oil installations in neighboring countries or target U.S. military bases in the region.

However, all of these potential actions carry significant risks. Closing the Strait of Hormuz or attacking energy infrastructure in the region will spike energy prices, turn all their neighbors into adversaries and more likely than not draw the U.S. military, which has a large presence in the region, into the conflict. Closing the Straits of Hormuz may also hamper Iran’s own export capabilities and give the Israelis and/or Americans an incentive to attack their energy infrastructure (refineries, pipelines, export terminals, etc.). Losing the income from energy exports would quickly exhaust Iran’s resources and ability to fight back.  

In the immediate aftermath of the Israeli attacks, both oil prices and tanker rates moved up. This was to be expected and is a normal reaction to a spike in geopolitical tensions and an increased risk of significant disruptions to global energy supplies. Where oil prices will go over the next few days and weeks, will depend on whether there will be actual disruptions to oil supply. Overall, the global oil markets are well supplied, and inventories are at healthy levels worldwide.

Iranian supplies are increasingly at risk, however. Even before Israel’s attack, most oil market forecasts already assumed a decline in Iranian production over the coming months, leading to a decrease in Iranian exports of around 400-500 kb/d. This figure will likely increase if the conflict escalates. Chinese independent refiners, which buy almost all Iran’s oil, will need to look for alternative sources of crude, and they could try to buy more discounted crude from Russia or look for alternative barrels in the Middle East.

Tanker rates also rose after the attacks, in particular for VLCCs, the main vessel class for Arabian Gulf exports. Similar to the reaction of oil prices, this is a normal development under the circumstances. Rates for the benchmark Arabian Gulf (AG)-East VLCC route increased from WS43 to W55. However, while the increase is significant in percentage terms, the tanker market remains in the summer doldrums. Further rate increases are possible over the next few days, depending on how the conflict evolves, but it is also possible that the market weakens again after the weekend. In previous conflicts, charterers sometimes panicked and, in an attempt to access additional cargoes, fixing activity would rise dramatically. At the same time, shipowners would become increasingly reluctant to enter high risk areas such as the Arabian Gulf. This combination of factors would push tanker rates much higher very quickly. We are not in this scenario at the moment. According to our tanker brokers, fixing activity has not surged so far and most owners are still willing to bring their tankers into the AG. However, this can change quickly. Stay tuned.

Erik Broekhuizen is the manager of marine research and consulting at Poten & Partners. 

This update appears courtesy of Poten & Partners, and it may be found in its original form here.

 

 

After defueling, lightering off cargo and undergoing a thorough inspection, the laker Hon. James L. Oberstar has gotten under way for a drydock facility to conduct repairs from a grounding. 

At about 1550 hours on June 8, the laker Hon. James L. Oberstar experienced unusual vibration after making the turn at Johnson's Point on the St. Mary's River. The crew notified the Coast Guard and went to anchor on nearby Hay Lake to conduct a damage assessment. Photos from the scene appear to show that she had taken on a slight starboard list.

No injuries or pollution were reported, but responders deployed a containment boom around the vessel as a precautionary measure. Under the control of a unified command, the operator and commercial salvors began to take measures to reduce the risk of pollution and to maximize the vessel's stability. The laker Kaye E. Barker anchored alongside the Oberstar on Thursday morning, and the crew of the Oberstar used their self-unloading boom to transfer their cargo - 29,000 tonnes of limestone - over to the Barker. Responders also ran hoses to a damaged bunker tank and pumped off thousands of gallons of oily-water mixture. 

Oberstar's crew transfer limestone cargo over to another laker, June 12 (USCG)

Salvors work to transfer oil-water mixture out of a damaged bunker tank aboard Oberstar (USCG)

After these steps were completed, and a thorough engineering assessment of the ship was finished, the unified command authorized the Oberstar to make a transit to Fraser Shipyards in Superior, Wisconsin. The trip will take about 28 hours to complete. 

“This incident is not complete until the vessel is safe and secure at Fraser Shipyard,” says U.S. Coast Guard Captain James Bendle, Federal On-Scene Coordinator for the Hay Lake Marine Casualty Unified Command, “Everyone supporting this response is highly focused on ensuring that personnel aboard and escorting the vessel are safe, that our waterways and wildlife are protected, and that any impacts to economic activity are mitigated.”

[By: Silversea]

Silversea, the leading experiential luxury and expedition travel brand, today set sail on its 83-day Grand Voyage North Atlantic & Northern Europe, inviting guests to retrace the steps of the early Vikings as they explore 55 destinations in 16 countries. Traveling on board Silver Shadow — one of the most intimate ships to sail in the region — guests will access the most iconic ports, such as Geiranger and Flåm, as well as the smaller harbors of Rouen, Iles de la Madeleine, and more, benefitting from Silversea’s destination expertise and the most personalized service at sea. Five overnight calls and numerous late departures will enable travelers to venture deeper ashore. 

“Our guests on Silver Shadow’s 83-day Grand Voyage through the North Atlantic and Northern Europe are embarking on a truly exceptional journey,” said Bert Hernandez, president, Silversea. “These extended voyages allow travelers to spend more time in each region, really connecting with local cultures and traditions. With exclusive events planned in Cardiff and Quebec City, this voyage promises an immersive experience that highlights the authenticity and richness of each destination, tailored by Silversea’s expertise.” 

Departing New York City, travelers will take in Eastern Canada before crossing to the United Kingdom, France, Belgium, Northern Europe including the Norwegian Fjords, the Baltic Sea, and Iceland, subsequently returning to Bayonne, New Jersey, on September 2^nd, 2025. The immersive voyage will connect travelers with the region’s pristine landscapes, unique wildlife, and iconic cultural experiences.  

Grand Voyage guests will participate in an extensive range of immersive experiences ashore. In the United Kingdom, for example, guests will access to Boodles Jewelry House with an exclusive lunch in Liverpool and a privatized tour of a country house and lunch with an English Lord in Dorset, among other experiences. In Norway, guests can explore Lysefjord by yacht, and participate in an unforgettable kayak and Sauna Experience in Trondheim. Enhancing the experience, two exclusive events ashore will unveil the authentic customs of visited communities throughout the Grand Voyage: 

Castles and Choirs – Cardiff, Wales – June 29^th, 2025 
In Cardiff, Wales, a land renowned for its lush countryside and distinguished choral culture, Silversea’s guests will enjoy an atmospheric night of song in the 17th-century Hensol Castle. Surrounded by Gothic grandeur, guests will savor a dinner of Welsh delicacies, prepared with hyperlocal ingredients. As the evening unfolds, the air will fill with the soulful harmonies of the Johns’ Boys Choir, who proudly honor their Welsh roots from the world’s greatest stages. 

A Lakeside Retreat, Overnight – Quebec City, Canada – August 25^th-26^th, 2025 
Silversea guests will soak in the enchanting French Colonial architecture of Quebec City before leaving the city behind for the Huron-Wendat First Nations community. Deep in the surrounding nature, guests will spend the afternoon unwinding at a lakeside luxury lodge before dining beneath the stars at a BBQ picnic. After a restful night's sleep in the heart of nature, Grand Voyage guests will rejoin Silver Shadow the following morning. Silversea’s Silver Shadow offers one of the highest space-to-guest ratios at sea. On board, guests will benefit from the company’s signature comfort standards, including the personalized service of a butler in every suite category and one of the highest crew-to-guest ratios.   

Silversea’s industry-leading range of Grand Voyages includes the Grand Voyages South Pacific expedition 2025 and 2026, the Grand Voyages Mediterranean 2025 and 2026, the Grand Voyage Australia 2025, and the Grand Voyage South America 2027.

[By: Bridge Industrial]

Bridge Industrial (“Bridge”), a privately-owned, vertically integrated real estate operating company and investment manager, today announced it has signed the first lease at Bridge Point Port Everglades, its recently completed, 171,983-square-foot Class-A logistics facility strategically located adjacent to Port Everglades. Rehoboth Terminal, a Fort Lauderdale-based logistics company and sister company to maritime service provider Accordia Shipping, has signed a long-term lease to occupy 44,805 square feet at the state-of-the-art industrial property. The deal marks a significant milestone for the project and adds to Bridge

Industrial’s growing list of high-quality tenants.
"Bridge Point Port Everglades delivers the modern functionality today’s logistics users demand in one of the most strategic locations in Broward County," said John Mejia, Director of Leasing, Southeast Region, Bridge Industrial. "We’re proud to welcome Rehoboth Terminal and support their continued growth as a leading logistics provider in Port Everglades.”

The exclusive leasing team for the project—Sky Groden, SIOR; Ken Morris, SIOR; and Jeremy Cain of JLL— represented Bridge in the lease transaction.

"Accordia’s decision to expand into Bridge Point Port Everglades speaks to both the strength of the Broward County industrial market and the strategic value of this location,” said Sky Groden, Vice Chairman at JLL. “With demand for modern logistics space remaining high, especially near major ports like Port Everglades, this move positions Accordia to continue growing its operations and efficiently servicing the Caribbean. The facility’s unparalleled access makes it an ideal hub for international shipping and distribution.”

Rehoboth Terminal provides cargo handling and stevedore services at Port Everglades, with a specialization in Roll-on/Roll-off (RoRo) and container cargo. Alongside Accordia Shipping, which offers weekly RoRo service to Haiti and the Dominican Republic, Rehoboth plays a key role in facilitating trade between South Florida and the Caribbean.

“Our expansion into Bridge Point Port Everglades is a decisive step toward advancing clean, secure, and scalable logistics operations that strengthen commercial ties between South Florida and the Caribbean,” said Lousder Jacques, President of Accordia Shipping and Rehoboth Terminal. “This modern facility allows us to streamline traffic at key port entry points and meet the demands of high-frequency RoRo and containerized cargo. As active maritime and terminal operators within Port Everglades, we are focused on operational efficiency, public-private collaboration, and building a strategic foundation for long-term growth, regional impact, and continued excellence in service to our partners and communities.”

Lori Baer, Executive Director of Port Everglades Association, added, "We are proud that our outstanding Port Everglades Association member, Accordia Shipping, will take some of their operations to Bridge Industrial's logistics complex. The location just outside the Port Everglades main gate makes this a real win-win."

Completed in 2024, Bridge Point Port Everglades is a LEED Silver-certified facility featuring 32-foot clear ceiling heights, 34 dock-high doors, two drive-in doors, a 120-foot truck court, and ample car parking. Strategically located at 2200 Northeast 7th Avenue in Dania Beach, FL, the property offers immediate access to I-595, Fort Lauderdale International Airport, and Port Everglades. The rear-load building offers unparalleled connectivity for companies serving both domestic and international markets. Bridge Industrial is one of South Florida’s most active industrial real estate developers and operators. Since 2012, the company has acquired more than 750 acres in 23 separate transactions across South Florida. The firm has delivered or has under construction over 11 million square feet of Class-A industrial space across the region.

[By ALMACO Group]

 

ALMACO Group is delighted to announce the successful delivery of a comprehensive project for Royal Caribbean’s Utopia of the Seas, sailing from Port Canaveral (Orlando), Florida. Delivered in 2024 at the Chantiers de l’Atlantique, the project included the supply and installation of provision stores and refrigeration machinery. ALMACO’s project size on the vacation brand’s ultimate short getaway consisted of approximately 3,000 m² of provision stores, including cold rooms, freezer rooms, and refrigerated stores.

High Quality and On Time

The provision stores onboard Utopia of the Seas are a critical part of the vessel’s operations, ensuring the safe and efficient storage of food and beverages for guests and crew. ALMACO supplied and installed extensive cold rooms, freezer rooms, and refrigerated stores, all designed to meet the highest quality and hygiene standards. As an area inspected by USPH (United States Public Health), delivering the provision stores with the expected quality level was a key focus. Furthermore, these spaces were required for the first sea trial to accommodate food storage for crew and technicians, a challenge that the ALMACO team successfully met by completing all areas in time for the sea trial.

In addition to the provision stores, ALMACO was responsible for the engineering, procurement, installation, and commissioning of the refrigeration machinery. The scope included cooling units, air coolers, piping, control system and SCADA ensuring optimal operation of the refrigeration plant. The team’s expertise in delivering high-quality solutions played a vital role in the project’s success.

Cooperation and Good Planning

The strong cooperation between ALMACO Group, Chantiers de l’Atlantique, and Royal Caribbean was essential in achieving these great end results. Vincent Querard, Head of Projects Management, praised the teamwork, stating, “The fantastic end-result of this project reflects the dedication and cooperation of all parties involved. Completing all provision store areas before the sea trial was a significant achievement.”

Samuel Teyssier, Project Manager, added, “The successful delivery of the refrigeration machinery was a result of thorough planning and collaboration. We are proud of the outcome and the quality of our work. A thank you to everyone involved in making this a successful project.”

Happy Sailing

As Utopia of the Seas continues her sailing in the Caribbean, ALMACO Group extends our best wishes to the ship and all its guests. ALMACO Group is looking forward to continuing our collaboration in the future with both Royal Caribbean and Chantiers de l’Atlantique. 
 

 

STS crane collapses are a rare occurrence at global ports, and are almost exclusively caused when a crane gets struck by a merchant ship. But the port of Tuas, Singapore experienced an unwelcome and far less common casualty: a collapse during delivery. 

On Sunday afternoon at at about 1320 hours, a brand new quay crane tipped over while it was being delivered to a berth at Tuas. The quayside was not operational, and there were no injuries or fatalities.

According to Singapore's Maritime and Ports Authority (MPA), none of the nearby port facilities or equipment were damaged. All of PSA Singapore's current operational berths remain accessible, and all other port operations and development work were wholly unaffected. 

Kejadian di Singapura pic.twitter.com/pdwmz6X0CU

— @ (@anthraxxxx) June 15, 2025

Unverified casualty video

The incident is under investigation, and PSA and the Maritime and the MPA are working with other agencies to respond to the casualty. 

Tuas is a brand new greenfield port complex, and it is on track to become the largest of its kind in the world (at full buildout). Singapore plans to gradually shift all of its container terminal operations to Tuas over the span of two decades, freeing up waterfront for other development in the city center. 

By Slade Woodard

The Line of Control still dominates the nightly news, yet war between India and Pakistan could spill seaward. In early?May?2025, the two nuclear?armed neighbors again traded strikes, suspended bilateral trade concessions, and placed elements of their fleets on alert. Nearly one?third of Pakistan’s import bill, and, critically, 16?percent of its food supply, arrives by sea. With roughly 60 percent of that traffic funneling through the single port complex of Karachi, the question is no longer whether the coast matters, but how maritime leverage could shape the next crisis.

One should reassess the naval dimension of an Indo?Pakistani conflict through four lenses: the historical template set in 1971, the present force balance at sea, the operational concepts that give teeth to an Indian blockade and the tools Pakistan can use to blunt the embargo, and the policy consequences for regional stability. The analysis rests on the premise that maritime intertwined with nuclear deterrence is the defining strategic feature of the subcontinent in 2025. The sea, once a sideshow, is again a principal theatre.

1971 Revisited: A Night of Burning Bunkers and Enduring Lessons

Present tensions harken back to the early 1970s. On December 4-5,?1971, three Indian Vidyut?class missile boats, shepherded by two Petya?class corvettes, dashed south of the International Maritime Boundary Line and launched P?15?Termit (Styx) missiles into Karachi Roads. Within minutes, the destroyer PNS?Khyber, the minesweeper Muhafiz, and the ammunition barge Venus Challenger were aflame. An oil tank farm at Keamari terminal burned so fiercely that RAF crews flying in the Gulf spotted the glow 500?kilometers away. A second raid (Operation Python) followed on December 8, showing how Pakistan’s naval center of gravity proved vulnerable. 

Five operational lessons from 1971 remain relevant. First, surprise is easiest to achieve at sea when geography compresses logistics into a narrow front; Karachi’s approaches in 2025 are no less predictable than in 1971. Second, tactical actors with modern missiles can deliver strategic effects. Third, shore?based surveillance systems are brittle under sudden attack, a vulnerability that has grown with the advent of satellite?guided weapons. Fourth, the psychological impact of flames on the waterfront far exceeds the material loss of hulls or fuel dumps. Finally, limited naval strikes can alter the broader political tempo of a war. Pakistan sued for a UN?backed cease?fire five days after the first attack on Karachi.

Inventories in Detail: From Carriers to Coastal Batteries

The Indian Navy dwarfs its Pakistani counterpart, but the advantage is more than a matter of hull counts. India now operates two aircraft carriers, INS?Vikramaditya (Kiev?class, STOBAR) and the indigenously built INS?Vikrant. Embarked MiG?29K/KUB fighters armed with Kh?35 and upcoming BrahMos?NG missiles give Delhi a potent over?the?horizon strike capability. Three Kolkata?class and four Visakhapatnam?class destroyers field the Barak?8 surface?to?air missile, while 13 Shivalik?, Talwar?, and Nilgiri?class frigates provide area air?defense out to 70?kilometers. The submarine arm comprises one Arihant?class SSBN, a leased Akula?II SSN (INS?Chakra), eight diesel?electric Kalvari (Scorpene) boats, and four Kilo?class units slated for mid?life refit. The centerpiece of the Maritime patrol is 12?P?8I Poseidon aircraft, supplemented by MQ?9B?SeaGuardian drones capable of 24?hour persistence over the Arabian Sea.

Pakistan remains a green?water force focused on coastal denial, but the last decade saw qualitative modernization. Four Chinese-built Type?054A/P frigates (Tughril class) entered service between 2022 and 2024, carrying 32?cell VLS for LY?80N surface?to?air and CM?302 (YJ-12) supersonic anti?ship missiles. The older but upgraded F?22P Zulfiquar class retains eight?C?802 missiles, while three forthcoming Jinnah?class frigates under Turkish design will mount Atmaca SSMs and Gökdeniz CIWS from 2027 onward. Fast?attack craft are numerous, with 19 Azmat and Jalalat?class boats, each with two to four anti?ship missiles, providing a swarm option inside 100?nautical?miles of the coast.

Below the surface, Pakistan operates two Agosta?90B submarines fitted with Air?Independent Propulsion and one older Agosta?70. Pakistan has ordered eight Hangor-class (improved Yuan-derivative) AIP boats from China, set to arrive in 2028. Each vessel is assembled at Karachi Shipyard, providing a hedge against wartime attrition of imports. The cruise?missile portfolio is similarly layered: U.S.?sourced Harpoon?Block?II; the indigenous Harbah with an estimated 450?kilometre reach; ship?and?shore?launched CM?302; and the 290?kilometre SMASH supersonic ballistic missile that can be fired from truck?mounted canisters.

On land, Pakistan compensates for smaller tonnage—Coastal Defence Regiments now field four CM?302 batteries near Sonmiani and Ormara. In addition, they operate a network of over?the?horizon surface?wave radars supplied by CETC of China. ZDK?03 (Karakorum Eagle) and Saab?2000 Erieye AEW&C aircraft provide airborne early warning, though limited in numbers. Naval aviation includes ATR?72 Sea Eagle patrol planes and Sea King helicopters, soon to be augmented by Turkish?built Anka?B armed drones flown from Gwadar.

Blockade Mechanics: Rings of Pressure and the Anatomy of Resistance

India would likely pursue a graduated blockade rather than a quick quarantine if Delhi chose to sever Pakistan’s maritime lifelines. Phase?1 could consist of diplomatic maneuvers: notifying shipowners’ associations, protection and indemnity clubs, and energy traders that vessels bound for Pakistani ports risk inspection or diversion. Phase?2 could establish interdiction rings. At roughly 200?nautical?miles, the outer ring near the convergence of Gulf tanker lanes would be policed by Kalvari?class submarines cued by P?8I radar tracks, forcing commercial traffic into corridors covered by Indian surface escorts. The middle ring, 50–100?nautical?miles off Karachi, could include carrier air patrols and destroyer screens armed with BrahMos. The inner ring inside the 12?nautical?mile territorial sea could see the most aggressive action: helicopter?borne commandos fast?roping onto suspect freighters, while Vidyut?class successors (the indigenously built Veer?class corvettes) and UAVs like the SeaGuardian interdict smaller drones and coasters.

Pakistan’s likely playbook could mirror Iran’s strategy in the Strait of Hormuz: layered denial, attrition by swarm tactics, and strategic messaging aimed at third parties. Diesel?electric submarines could loiter near Indian picket lines and ambush isolating units. Azmat?class missile craft, operating at night and drawing on land?based coastal radar cueing, could fire salvos of CM?302s before ducking into the maze of fishing dhows off the Indus Delta. Shore batteries at Ras Muari and Ormara would aim to saturate Indian air?defence systems, while mobile truck?launchers disperse into the Makran High­lands to complicate targeting. Cheap, explosive?laden unmanned surface vessels adapted from Ukrainian designs reverse?engineered in Karachi could strike blockading frigates, generating viral images and political pressure in New?Delhi.

Mines remains an under?appreciated equalizer. Pakistan possesses Italian?made MANTA bottom influence mines and Chinese EM?52 rocket?propelled rising mines, effective in depths under 60?meters. Even a modest field could compel India to assign scarce mine?countermeasure vessels or risk delaying merchant inspections long enough to nullify the embargo’s coercive intent.

Unmanned and cyber domains will permeate every phase. Indian forces could attempt to blind Pakistani over?the?horizon radars via cyber?enabled spoofing and directed?energy jamming from P?8I escorts. Islamabad could reciprocate by hacking Automatic Identification System (AIS) transponders to generate phantom merchantmen, sapping Indian fuel and attention. Both sides demonstrated the political appetite for drone attrition over the Himalayan border. At sea, where attribution is harder, the threshold for unmanned engagements is lower still.

Policy Implications Beyond the Gun Line

The escalatory ladder in the Arabian Sea is shorter than it appears. Cross?border ground offensives risk tripping nuclear red lines. Political leaders may perceive naval interdiction as a lower?risk coercive tool. However, that perception makes the maritime domain a likely first?strike arena. Thus, the maritime domain is a potential catalyst for rapid horizontal escalation if a high?value unit suffers losses. A single viral image of an Indian frigate listing, or a Pakistani tanker aflame, could harden the resolve of domestic audiences and eliminate political exit ramps.

Humanitarian optics matter no less than hard power. Pakistan imports roughly 46?percent of its wheat and 70?percent of its cooking oil. A blockade constraining food inflows would invite diplomatic condemnation and the practical possibility of third?party naval escorts, as seen during the 1987–88 “Tanker War.” Delhi would face the legal dilemma of intercepting neutral?flag vessels under the shadow of UNCLOS (The United Nations Convention on the Law of the Sea) and customary freedom of navigation norms. 

Finally, the contest will be won or lost in the electromagnetic spectrum. The Black Sea conflict has demonstrated that affordable drones and USVs can penetrate even modern ship?borne defenses when cued by persistent ISR and protected by electronic warfare. India’s Project?75I submarines and the Vikrant carrier group must, therefore, incorporate organic drone?defense architecture from the outset, hard?kill lasers, and soft?kill jammers linked through a common data backbone if the blockade is to remain sustainable past the first week.

Conclusion: Leveraging History Without Re?fighting the Last War

A maritime blockade of Pakistan is no longer the low?cost option as it was in 1971. While India retains decisive tonnage, operational reach, and sophisticated strike options, Islamabad’s acquisition of supersonic missiles, AIP submarines, and unmanned swarms raises the military and political price of choking Karachi. History suggests that even limited naval actions can recalibrate a conflict’s trajectory. The next Indo?Pakistani crisis may carry a distinct maritime signature, in which sea control, humanitarian consequences, and nuclear signaling intersect. Strategists on both sides should recognize that the leverage offered by the sea is inseparable from its liabilities. Managing escalation in the Indian Ocean may prove as delicate as defusing tensions on the Himalayan frontier.

Slade Woodard serves as a Technical Engineer and consultant at RegEd, a leading fintech firm, where he leverages deep expertise in technical operations. His research interests center on the application and historical evolution of coercive sea power in the Indo-Pacific, as well as the practice of open-source intelligence (OSINT).

This article appears courtesy of CIMSEC and may be found in its original form here. 

 

The UK's HM Coastguard and the RNLI launched an extensive search for survivors after finding a yacht high and dry on the rocks of the Cornish coast, its sails still set but with no one aboard. 

At about 2015 hours on June 13, the HM Coastguard station at Mevagissey, Cornwall received a report of a yacht that had run aground at Chapel Point, near the southern entrance of the English Channel.

Coast guard and RNLI responders went out to check on the boat. Wearing dry suits for protection, they boarded the vessel and found no one on board, suggesting the need for a SAR operation. 

Courtesy Fowey RNLI

Under the direction of the Falmouth Coastguard station, the service launched an extensive onshore and offshore search with assistance from the RNLI. 

The RNLI Falmouth lifeboat, Fowey lifeboat, Devon & Cornwall Police, RNLI Looe Lifeboat Station and Coastguard helicopter and fixed wing aircraft joined in the effort. The Fowey lifeboat crew deployed for more than 10 hours and conducted a search pattern between Chapel Point and the Lizard up to 25 nautical miles from home port. 

Aerial search pattern over the waters off Chapel Point (Mevagissey Coastguard)

The coastal search team stood down Saturday, while at-sea search continued until 0630 the next morning. The authorities do not plan to release further details at this point. 

"We’d ask people to consider the family and friends of those involved and not to speculate online until the facts are known," Mevagissey Coastguard requested in a statement. 

 

A Russian captain with a high blood alcohol level struck a moored ship while attempting to depart the port of Bremen, Germany on Thursday evening, according to the regional water police. No one was injured, but both vessels sustained minor damage.

According to the police, the 55-year-old master grazed the bow of a ship moored at the pier while he was undocking from a berth at Terminal 1. Both vessels sustained minor damage. 

When officers from the Bremen Water Police arrived to assess the accident, they immediately noticed the smell of alcohol on the captain. A voluntary breathalyzer test confirmed their suspicions: a blood alcohol level of over 1.6 per mille.

The police banned the captain from continuing his journey, and they ordered a follow-up blood sample to be taken and a $6,000 security deposit withheld. 

An investigation into the captain's actions for allegedly endangering shipping traffic is ongoing.

Maritime intelligence site Vesseltracker (a division of Wood Mac) has identified the captain's vessel as the 8,500 coastal freighter Wilson Nanjing. AIS data provided by Pole Staer confirms that the Nanjing briefly departed Weserport Terminal 1 at about 1800 hours GMT on Thursday, then immediately returned to the pier and remained for several days. The ship has since relocated to another nearby pier within the industrial harbor. 

 

[By Euan Graham]

The Trump administration has ordered a review of AUKUS to be led by Undersecretary of Defense Policy Elbridge Colby. The review has some attendant risks, but also a potential upside for the three-way partnership.

The decision to review AUKUS shouldn’t be surprising. It’s normal, after a change of government, for a new administration to review existing commitments in the light of new policy priorities: in this case, ‘America First’. Britain’s Labour government has completed its own review into AUKUS, under Sir Stephen Lovegrove. This review reaffirmed the British commitment to AUKUS and made tripartite recommendations, including the need for a whole-of-nation approach to the partnership. As Lovegrove knows well, this was how AUKUS was originally conceived at its launch in 2021. Since then, however, AUKUS has increasingly become a defence-owned and defence-resourced initiative across the three partners. This has hampered its development, despite significant progress under Pillar One, the nuclear submarine optimal pathway. We can further expect the US review to assess cooperation on the smorgasbord of advanced military technologies under AUKUS Pillar Two.

It is unlikely that the US review will fundamentally reassess Washington’s commitment to remaining in AUKUS. Since Donald Trump’s election, Secretary of State Marco Rubio and Secretary of Defense Pete Hegseth have backed the initiative as a model for US cooperation with close allies. While Colby expressed greater scepticism out of government, his comments on AUKUS have been more neutral in-office. Washington has given mixed signals on AUKUS, and the administration’s approach has at times appeared disjointed. There is also the political drag factor of AUKUS being a legacy agreement from Joe Biden’s presidency.

Currently, the United States’ main point of contention is the commitment to sell and transfer three to five Virginia-class submarines to Australia’s navy, starting from 2032, under AUKUS’s optimal pathway. This stems from concerns around the US defence industrial base’s capacity to deliver enough submarines to meet both the US Navy’s and Australia’s requirements, at a time when US attack submarine numbers are approaching a low point and its submarine industry is already struggling to fulfil the recapitalisation of the US undersea nuclear deterrent force. Moreover, the Virginia class will have to continue in US service for significantly longer than expected due to slow progress on delivering its successor, SSN-X.

The US also has concerns about AUKUS partners’ capacity and commitment levels. Britain’s recent defence review and commitment to boost nuclear submarine production have eased doubts in the Trump administration. For its part, Australia has also made significant progress towards upskilling its submariners and defence workforce for the nuclear-propulsion challenges ahead. In February, Australia made its first direct financial contribution of US$500 million towards increasing US submarine production capacity.

However, Washington has growing concerns about the general trajectory of Australia’s defence spending. Earlier this month, Hegseth made clear the US’ expectation that Canberra lift its defence budget to 3.5 percent of GDP. While Minister for Defence Richard Marles initially indicated that the government was willing to have a ‘conversation’ around increasing Australia’s defence spending, Prime Minister Anthony Albanese appeared more reluctant to enter into new commitments, based on recent remarks.

On the Virginia transfer, in essence, the Trump administration needs to convince itself that the effect of transferring several submarines from the US Navy’s order of battle is outweighed by the longer-term gains of access to forward basing and new maintenance facilities in Western Australia. This access would be a strategic gain for the US, as it would strengthen US submarine presence in the Indo-Pacific priority theatre and support greater interoperability with Australia and with Britain, which has committed to forward deploying one of its attack submarines to HMAS Stirling from 2027.

On the more political issue around AUKUS complying with Trump’s ‘America First’ agenda, Australia’s ongoing cash infusions into the US defence industrial base should be appealing to the president, though the review could potentially recommend a higher price tag than the US$3 billion (A$4.5 billion) that Canberra has committed to. The US is also likely to press for a more focused and energetic commitment to Pillar Two.

Rather than overreact to the US government’s decision to review AUKUS, Australia should see it as an opportunity to make the strategic and political case for the partnership in Washington. In the future, Australia could consider launching its own review into AUKUS, including the opportunity costs it may present for Australia’s defence capability in the nearer term.

Euan Graham is a senior analyst as ASPI. This article appears courtesy of The Strategist and may be found in its original form here. 

 

Since the initial strikes early on the morning of June 13, the scope of Israel’s attacks on targets in Iran has broadened. It is now becoming apparent that Iranian air defenses have been neutralized, with the Israeli Air Force having freedom to strike targets at will. To illustrate, Israeli defense spokesman Brigadier Effie Defrin claimed that over 70 Israeli Air Force aircraft struck targets in the Tehran area early on June 14 over a three hour period. Over 40 targets were attacked during this period.

For illustrative purposes, Israel’s targeting has so far included:

Senior IRGC commanders and operational headquarters, in a bid to paralyze the Iranian response, and possibly to undermine the hardliner faction within the Iranian government. As well as air strikes, drones and attacks have been mounted from within Iran, targeting particular individuals, some in their homes and others in their places of work. Major General Abdolrahim Mousavi has been named by the Supreme Leader as the new Chief of Staff of Iran's armed forces (Artesh), replacing Major General Mohammad Bagheri, and Mohammad Pakpour as the new commander of the IRGC, succeeding Hossein Salami. Brigadier Seyed Majid Mousavi has been appointed the new commander of the IRGC Aerospace Force, in charge of the ballistic missile and drone force, most of his senior leadership team having been killed when a meeting was targeted.

Uranium-enriching and weapons-related nuclear facilities at Tabriz, Kermanshah, Natanz, Arak, Tehran, Isfahan and Fordow have been attacked. At least 10 senior Iranian nuclear scientists have also been pinpointed and killed.

Air defense targets, both radar surveillance and missile units. Some of these targets have initially been attacked with locally-launched and controlled drones, others with Harop loitering drones.

Ballistic missile sites. Social media footage from Kermanshah shows a line of destroyed transporter erector launchers - which normally take minutes to ready for action and to withdraw post-launch. Another video released by Israel shows an attack on a missile as it is being erected on its mobile launcher, suggesting that in some areas Israeli surveillance is sufficiently established to call up quick-reaction aircraft overhead. The success of attacks on ballistic missile sites is apparent in the poor sequencing and low numbers of missiles - so far, totaling about 200 - which the Iranians have been able to launch at Israel, enabling Israeli air defenses to avoid being swamped and overwhelmed by successive missile barrages. The Iranians have primarily employed Shahab-3 and Khoramshahr medium range missiles.

????? ?????? ????? ???? ????-???? ??????: pic.twitter.com/bCJUhPbSV1

— Israeli Air Force (@IAFsite) June 14, 2025

Industrial targets, including the gas extraction plant at Fajr Jam which processes output from the South Pars field, the world’s largest gas producing field. Israeli social media commentators are suggesting that Israel is also beginning attacks on other energy sites on Iran’s coast. The Bonyan engine production plant in Tabriz which has produced engines for drones has also been hit, as has been the Raisi power plant in Isfahan. In later attacks, Israel targeted the Shiraz Electronics Industries factory and an electronics factory in Isfahan, both associated with the building of missile guidance systems.

It is not yet clear if regular armed forces targets have been attacked, other than air defense units as might be expected. Iran’s veteran fleet of F-4 Phantoms based at the 3TAB Hamadan Airbase appears to have been taken out of service.

So far, the Iranian regular Navy (Nedaja) still seems to have remained on the sidelines, and the Bandar Abbas Naval Harbor still has most of its home-based warships moored dockside. Two IRGC Navy (Nedsa) drone carriers have shifted slightly west from their customary positions held in the Bandar Abbas anchorage for the last month, with the Shahid Bagheri (C110-4) drone carrier spotted at 27.0599N 56.1268E on June 13. Her sister ship Shahid Madhavi (C110-3) was located a mile to the south.

The Nedaja did claim that a British frigate had intercepted an Iranian vessel and required it to change course. However, the picture of the interceptor was identified as one of the two Emirati Gowind Class frigates, implying that the Nedaja may have mistaken the frigate in drone footage and invented the incident.

Nedaja-released image showing a vessel mistakenly identified as a British frigate (@Mehdi H)

As to be expected, some hardliners, including IRGC general Esmaeil Kousari, have called for the closure of the Straits of Hormuz. But such action might now be beyond Iran’s capabilities, and would in any case be counterproductive: it would harm Iran itself and alienate GCC states who so far have remained neutral in the conflict. Rational considerations, however, may not shape the Iranian course of action.

An Israeli defense spokesman has also announced that Israel has continued air attacks on Yemen, targeting Muhammad Abdul Karim Al Ghamari, the Houthi Armed Forces Chief of Staff late on June 14. He apparently was wounded, but the fate of other senior leaders attending the meeting he was chairing in the Hadda district of Sanaa is not yet known.

[By: ABS]

ABS Chairman and CEO Christopher J. Wiernicki was honored by The Seamen’s Church Institute (SCI), receiving the 2025 Silver Bell Award for lifelong service and outstanding leadership in the maritime industry.

SCI is a nearly 200-year-old charity headquartered in New York that serves and protects the personal and professional lives of mariners and seafarers, both internationally and domestically, by partnering with the maritime industry to ensure dignity within the workplace and a safe working environment for seafarers and mariners.

Wiernicki received the award at the 47th Annual Silver Bell Awards Dinner in New York City attended by more than 600 guests.

“I am deeply honored and profoundly humbled to receive this award, which has gone to so many outstanding leaders of our industry. To me, safety has never been just a protocol or a checklist. Safety is synonymous with people. It’s about the lives we protect, the families we keep whole and the futures we safeguard. And nowhere is this more evident than at sea. Seafarers are the unsung heroes of our global economy. They brave the elements, navigate uncertainty and carry the weight of the world’s commerce on their shoulders. They deserve not only our respect, but our unwavering commitment to their safety and well-being,” said Wiernicki.

For more information on the Silver Bell Award and SCI go here.

[By: EV Maritime]

EV Maritime, New Zealand’s leading electric ferry design and technology company, today announced the launch of its first fully electric passenger ferry. The new vessel will operate between downtown Auckland and the suburb of Half Moon Bay.

This is the first of the EVM200 class – a series of battery-electric fast ferries built using lightweight carbon fiber. Designed for urban public transport, the EVM200 offers service speeds of up to 25 knots and a range of up to 20 miles.

Developed with support from the New Zealand Government, the EVM200 platform is part of Auckland Transport’s initiative to transition to a low-emissions ferry fleet. Two vessels will enter service under this program. Each vessel accommodates up to 200 passengers on a fully enclosed main deck, with additional seating for 30 on the upper deck. Amenities include three restrooms – one of which is ADA-accessible – and a small onboard kiosk serving barista coffee, cold beer, and wine.

EV Maritime led the ferry’s design, naval architecture, and project delivery, including full electrical system integration. Key components were sourced globally: battery storage from Freudenberg (USA), motors and power electronics from Danfoss (Finland), waterjets from HamiltonJet (New Zealand), and PLC systems from Attest (New Zealand). Hydrodynamic optimization was achieved through collaboration with Emirates Team New Zealand, resulting in a low-drag, low-wash hull that ensures efficient operation at cruising speeds.

The ferry will also feature the world’s first maritime deployment of the new CharIN Megawatt Charging System (MCS). The 10-mile (16 km) journey between downtown Auckland and Half Moon Bay takes approximately 35 minutes. While the ferry’s batteries hold enough energy for a full round trip, the vessel will typically recharge during a 10-minute turnaround at the terminal, using two MCS inlets rated at 1.1MW each.

“We’re incredibly proud to launch this vessel and bring the EVM200 platform to Auckland,” said Michael Eaglen, CEO of EV Maritime. “It reflects our commitment to protecting the environment while maintaining the reliability and convenience of water-based public transport. Our technology-transfer business model also supports local shipbuilders in becoming electric vessel manufacturers – boosting regional capability and growing confidence in sustainable solutions.”

EV Maritime is also expanding internationally. In North America, Christopher Mazzoni was appointed in 2024 to lead the company’s operations. Current projects include a hybrid-electric vessel for Angel Island Tiburon Ferry (San Francisco Bay Area), and a collaboration with AF Theriault in relation to ferries for Halifax Regional Municipality in Canada. The company is also active in Australia, Southeast Asia, and Europe, responding to growing global interest in clean maritime transport.

Canadian firm Trigon Pacific Terminals intends to increase bulk liquefied petroleum gas (LPG) exports to Asian markets after reaching a final investment decision (FID) on a C$750 million (US$552 million) export facility at the Port of Prince Rupert, British Columbia. It comes as Canada works to expand its energy exports including the Canada LNG plant in Vancouver which is scheduled to start exports in the coming weeks.

Privately-owned Trigon called reaching the FID a critical milestone in the implementation of the open-access export facility that will have a capacity of 2.5 million tonnes per annum. Expected to commence exports in late 2029, the facility will be instrumental in increasing Canadian LPG export sales beyond its traditional U.S. market to the growing Asian markets particularly Japan, South Korea, and India.

The facility, which is now subject to securing all necessary legal and regulatory approvals, will involve the construction of 98,000 cubic meters of new LPG storage capacity and will leverage existing vessel loading infrastructure. The facility will also leverage existing rail yards, with new rail unloading facilities to provide complete unit train unloading.

Trigon operates a multi-commodity bulk export terminal at Prince Rupert that has the capacity to load metallurgical coal, thermal coal, and petroleum coke at a rate of 9,000 tonnes per hour. In 2023, the company decided to redevelop a portion of the existing coal facilities for LPG exports. The move was informed by the Canadian government's decision to ban thermal coal exports starting in 2030.

The company contends that by taking advantage of the available terminal capacity and infrastructure combined with its experience in handling propane, investing in the LPG export facility is a logical next step.

Trigon highlights that demand for Canadian LPG is at its peak with off-take discussions ongoing with Asian markets. Japan, in particular, has been increasing LPG imports from Canada, achieving a stable import volume of 2 million tonnes in 2024. More than 20 percent of Japan's total propane imports flow through the Port of Prince Rupert. Nikkei reported today that Mitsubishi has also agreed to begin LNG imports from Canada, marking the first time Japan has contracted for large-scale Canadian LNG imports.

British Columbia's Environmental Assessment Office also reported this week that work is now underway on the new Prince Rupert Gas Transmission natural gas pipeline project. It will provide a link from Hudson's Hope in northeastern B.C. to Lelu Island near Prince Rupert bringing LNG to a proposed liquefaction plant.

Canada Energy Regulator’s data show that owing to an increase in natural gas production, the country’s propane and butane exports have been on a steady growth path. In 2024, the country’s propane exports averaged 218,300 barrels per day (bpd), a 9.2 percent increase while butane exports surged 15 percent to an average of 56,100 bpd.

“This FID is a pivotal moment for Trigon and for Canada’s energy sector, creating new pathways for Canadian LPG to reach international markets, and driving economic growth, resiliency and opportunity for Canadians,” said Rob Booker, Trigon CEO.

Trigon says that the new facility will address a pressing need for Canadian energy producers who are facing significant challenges accessing export markets due to capacity constraints at existing Prince Rupert facilities.

Trigon’s is the second large-scale export facility being built at Prince Rupert. Last year, U.S. company AltaGas and its Dutch partner Royal Vopak reached an FID for the Ridley Island Energy Export Facility being constructed at a cost of $1.3 billion.
 

 

A team of experts is planning to carry out a detailed survey of a British World War I warship sitting at the bottom of the sea, hoping that it can serve as a blueprint for tackling the environmental time bombs of wartime shipwrecks.

The team from Britain’s Ministry of Defense Salvage and Maritime Operations (SALMO) and Waves Group intends to study the wreck of HMS Cassandra which is lying in just 20 meters of water in the Baltic Sea, off the Estonian island of Saaremaa. The British warship was lost in December 1918 after hitting a mine.

The Cassandra survey is a response to a call by Project Tangaroa for governments to act decisively and deal with the threat of pollution posed by thousands of vessels lost during World War I and II. Project Tangaroa, a global community of experts coordinated by Lloyd’s Register Foundation, The Ocean Foundation, and Waves Group, made the call at the third UN Ocean Conference in Nice, France.

Wartime shipwrecks lying at the bottom of the oceans and seas are believed to be environmental disasters waiting to happen. It is estimated that globally, there are over 8,500 wrecks classified as “potentially polluting wrecks. The majority originate from World War I and II and contain harmful chemical pollutants, unexploded munitions, and an estimated 2.5 million to 20 million tonnes of oil.

 

Imaging of HMS Cassandra from 2021 (Royal Navy)

 

There are concerns that after 80 to 110 years beneath the waves, the wrecks are becoming increasingly unstable, something that is raising the risks of pollution. Climate change, structural breakdown, and a lack of proactive management are some of the factors that have made the wrecks become “ticking time bombs.”

Experts believe that without proactive actions, dealing with pollution from these wrecks could cost up to $340 billion. There is also the danger of immeasurable environmental damage, threats to marine life, and potentially disastrous impacts on ocean economies and coastal communities.

To avert the risks posed by wartime shipwrecks, the planned study of Cassandra is seen as critical in serving as a blueprint. Discovered in August 2010 by the Estonian Navy and Estonian Maritime Museum, the cruiser was a tragic aftermath of WWI.

Cassandra was commissioned into the Royal Navy fleet in June 1917 and actively participated in WWI for two years. Following the end of the war, the cruiser was part of a British force dispatched to the Baltic as part of the Allied intervention in the Russian Civil War. A key aim of the intervention was to support the independence of the newly founded Baltic States of Latvia and Estonia against the Bolsheviks.

Historical accounts show that on December 5, 1918, the British force was on passage to Tallinn, Estonia, when Cassandra struck a mine near the island of Saaremaa. The ship sank quickly, with 11 of her 400 crew killed. The wreck of Cassandra is close to the wrecks of two other Royal Navy ships, minesweepers Myrtle and Gentian which also struck mines, both sinking within moments of each other on July 15, 1919.

In 2021, sailors aboard Royal Navy ship Echo surveyed the wreck of Cassandra, managing to get imagery that showed the cruiser was lying on her starboard side with approximately 20 meters of her bow section missing.

With experts going back to the wreck for a detailed study, it is expected that the findings will be instrumental in tackling threats of warships lying in ocean and sea beds.

“Cassandra has the potential to become a blueprint for future international collaboration when it comes to addressing the risks caused by potentially-polluting wrecks,” said Matt Skelhorn, Head of the UK MOD Wreck Management Programme at SALMO.

The SALMO team has been closely involved with Project Tangaroa since its inception, providing critical insights on the practical and political challenges involved with the management of its own inventory of more than 5,000 wrecks around the world.
 

[By Thomas York]

The UK government’s strategy for tackling climate change received a major blow in May when Danish developer Ørsted announced that adverse economic developments had halted its 2.4 gigawatt (GW) Hornsea 4 wind farm in the North Sea.

The government aims to generate at least 43GW of offshore wind power (current capacity is 14.7GW) and 95% of all energy from renewable sources by 2030.

These targets are now in jeopardy. The cancellation of Hornsea 4 follows a similar decision by Swedish developer Vattenfall, which stopped work on its 1.4GW Norfolk Boreas wind farm in 2023.

What is forcing renewable energy developers to pull out when they are due to make their final investment decision?

The offshore wind industry is exposed to fluctuations in the prices of raw materials necessary to meet rising global demand for renewable energy. This vital part of the energy transition, alongside the phaseout of fossil fuels, has been impeded by inflation caused by the pandemic and the war in Ukraine.

Building a wind turbine requires significant amounts of steel, copper and aluminium, all of which doubled or tripled in price between 2020 and 2023. Turbine manufacturers have raised prices in an effort to recover recent losses. This affects the profitability forecasts of wind energy developers like Ørsted and the viability of each of their projects.

Impending national and international net zero targets also mean that developers globally are having to make earlier investments in transmission infrastructure. An exponential increase in demand for scarce high-voltage cabling has already led to high-profile cancellations of offshore wind farms in the US.

Rising demand for rare earth metals used to make magnets in turbine generators has also been snared by geopolitical issues. The mining, processing and refining of these metals is dominated by China, which manufactures over 90% of these magnets.

A shortage of boats

Developers need boats to build offshore wind farms. Here lies another strain on the timescales of developers.

Ørsted ceased work on its 2.2GW Ocean Wind development zone off the coast of New Jersey in 2023, citing a vessel delay in its decision to cancel the project.

According to the advocacy group WindEurope, demand for vessels capable of installing foundations and turbines and laying cables will outstrip availability within the next five years. The gap between the two is forecast to skyrocket between 2028 and 2030. This will make it harder to commission the wind farms that the UK government is relying on to reach its 43GW target by the end of the decade.

Delays caused by these issues can result in a problem known as “contract erosion”. In their contracts, developers have a commissioning window within which turbines have to start generating. If they are not operational within this time, they lose their subsidies on a day-by-day basis.

Rising costs mean that even one of the world’s biggest wind farms, Dogger Bank in the North Sea, will not be profitable for its developer, Equinor. As a prospect for generating financial returns, renewable energy still cannot compete with oil and gas.

This is the key argument of economic geographer Brett Christophers in his recent book The Price is Wrong. Christophers argues that, if national governments continue to rely so heavily on private sector investment to build renewable energy, decarbonisation is unlikely to proceed as fast as it needs to. It is simply not profitable enough.

Misguided planning reform

How might the UK defy difficult global conditions and meet its 43GW target by 2030? So far, the government’s main proposal has been to relax timelines for the planning process of wind farms.

Earlier in 2025 it opened a consultation on reforms to the contracts for difference process, which is how developers bid for long-term energy generation contracts, prior to an auction round in summer 2025.

The main proposed change was to allow developers of fixed-bottom offshore wind projects to bid in the auction before receiving a development consent order, or a DCO. A DCO defines the approved scope of a development, taking into account environmental surveys, land rights and developer proposals.

It can take more than two years for a DCO to be awarded. The government hopes that fast-tracking fixed-bottom developments will result in more contracts being awarded in the latest auction, but will this work?

The government is aware of the risks. Planning permission could be refused after a contract has been awarded, and projects without consent face even greater uncertainty over costs than developments that already have a DCO.

The government might be able to get more projects into the pipeline, but the supply chain is already stretched to its limits. Through the state-owned investment body GB Energy, the government has pledged £300 million to bolster the domestic supply chain for components required for offshore wind, like platforms and cabling.

However, this investment largely focuses on new technologies for floating offshore wind, leaving fixed-bottom projects like Hornsea 4 at the mercy of vessel delays and raw material price rises. If something does not change to mitigate costs and increase returns for developers, the government’s 2030 target is in doubt.

Thomas York is a Postgraduate Researcher in Human Geography, University of Leicester

This article appears courtesy of The Conversation and may be found in its original form here.