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Russian Military Sealift Ship Sinks After Engine Room Explosion

 

On Monday, a sanctioned Russian cargo ship sustained an engine room explosion off Spain and sank, leaving two crewmembers missing. 

At about 1230 hours local time, the Ursa Major was under way eastbound in the Strait of Gibraltar when she sustained an explosion in the engine room. She slowed and deviated from course, then began to list. 

AIS data shows that a Spanish Navy warship, the Spanish response vessel Clara Campoamor and a good Samaritan vessel - the Sparta, another sanctioned Russian cargo ship - came to the aid of the crew. 14 seafarers were rescued and two remained missing as of late Monday. 

Ursa Major was operated by a subsidiary of sanctioned Russian defense company Oboronlogistika. She was a mainstay of the Russian supply route to Tartus, Syria, the Russian Navy's longtime base in the Eastern Mediterranean. The U.S. Treasury included the heavy lift vessel in a package of Ukraine-related sanctions in May 2022.  

After the Ursa Major's sinking, Sparta resumed her eastward journey at low speed, making six knots and declaring her destination as Port Said, Egypt.

Potential sealift role

The voyage of Sparta and Ursa Major comes at a unique moment for Russian operations in the Mediterranean. With the collapse of the Russian-backed regime of Syrian President Bashar al-Assad, Russia's tenure at Tartus looks tenuous, and Moscow is reportedly negotiating with the leadership of militant group Hayat Tahrir al-Sham over the future of Russian forces in Syria. According to the Institute for the Study of War, as of Monday, Russian soldiers have fully withdrawn from their forward bases in Syria's interior and are now concentrated at Tartus and the nearby air base at Hmeimim, both on the coastline. "It remains unclear whether Russia will withdraw from coastal Syria," ISW assessed, noting reports that negotiations between Moscow and the new regime are ongoing. 

NEW: Russian forces have reportedly withdrawn completely from most of their positions in Syria, including their base at Qamishli in northern Syria. Russia’s only remaining positions are at Hmeimim and Tartus along the Syrian coast. (1/4) https://t.co/Z1Q1rYLZ4m pic.twitter.com/W31UVAFvgG

— Institute for the Study of War (@TheStudyofWar) December 24, 2024

Photos taken of Ursa Major earlier in her voyage showed that she was carrying two large crawler cranes as deck cargo. This heavy lifting equipment prompted speculation in the open-source intelligence community that she may have been headed to provide support for the removal of Russian heavy equipment from Tartus - the same equipment she delivered over the course of many years. Her declared destination on AIS was Vladivostok, and her master told local media that her holds were empty. 

Russian vessels Sparta and Ursa Major heading westbound in the English Channel escorted by Russian Navy Project 20380 Steregushchiy-class corvette RFS Soobrazitelnyy (531) and a Royal Navy Type 23 frigate - December 16, 2024

SRC: FB- Dover Strait Shipping - Fotoflite pic.twitter.com/LkMMxkkhOK

— WarshipCam (@WarshipCam) December 16, 2024

Trump Orders Panama to Lower Transit Rates or "Return" Canal to the U.S.

 

The government of Panama has pushed back against President Donald Trump's new demand to lower charges for U.S. vessels or "return" the Panama Canal to American custody.

Over the weekend, Trump accused the government of Panama of charging inflated transit rates to U.S. shipping and U.S. Navy vessels for usage of the waterway, and he suggested a connection to Chinese influence. "When President Jimmy Carter foolishly gave it away, for one dollar, during his term in office, it was solely for Panama to manage, not China," said Trump. "It was likewise not given for Panama to charge the United States, its Navy, and corporations . . . exorbitant prices and rates of passage."

In a follow-up speech on Sunday, Trump warned that if U.S. shipping interests do not get a better deal on canal transits, "we will demand that the Panama Canal be returned to the United States of America in full, quickly and without question."

Panamanian president José Raúl Mulino, a conservative populist who was elected earlier this year, immediately pushed back. "Panamanians may have different views on many issues," Mulino said in a statement. "But when it comes to our canal, and our sovereignty, we will all unite under our Panamanian flag." Three former presidents of Panama - Ernesto Perez Balladares, Martin Torrijos and Mireya Moscoso - cosigned the statement. 

Panama quickly received diplomatic support from the president of Mexico, Claudia Sheinbaum, and from the Chinese Foreign Ministry, which called the canal "a golden waterway for connectivity among countries." Chinese foreign ministry spokeswoman Mao Ning expressed support for Panama and referred back to an earlier era of East-West confrontation - the Cold War, when Beijing backed Panama's long effort to end U.S. control of the Canal Zone. 

120 years of canal development

The Canal Zone was acquired by the U.S. government in 1903 and transformed into a strategic waterway by 1914, at great human and fiscal cost. It remained under American military control until the mid-1970s, but the arrangement was a persistent source of tension with Panama. Over the course of 1973-77, the Nixon, Ford and Carter administrations negotiated two treaties that would return the canal to the Panamanian government. The treaties were signed under Carter and were ratified by the U.S. Senate with bipartisan support. These agreements included the condition that the canal must remain neutral to all shipping, including warships, with "no discrimination against any nation, or its citizens or subjects, concerning the conditions or charges of transit."  

At the time of the signing in 1977, the handover was a controversial decision and was vehemently opposed by many conservative leaders - including future President Ronald Reagan, who criticized Ford and Carter for the transfer treaty. These concerns faded from view over the intervening decades, and were dormant until revived by Trump's comments on Saturday. 

Today, the canal is operated by the Autoridad del Canal de Panama (AMP), a Panamanian government agency. In addition to the smaller American-built canal, AMP has constructed the larger New Panama Canal lock system, which has opened up new all-water transport routes between Asia and the Atlantic - and improved the fortunes of Gulf Coast LNG terminals and U.S. East Coast container ports. 

AMP commercially operates the two canal systems based on a set rate sheet, augmented by an auction system to book reserved transit dates. Prices for bookings float with international demand, and have sometimes risen to high levels. Last year, when water use restrictions limited lock operations, congestion drove slot prices to a record $4 million for a single prime-time reserved transit.  

Santa Cruz's Historic Pier Collapses in Severe Pacific Storm

 

A historic wharf on Santa Cruz's waterfront has collapsed in heavy surf, sending three inspectors into the water and scattering debris along the waterfront. 

Over the weekend, forecasters predicted a severe storm system arriving along the coasts of California, Oregon and Washington. Extreme waves and hurricane-force winds were in the marine forecast, and a high surf advisory warned of waves of 30-40 feet, with the highest sets approaching 60 feet. Some beachfront municipalities ordered temporary evacuations of waterfront buildings as a precautionary measure. 

In the town of Watsonville, 10 miles east of Santa Cruz, a man got trapped beneath debris on the beach and was killed; his body was recovered at about noon on Monday. A second man went missing from a nearby park, and local authorities believe he was likely pulled out to sea. 

BREAKING REPORT: ?? Large portion of the Santa Cruz wharf has collapsed into the ocean.. pic.twitter.com/EPyz7Piaft

— Chuck Callesto (@ChuckCallesto) December 23, 2024

 

At about 1245 hours Monday, the same heavy waves destroyed the last 150 feet of the historic Santa Cruz wharf. This section had been damaged in previous storms and was already closed to the public for ongoing repairs. Some construction machinery fell into the water, and three people who were associated with the repair project - two engineers and one inspector - went in as well. Lifeguards were stationed nearby in advance of the storm, and they arrived on jet skis to retrieve two survivors, who were reportedly afloat on large sections of debris from the wooden wharf. The third survivor made it to shore on their own. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

A post shared by Kaenon Hardy (@juicy_barrels)

 

"Our staff, our contractors had no sense or indication that the wharf was going to give way. Again, they were out there doing inspections as part of our preparations to make sure that the wharf was safe," an official with the Santa Cruz Department of Parks and Recreation told local outlet KTVU. 

The historic wharf at Santa Cruz was built during WWI and was about half a mile long - the longest of any wooden wharf in the Western hemisphere, according to the city's parks department. The city of Santa Cruz was investing about $4 million in repairs to the portion of the structure that collapsed Monday.

EU Approves "Exceptional" $4B Subsidy for German LNG Import Terminals

 

The EU Commission has approved a request from the German government to spend $4.2 billion on state subsidies for four floating terminals that import LNG, supporting Northern Europe's urgent transition away from Russian pipeline gas supplies. State subsidies are restricted under EU competition rules, but the EC determined that Germany's spending proposal was justified and reasonable. 

The aid package will support Deutsche Energy Terminal (DET), a state-owned company, in operating four floating storage and regasification units (FSRUs) stationed along Germany's northern coast. The special-purpose piers for these FSRUs are located in Brunsbüttel, Stade and Wilhelmshaven.

The floating terminals were hastily chartered during the height of Europe's energy crisis in December 2022, and Germany agreed to pay high day rates to ensure that it could get enough LNG to fuel its economy. It was an expensive stopgap measure to replace pipeline gas from Russian state-owned energy firm Gazprom, which was turning off the tap. 

Germany set up a state-owned operation and marketing company, DET (Deutsche Energy Terminals), to manage the FSRUs. The company leases out the terminals' receiving capacity to European gas importers on a short- and medium-term auction basis. The difference between the auction revenue and the actual chartering cost generates a recurring loss for DET, and the grant money from the German government will make the company whole. 

The aid package could swell to $5.2 billion if losses exceed current projections. The plan has a sunset provision: German authorities have pledged to decommission the floating terminals in Brunsbüttel and Stade once permanent onshore facilities are completed at these locations, and will then sublet the two unused FSRUs to other charterers on the global market. 

Environmental groups have criticized Germany's heavy investment in new fossil LNG infrastructure, arguing it could lock in natural gas dependence for decades to come. However, the trend may have peaked, according to the Institute for Energy Economics and Financial Analysis (IEEFA): LNG imports into the EU have declined and the rush to build new terminals appears to be slackening. 

"Europe’s LNG terminal construction spree might be coming to an end, with some countries delaying or canceling infrastructure. Since the beginning of 2023, new terminals or expansions have been shelved in Albania, Cyprus, Ireland, Latvia, Lithuania and Poland. It is unclear whether three planned terminals in Greece will go ahead," said Ana Maria Jaller-Makarewicz, lead energy analyst, Europe, at IEEFA.
 

Jackup Rig Collapses off Trinidad, Leaving One Worker Missing

 

On Sunday, a jackup rig partially collapsed off the coast of Trinidad, injuring one worker and leaving one missing. 

At about 0300 hours on Sunday morning, the Rig 110 was conducting drilling at a site at the Heritage Offshore East Field when part of the deck collapsed. 75 people were aboard at the time of the incident; one was injured in the collapse and received medical care, according to local media. The rig was evacuated after the collapse.

One worker, identified as Pete Phillip, 45, remains missing. A search is still under way for Phillip; The Trinidad and Tobago Coast Guard vessel responded to the scene with the cutter TTS Port of Spain, accompanied by the OSV Atlantic Star and eight other support vessels. Dive operations are under way to search the underwater wreckage, according to the SAR team. 

The field's operator, Heritage Petroleum Company Ltd., has set up an incident command center at its marine base in Point Fortin with a staff of 25. This team organized the evacuation of the rig and continues to provide drone surveillance and response support in the aftermath of the collapse. 

Phillip's wife told the Trinidad Daily Express that she and her four children are anxiously awaiting his safe return. 

"The children keep asking for their father. They just asking if they find him. He was to come home Christmas morning," Candacy Phillip told Daily Express. 

Rig 110 is the largest offshore rig asset of Well Services Petroleum Company, an offshore service firm in Trinidad and Tobago. The company has not yet commented publicly on the casualty. 
 

Container Feeder Hits Product Tanker and Sinks Off Kupang

 

On Sunday morning, a small container feeder hit a product tanker at an anchorage off Kupang, Timor, then sank due to the resulting hull damage.

At about 0230 hours on Sunday, the KSOP guard station at Kupang received notice that the feeder Kuala Mas had collided or allided with the 13,000 dwt product tanker Maritim Khatulistiwa at an anchorage. Early information suggests that the Kuala Mas may have drifted with the current until it hit the tanker. 

At about 0318, the crew of the Kuala Mas reported that they were taking on water through a penetration in the starboard side. After two hours of attempting to stem the flooding, the master decided to ground the vessel near the Bolok Kupang pier in order to prevent her from sinking. This plan was accomplished by about 0630, and the crew continued efforts to save their ship for another hour and a half. 

At 0802, the master called to request an evacuation. A nearby harbor tug successfully rescued the 20 members of the crew within minutes of the call, and no injuries were reported. 

Courtesy Indonesian Ministry of Transportation

The Kuala Mas capsized at 0834, then sank, leaving just a small portion of the hull above the surface. Photos from the harbor show that some of the vessel's containerized cargo floated free and went adrift. 

The local KSOP station is taking precautionary measures to avert pollution from the wreck, including deployment of oil boom around the perimeter of the site. An investigation has been launched to determine the cause of the casualty. 

Maritim Khatulistiwa remains at anchor just off Kupang. 

Norway’s Belships Agrees to Buyout by US-Based Investment Manager EnTrust

 

Norway’s Belships, a large operator of dry bulk and majority holder of Norwegian Bulk Carriers, agreed last week to the terms for a buyout offer from U.S.-based investment manager EnTrust Global. The board of Belships highlights its goal as an investment company was to provide a competitive return to shareholders while EnTrust is actively focused on expanding its presence in maritime and maritime and maritime infrastructure investments.

“Six years have passed since the merger between Belships ASA and the Lighthouse Group,” said Peter Frølich, Chair of the Board, and Lars Christian Skarsgård, CEO of Belships ASA.  “Our goal was to develop the company through strategic investments aimed at expansion and to obtain competitive returns for our shareholders. The total return during the period amounts to 455 percent including dividends. This has been a successful exercise of value creation and company development, and we now find it compelling to be able to present our shareholders with the opportunity for realization, and yet another step forward in Belships long history as a company.”

EnTrust through its Blue Ocean maritime investment group is offering a nearly 30 percent premium to the closing price of the stock on December 19 or a premium of just over 17 percent versus the 30-day weighted average. The recommended voluntary cash offer will be for NOK 20.50 per share ($1.80 per share). 

The board says it unanimously resolved to recommend the offer calling the terms a “fair offer.” Analysts agree that while not a high valuation it is a fair deal.

Shareholders including members of the board and the executive management of the company have given irrevocable commitments for what totals just over 61 percent of the shares. The acquiring Blue Northern BLK is seeking to reach 90 and then it will make a mandatory offer for the remainder.

EnTrust highlights through its Blue Ocean Strategy, it currently has over $5 billion in total managed assets and capital commitments in the maritime sector. EnTrust believes this transaction represents a significant opportunity to increase Blue Ocean’s presence in the dry bulk shipping space, with Norway as an attractive maritime hub. The group has a dedicated team managing the firm’s maritime investments with long-term track records in related sectors. 

Belships currently reports it has a fleet of 29 vessels and a further 12 under construction representing a total of 2.6 million dwt. The newest vessel, Belgrace (64,000 dwt) was built at Shin-Kasado Dock Co., Ltd., an NYK group company and part of the Imabari Shipbuilding group in Japan. The shipyard highlights the versatility of the vessel with multiple cargos and that it anticipates the Tier 3 requirements which do not go into effect until 2025. The other newbuilds are due for delivery between 2025 and 2028.

Belships also owns 67 percent of Norwegian Bulk Carriers AS. Previously known as Lighthouse Navigation, which was acquired in 2017, Norwegian Bulk Carriers AS is a global dry bulk operator.

In 2023, Belships announced it had decided to exit its ship management business. It agreed to selling its operation and outsourcing its ship management to UK-based V.Group.

The voluntary offer for Belships is expected to launch by January 24, 2025. It runs for a minimum of 20 business days and can be extended until March 31, 2025. 
 

Edison Chouest Completes Sale of Icebreaker Aiviq to the U.S. Coast Guard

 

Edison Chouest has finalized the long-discussed sale of the icebreaker Aiviq to the U.S. Coast Guard, completing a transaction that began eight years ago. 

Despite its early opposition to buying a commercial icebreaker for government missions, the USCG budgeted for Aiviq's purchase in FY2024, and the icebreaker was formally acquired on Dec. 11. After an extended refit, it will enter service in the Arctic and support Coast Guard missions until the delayed delivery of the Polar Security Cutter (PSC), the USCG's future heavy icebreaker.

Aiviq is not part of the PSC program of record, and the service views it as a "bridging strategy" until the purpose-built government icebreakers are delivered. 

Once commissioned, the ship will be renamed USCGC Storis after a well-known small icebreaker that served for years in Alaska. The now-scrapped Storis was known as the “Galloping Ghost of the Alaskan Coast,” and had a storied history conducting icebreaking operations in Alaska and the Arctic - including a well-publicized transit of the Northwest Passage. 

“This acquisition is a vital step in increasing our operational presence in the Arctic,” said Adm. Linda Fagan, commandant of the Coast Guard. “The future Coast Guard Cutter Storis builds on our legacy of Arctic operations and underscores our commitment to asserting U.S. sovereignty and supporting national security in the region.”

With line-item funding provided by Congress, the Coast Guard bought Aiviq from the Chouest subsidiary Offshore Service Vessels LLC for a total of $125 million. The price includes reactivation, delivery, spare parts, vessel modifications and crew training. 

In a statement, the USCG said that it "will evaluate the vessel's condition and identify requirements to achieve full operational capability." 

Aiviq was built in 2012 as an icebreaking anchor-handler for Shell's Arctic offshore drilling program. During a tow in the Gulf of Alaska in December 2012, she encountered seas of 20-30 feet and lost power in all engines due to water in fuel contamination. An after-accident inquiry found that this was likely caused by the immersion of her low-freeboard stern and seawater infiltration through her tank vents. Her tow ran aground and was ultimately scrapped. 

Aiviq was little-used for many years after the casualty. In 2016, two congressmen with ties to Chouest - Representatives Duncan Hunter and Don Young, a longtime friend of the family company - advocated for the Coast Guard to buy a used commercial icebreaker that matched Aiviq's characteristics. The Coast Guard initially resisted, citing concerns over Aiviq's commercial design. 

Once reactivated, Aiviq - the future USCGC Storis - will relocate to a temporary homeport. It will eventually be based at a new pier in Juneau. 

Shanghai Exceeds 50 Million TEU for the First Time

 

Chinese officials reported that the Shanghai Port complex reached 50 million TEU for the first time on December 22. They said the port would exceed the 50 million TEU mark as it continues its position as the world’s busiest seaport for the 15th consecutive year.

Container operations at the port began in 1978 when they handled just 7,951 TEU. The port reached 1 million TEU in 1994 and has continued its rapid expansion. Throughput exceeded 10 million TEU in 2003 and has continued its sequential growth. The 40 million mark was reached in 2017 and last year the port handled 49.16 million TEU.

Port officials point to the broad network and development of infrastructure as contributing to the continued growth. At present, they report he Shanghai Port has nearly 350 international routes, covering more than 700 ports in more than 200 countries. The port cooperates with 22 ports in the Chinese provinces and cities along the Yangtze River, including 16 ports in the Yangtze River Delta.

Emphasizing the regional leadership of Shanghai, they reported the port’s water-to-water transshipment ratio is expected to exceed 60 percent, a record high. In addition, they have developed a network of sea-rail transport connections for containers. The service was launched in 2019 and at present, 10 routes are running daily. They expect 2024 to exceed 900,000 TEU on the sea-rail connection reporting volume increased by about 40 percent year-on-year.

Automation is a key part of the port’s ability to handle the massive volume of containers. They highlighted the use of fully automated unmanned guided vehicles. The port is also expanding its use of digitalization. In 2017 the port launched the Yangshan Phase IV automated terminal which has handled 35 million TEU in the past seven years. Officials reported that compared to a traditional terminal, personnel has been reduced by 70 percent while overall efficiency increased by 30 percent.

Further expansion started in August 2024, with the Luojing Container Terminal on the south bank of the Yangtze River estuary. It is the first time China has repurposed a coal and ore handling terminal for container operations. Phase I has four berths and an annual designed throughput of 2.6 million TEU.

They also highlight the port’s role in alternative energy for the shipping industry. Shanghai Port has completed bonded LNG bunkering operations for 125 international vessels. The total volume of LNG bunkered is 730,000 cbm with the port expected this year to handle 450,000 cbm, a 70 percent increase.

"By 2025, Shanghai Port will achieve regular green methanol bunkering,” announced Luo Wenbin, general manager of Shanghai Port Group Energy Company. “We are stepping up infrastructure construction, including the renovation and expansion of storage tank facilities. Currently, Shanghai Port has two LNG bunkering ships and one methanol bunkering ship, and one more ship of each type will be added in the future. By 2030, we hope to achieve the 'double hundred' goal of LNG bunkering capacity of 1 million cubic meters and green methanol bunkering capacity of 1 million tons."

Since 2023, the Shanghai Port has also been involved in the joint project to create a "green shipping corridor" with the Port of Los Angeles and the Port of Hamburg. The effort continues to make progress aiming to become the first long-distance international green shipping corridor.
 

FSG Shipyards Get Temporary Financing from German State to Continue Work


The bankrupt German shipbuilding group FSG-Nobiskrug Holding received temporary financing to keep the operations open while efforts continue to seek permanent investors. The group had been forced into a contentious insolvency order by the German courts despite assertions from the yard’s owners that they would be refinanced.

Germany’s Federal Minister of Economics, Robert Habeck, accepted an invitation from the union IG Metal and visited the shipyard in Flensburg today, December 23, to discuss the situation and pledge his support in the rescue efforts. While at the shipyard, the minister met with the two provisional insolvency administrators while announcing that the State of Schleswig-Holstein’s Guarantee Bank was providing insolvency funds and loans to keep the operations going.

Christoph Morgen who is acting as the administrator for the FSG yard said the monies would ensure the operating costs are secured till the end of January. He emphasized however that the time is short to find investors for the yards.

The FSG shipyard dates back to 1872 and in recent years has been building RoRo ferries. It went through a prior insolvency in 2020 also overseen by Morgens. Investor Lars Windhorst rescued the yard and combined it with the Nobiskrug yard in Rendsburg which has also been in operation for over 120 years. Since 2000, Nobiskrug has specialized in luxury superyachts.

Morgens said the goal was to continue work on the RoRo being built for SeaRoad while reporting potential investors had visited the yard. He is targeting completing a transaction by February 1 noting that the two yards would likely be separated going to two different investors. He emphasized the potential for naval shipbuilding as well as supporting the offshore wind energy sector.

The Rendsburg location is being overseen by provisional insolvency administrator Hendrik Gittermann. He told reporters that there had been good interest in Nobiskrug Yachts and FSG Nobiskrug Design. He said he was “pleasantly surprised” by the level of inquiries coming from aboard.

The shipyards had faced months of financial troubles with media reports of back pay and overdue bills. An insurance provider was the company that forced the group into the insolvency process. Media reports indicate employees received their November pay and Christmas bonus payment on December 18. 

Minister Habeck stressed the importance of shipbuilding as an industry to Germany and the yards' contribution to the economy in northern Germany. He said he would work personally to help preserve the two yards.

Windhorst at the time of the filing had contended that he was working on refinancing. He said the actions would force a government response while asserting the matter would be resolved quickly.

The reports indicate the intent is to place the two shipyards with private investors that can revitalize the operations. The German government earlier this year stepped in to save the Meyer Werft shipyard in Papenburg. In that case, the German government guaranteed loans and provided capital taking temporary ownership of the company from the Meyer family.   The goal is to transition the Meyer shipyard back to private ownership in the next few years.
 

India Permits Crew to Depart After Year of Detention in Smuggling Case

 

More than a year after Indian officials first detained a Vietnamese-managed bulker on suspicion of cocaine smuggling the crew of the vessel is being released. This came after the crew earlier this month staged a work stoppage to protest their long detention and repeated efforts by the shipping company to have the vessel released.

A total of 12 of the 21 crewmembers, according to The Times of India, were released this morning, December 23, in Paradip Port and will be permitted to travel home. Officials told the newspaper that their release came only after 11 replacements, seven from Vietnam and four from India, had boarded the ship named Debi. Nine additional crewmembers remain aboard the ship but will be released when their replacements arrive.

The ordeal began when Debi, a 37,196 dwt bulker arrived from Indonesia on November 30, 2023, and first went into the anchorage and then moved to the terminal in the Indian port. The 611-foot bulker is registered in Panama and managed by a company in Vietnam. It was scheduled to transport a cargo of steel plate to Denmark.

A longshoreman spotted packages concealed from view and attached to the underside of a crane and reported it to the port authority. An inspection recovered 22 kilos of cocaine, which was reported to be the largest bust in Paradip Port. It had been attached to the cranes with magnets.

Indian authorities detained the ship and seized the crew’s electronics to determine if they were involved in the smuggling. They have remained in detention although no legal charges were filed against the crew. One engineer after an altercation on the ship jumped in an apparent suicide attempt but was rescued. The crew finally went on strike in late November while the ship had been transferred to the dock for replenishment.

An Indian court had ordered the ship sold. According to the news reports, the court rejected a new appeal this month to have the ship released. 

The ship will continue to be detained according to the newspaper reports. 
 

Video: Containership Rolls Over While Loading in Istanbul

 

A small containership docked in Turkey’s main container port lost stability and rolled onto its side this morning, December 23, during the loading operation. Port officials are working to contain the damage and clean up from the vessel.

The vessel named Amnah (5,200 dwt) was loading containers at the Ambarli Port in Istanbul when it started listing toward the dock and eventually rolled onto its side. The incident was reported at 0400 local time and in the videos crewmembers can be seen on the deck.

Turkish officials reported there were 15 crew aboard and that five jumped into the water and swam to safety. The other ten were rescued from the vessel. One crewmember suffered minor injuries and was taken to a hospital.

 

???? ?stanbul Ambarl? Liman?'nda saat 04.00 s?ralar?nda Komor Adas? band?ral? ANMAH isimli kuru yük gemisi, dengesiz yükleme nedeniyle yan yatt? ??

???? Gemideki 15 personel tahliye edildi

???? Olayda hafif yaralanan 1 ki?i tedavi alt?na al?nd?

???? https://t.co/t7jiBMvzUN pic.twitter.com/t19Q1p2W3C

— Anadolu Ajans? (@anadoluajansi) December 23, 2024

 

?stanbul Ambarl? Liman?'nda yükleme yap?l?rken yan yatan kuru yük gemisi havadan görüntülendi https://t.co/t7jiBMvzUN pic.twitter.com/0kazymoRei

— Anadolu Ajans? (@anadoluajansi) December 23, 2024

 

The ship was built in 1996 and was operating until recently for Russia’s Fesco shipping company. Databases reflected it transferred owners to a company in Belize as of October 2024 and is managed from Turkey. The ship is registered in Comoros.

Officials believe the vessel was improperly loaded causing it to lose stability. They reported an investigation would be undertaken to determine what happened during the loading process.

A containment boom was strung around the vessel to prevent pollution. 
 

McAllister Towing Celebrates 160 Years While Focusing on the Future


The maritime community came together last week to mark the 160th anniversary of the founding of McAllister Towing, a leader in ship docking, towing, and maritime transport. From humble beginnings with an Irish immigrant working with a sail lighter moving cargo from Brooklyn to Manhattan, the company has grown to operate from 13 locations along the U.S. East Coast from Maine to Florida, and San Juan, Puerto Rico.

Being in operation continuously for 160 years makes the company one of the oldest marine towing and transportation companies in the United States. It is also one of only a handful of family-owned companies still in business that date to the 1860s or before. Today it is headed by Chairman and CEO B. Buckley McAllister, the great-great-grandson of founder Captain James McAllister. Three additional fifth-generation members of the McAllister family are also employed by the company.

“The passion for the business is the glue that holds the company together,” said Captain. A.J. McAllister III, Senior Vice President of Sales, during the gala event. 

The company has grown dramatically. They highlighted doubling employment and today, the company operates more than 60 tugboats, crew boats, and barges and is involved in the traditional docking and towing business, but has also grown into LNG services, LNG bunkering, and supporting the offshore wind farm industry. Its ferry subsidiary, the Bridgeport & Port Jefferson Steamboat Company transports passengers and vehicles across Long Island Sound with volumes having grown from 35,000 cars to half a million annually.

 

Grace McAllister demonstrated her maneuverability during the celebration (Allan Jordan)

 

“The sector has gone through a lot of consolidation,” highlighted Gary Field, Head of Underwriting & Head of Americas Syndicate for the P&I Club Steamship Mutual. He notes that McAllister has remained “blue chip” focused on its people and mission of safety and reliability. 

There are many achievements in the long history of the company. It inaugurated one of the first deep-sea tug-barge combinations a hundred years ago hauling molasses from Cuba to New Orleans and also introduced the first diesel-powered tug to New York harbor in 1927. In more recent times, McAllister helped pioneer the development of the Kort Nozzle, Flanking Rudder tugs that dominated the 1960s and 1970s and now has modernized its fleet of tugs by building Z-drive tractor tugs with the latest firefighting equipment and capabilities. McAllister reports it was the first to deploy tractor tugs and today’s fleet of 60 vessels includes 38 tractor tugs.

The modernization of the fleet continues with the introduction at the beginning of 2024 of Grace McAllister, which with over 6,700 hp and more than 85 tons of bollard pull the company says is one of the most powerful tugs working in the Port of New York – New Jersey. At a length of 93 feet, she is outfitted with Tier IV Caterpillar engines and twin Schottel Z-drive units and also received a Low Emission Vessel class notation for ABS. The fleet modernization has pioneered the use of Tier IV engines and with oil spinners has saved 20,000 gallons of oil since 2016, while ongoing efforts focus on achieving net-zero emissions.

 

McAllister's modern fleet includes more than 60 tugboats, crew boats, and barges with 38 Z-Drive tractor tugs (McAllister)

 

Testimonials to the company included speeches by Jennifer Carpenter, President & CEO of The American Waterways Operators, Liz Burdock, President & CEO of the Oceantic Network, Stephen Lyman, Executive Director of the Maritime Association of the Port of NY & NJ, Joey D'Isernia, CEO and Chairman of Eastern Shipbuilding Group, Captain Jonathan Andrechik, U.S. Coast Guard Commander Sector New York, and others. One theme they all touched upon is that it is a company that is focused on its people. In addition to the generations of McAllisters, the company is proud to highlight multi-generational employees who work across the operations.

“This event was more than just a celebration of McAllister’s history—it was a reflection of the partnerships, camaraderie, and shared values that have carried us through the decades,” said Alessandra Tebaldi, Esq., Executive Vice President & General Counsel of McAllister. “We are proud to honor McAllister’s legacy while looking forward to a future guided by innovation, resilience, and commitment to excellence.”

 

B. Buckley McAllister highlighted the family legacy, and focus on safety and reliability (Maritime College)

 

Speaking humbly of the achievements and thanking everyone for their support and dedication, Buckley McAllister pointed to the spirit that builds on the immigrant roots of the company. 

“The scale of shipping is growing exponentially,” notes Buckley McAllister. He says they remain focused on the needs of the customer and providing a reliable service to meet customer’s needs.

The company recently took delivery of its newest passenger-auto ferry, the Long Island, built by Eastern Shipbuilding Group. State-of-the-art, the ferry includes EPA Tier IV-compliant main engines, increased crew capacity, and upgraded furnishings. It will enable a consistent three-vessel service during peak travel periods to expand capacity on the route between Port Jefferson, New York, and Bridgeport, Connecticut. For the tug operations, the company highlights it will add more than 13,000 hp to the fleet as it has two new tractor tugs on order from Maine-based shipbuilder Washburn & Doughty.

 

New passenger-car ferry Long Island was recently completed by Eastern Shipbuilding for McAllister's subsidiary (ESG)

 

The McAllister’s dedication extends to the industry. Captain Dominique Smith, President of Tradewind Towing, highlighted the work of Buck McAllister and the company to “elevate the maritime industry,” for generations to come. 

The family and company have a long association with the State University of New York Maritime College. Rear Admiral John A. Okon, USN (ret), President of Maritime College, said the college and its students were “incredibly grateful,” announcing a $2.5 million pledge from McAllister. He said the pledge will “help our community rise together, driving innovation and opening new horizons for educational growth and collective leadership in towing. Through this pledge, we will name our full Mission Tug Simulator the Captain Brian A. McAllister ’56 Tug Simulator.”

Throughout the celebration, it was highlighted that the steps the company is taking today will set the foundations for future generations of McAllister and the families that work for the company. The vessels that are being built today, it was noted, will be in service as the company is led forward by the eighth generation.

Another Allision Disrupts Ireland-UK Ferry Services

 

After two allisions damaged the terminal used for the Dublin-Holyhead ferry route earlier this month, Irish Ferries pivoted to open a new route between Dublin and Fishguard. On Friday, that route was also temporarily shut down by a dock allision on the inaugural voyage

During Storm Durragh in early December, two separate allisions damaged the Terminal 3 berth used by Irish Ferries, "resulting in part of the berthing structure collapsing and rendering it unusable," according to Holyhead Port. Drone footage of the scene appears to show that a mooring dolphin was toppled over into the water. 

The damage shut down the port until January 15, forcing traffic between Wales and Dublin to reroute. An initial assessment suggested that the port would be back up and running by December 20, but further investigation showed that the damage was more serious than expected, Irish Taoiseach Simon Harris told local media. 

Stena Line and Irish Ferries ordinarily operate up to five ferries a day from Holyhead, and the shutdown impedes freight and passenger transport. "We're really going to struggle to get goods delivered to both the high street and for internet shopping" in time for Christmas, Irish Road Haulage Association President Ger Hyland told Afloat.ie. 

To resolve the bottleneck, Irish Ferries and Stena Line have worked with the Welsh government and other ports in the region to find alternatives. Ken Skates, Cabinet Secretary for Transport and North Wales, pledged to "leave no stone unturned in urgently identifying alternative solutions." Both lines have reassigned vessels and set up temporary services between Dublin and Fishguard, a port 90 miles to the south of Holyhead.   

On Friday, the ferry Isle of Innisfree was arriving at Fishguard for its first voyage on the new route when it hit the quay, putting a hole in the starboard bow. 

Isle of Innisfree quickly returned to service, according to Irish Ferries' online tracker. The ferry is on the schedule for normal departures beginning Monday. 

@Tessa_Ndj the reason why Isle of Inisfree ferry stuck in Fishguard. They crashed into the pier..picture attached pic.twitter.com/HuAVZGbf8s

— Shane C (@ShaneEBoy848) December 20, 2024

Offshore Wind Drives Shipyard Expansion - In Dubai

 

Offshore wind development is driving shipyard expansion in an unexpected place - Dubai, the glittering financial hub of the Arab world. 

Last week, GE Vernova and DP World's shipyard division Drydocks World announced that they have won the transmission-system contract for Ostwind 4, a new 2 GW offshore wind farm in the Baltic Sea. The project team will deliver a high voltage DC connection for the project, a first for the area. On completion in 2031, it will deliver enough power for up to two million households. 

Drydocks World's portion of the scope includes the fabrication of the farm's offshore converter platform. The jacket and topsides will be built in Dubai, shipped to the Baltic and installed off Rugen Island. 

Last week, just in time for the award, DP World held an inaugural ceremony for the opening of a large yard expansion that will give it more room for projects like Ostwind 4. According to DP World, the expansion increases fabrication capacity by 40 percent and yard capacity by 25 percent, helping Drydocks World to carry out multiple large-scale projects at the same time. It has the largest load-out jetty in the Middle East and Africa, capable of handling structures weighing up to 37,000 tonnes - perfect for large topsides structures. 

"The South Yard expansion is a testament to Drydocks World’s commitment to innovation and sustainable growth," said Sultan Ahmed bin Sulayem, Group Chairman & Chief Executive Officer at DP World. "As the demand for cutting-edge energy solutions rises globally, this facility will enable us to lead in renewable energy infrastructure." 

According to DP World, the South Yard expansion is fully powered by solar electricity from the nearby Sheikh Mohammed bin Rashid Al Maktoum Solar Park, reducing its carbon footprint. 

Australian Authorities Sink Two Illegal Fishing Boats and Prosecute Crews

 

Australia is ratcheting up enforcement operations against illegal foreign fishing vessels off the nation's remote western and northern coastlines, and its on-the-water busts are yielding prison sentences in short order.

Last week, 16 Indonesian fishermen pleaded guilty to illegal fishing charges at a court in the port city of Darwin. The individuals were captured in two separate interdictions earlier this month. 

The first intercept occurred on December 3 in Kimberley Marine Park, a reserve off Western Australia. The Australian Border Force arrested the vessel's nine crewmembers, confiscated their equipment and sank their boat at sea. 

The vessel's master had been caught and found guilty for illegal fishing offenses in Australia before, and he was sentenced to three months in prison. A second crewmember with a prior conviction received the same prison term, and the rest of the crew were given two years of probation backed up with a $2,000 undertaking. 

The second interdiction occurred December 9 off the coast of Oxley Island in Australia's Northern Territory. As before, the seven members of the crew were arrested, their gear confiscated and their boat destroyed. The master was fined AU$5,000, and the crew received three years of probation. 

All those not imprisoned will be deported promptly to Indonesia. 

The cases bring the total number of Indonesian illegal-fishing prosecutions at Darwin to 99 since July, reflecting the increased operational tempo of authorities' enforcement activities.

“Our message is clear: we have zero tolerance for illegal activity in Australian waters," said Commander Maritime Border Command, Rear Admiral Brett Sonter. "Those who engage in this activity risk losing everything – from their catch and equipment to their vessels and liberty." 

Australia's Competition Regulator Faults Stevedoring Firms for Inflation

 

This year has particularly been challenging for containerized cargo shippers, with geopolitical factors and low water levels in Panama Canal destabilizing supply chains. But these disruptions - combined with domestic shipping challenges - have seen some countries bear the brunt of high inflation, and Australia is among the nations most affected. In its annual report, the Australian Competition and Consumer Commission (ACCC) singled out supply chain disruptions as a major pain point for consumers in 2024. Some importers in Australia had to pay four to 11 times as much for ocean freight as a year earlier, according to the report.

“It’s been a difficult time for businesses dependent on the container freight supply chain, which in turn affects consumers and impacts the Australian economy through higher costs and shipping delays. We have found there are likely market failures in the container supply chain which may warrant a policy or regulatory response,” said Anna Brakey, ACCC Commissioner.

Specifically, the ACCC report raises concerns about the limited competition on landside charges charged by stevedores and empty-container storage yards. 

The report found out that stevedores and empty-container yards enjoy massive market power, giving them little incentive to discount their charges to transport operators. Over the last seven years, stevedores in Australian ports have reportedly hiked their landside charges far beyond any increases in operating cost. For instance, between 2016-17 and 2023-24, real stevedoring industry total revenue per lift has increased by $45 per container (22.6 percent), while real stevedoring industry total costs per lift have increased by $15 per container (8.9 percent).

“Stevedores appear to be able to raise landside charges more easily than charges to shipping lines, as importers and exporters are constrained in their capacity to respond to increases,” added Ms Brakey.

In a similar pattern, the empty-container yards have also significantly hiked prices since 2008. In Sydney for example, fees have increased from $3 per container in 2018 to $112 per container in the first half of 2024.

According to ACCC, these price hikes are uncompetitive and a sign that government scrutiny could be warranted.  

The Struggle Against Plastic Choking the Mekong

 

[By Anton L. Delgado]

On Son Island in Vietnam’s Mekong Delta, Le Trung Tin scatters fish feed into his ponds, where dozens of snakehead fish leap through the surface in synchronised bursts. “I taught them how to do that,” he says proudly, tossing another handful of feed at his fish.

The scene looks idyllic, but Le’s fish farm is a reluctant response to an escalating crisis. For decades, he made his living fishing the Hau River, a distributary of the Mekong. But in recent years, plastic waste clogged his nets and strangled the fish. “I had no choice but to stop,” he says. “Everything was tangled – trash, nets, even the fish themselves. It was hopeless.”

Now, Le relies on enclosed ponds using filtered water to keep his fish alive. “I built this ecological environment free of plastic waste, chemical spills and [protected it from] extreme weather,” he says.

(Video: Anton L. Delgado / Dialogue Earth)

Le’s experience reflects the wider challenges facing the Mekong. Stretching over 4,300 kilometres from the Tibetan Plateau to the South China Sea, the river supports nearly 70 million people and some of the world’s most biodiverse ecosystems. Yet, it is one of the most plastic-polluted rivers in the world and among the 10 rivers in Asia that carry the vast majority of plastic to the sea. The Mekong dumps – by some estimates – tens of thousands of tonnes each year into the ocean, with plastic waste accumulating along its banks, tributaries and lakes.

Plastic enters the Mekong in myriad ways – agricultural runoff, unregulated dumping and a flood of single-use packaging from upstream countries like China and Myanmar. It accumulates in hotspots like Tonle Sap Lake in Cambodia and the wetlands of Vietnam’s Mekong Delta, where this plastic waste threatens biodiversity, food security and human health.

The unchecked proliferation of single-use plastics, combined with a lack of waste management infrastructure across the region, has resulted in widespread mismanagement of plastic waste – much of which is neither recycled, incinerated nor properly disposed in landfills. Vietnam, often ranked as the world’s fourth-largest contributor of mismanaged plastic waste, also accounts for a significant share of marine plastic debris, highlighting the country’s struggle to address the crisis effectively.

Addressing the Mekong’s plastic pollution crisis will require coordinated efforts from regional governments and transboundary organisations, however experts say a lasting solution requires a bold global agreement limiting plastic use and production, combined with enforceable regional policies.

A global crisis: Will the plastics treaty deliver?

Hopes were high as national negotiators gathered in Busan, South Korea, to finalise the Global Plastics Treaty – an ambitious UN effort aimed at tackling the global plastic pollution crisis. However, the talks were adjourned earlier this month without agreement, leaving campaigners frustrated in their push for the treaty to address both ends of the crisis: limiting plastic production and improving global waste-management systems.

On Sunday 1 December, the final day of the summit, Eirik Lindebjerg, global plastics policy lead for WWF, said governments were “no closer to agreeing on a solution to the worsening plastic crisis.”

“For too long, a small minority of states have held the negotiation process hostage. It is abundantly clear that these countries have no intention of finding a meaningful solution to this crisis,” he continued in a press release. “It is unjust that those who bear the greatest burden of plastic pollution are being denied the opportunity to forge a solution among themselves by those profiteering off the unregulated production and consumption of plastic.”

Critics also point out that previous global agreements to resolve environmental crises, such as climate change and biodiversity loss, have fallen short of their goals due to weak enforcement mechanisms and the influence of powerful industry lobbying groups.

A plastic bag full of waste floats down the Ruak River, a tributary of the Mekong on the border of Myanmar and Thailand. Nearby, a rescued elephant plays in the water. The United Nations Environment Programme warns plastic pollution could triple by 2040, threatening the biodiversity of this rich ecosystem (Image: Anton L. Delgado / Dialogue Earth)

Plastic production has doubled over the past 20 years, with over 400 million tonnes produced annually. Single-use plastics, which make up half of this total, are particularly problematic, accounting for a significant portion of the waste clogging rivers like the Mekong. While technological solutions like recycling and waste-to-energy plants are often advocated by industry, their impact pales in comparison to the scale of production.

The United Nations Environment Programme (UNEP) has warned that plastic pollution could triple by 2040 without drastic action.

“The price for inaction is far greater than wasted time, it puts both planetary and human health on the line and sets us up for a scenario where ambition could diminish over time,” says Erin Simon, vice president and head of plastic waste and business with WWF. “We can’t back down on delivering a legally binding text that finally puts us on a course to eliminate plastic pollution,” he added.

Local fisher Boonrat Chaikeaw catches a net full of trash as he plies the Mekong’s waters by Chiang Khong on the border of Thailand and Laos (Image: Anton L. Delgado / Dialogue Earth)

Dialogue Earth visited four plastic-waste hotspots along the lower reaches of the Mekong – Chiang Saen in Thailand, Phnom Penh and Tonle Sap Lake in Cambodia and Vietnam’s Mekong Delta. These sites showcase the problems the plastics treaty needs to address: waste from newly produced plastic, the damaging impact of plastic waste on local people and the transnational nature of the problem.

Chiang Saen, Thailand: Where the Mekong’s plastic problem peaks

In northern Thailand, the Mekong flows past Chiang Saen near the Golden Triangle, where Thailand, Myanmar and Laos converge. Here, plastic waste collects in growing heaps along the riverbanks. The debris – food wrappers, plastic bottles and fishing nets – has floated downstream from upstream countries like China and Myanmar, clogging tributaries like the Ruak River.

“Sometimes it feels like the waste never ends,” says Poonyawee Srisantear, who manages a local elephant camp. Mahouts (elephant keepers) at the camp regularly collect rubbish from the riverbanks to protect their elephants. “The smell of food clings to the plastic and elephants often mistake it for something to eat,” she explains. “When they swallow it, it can be life-threatening to them.”

(Video: Anton L. Delgado / Dialogue Earth)

Although plastic waste is visible along the Mekong’s banks, quantitative information remains scarce. In recent years, international organisations have tried to quantify the scale of the problem.

Thailand, like many Mekong countries, also struggles with inadequate waste management systems, which exacerbate the problem. Over 150 plastic-waste hotspots have been identified across the country. A 2023 study detected close to 1,000 official and unofficial waste sites across Southeast Asia, nearly a fifth of which were located within 200m of a waterway. Almost half of these were in the five Mekong nations of Myanmar, Cambodia, Laos, Thailand and Vietnam.

A volunteer douses a burning pile of rubbish at an unofficial dump site next to the Tonle Sap River in Cambodia. The lack of proper waste management exacerbates the problem of plastic pollution in most Mekong countries (Image: Anton L. Delgado / Dialogue Earth)

Chiang Saen is also the site of one of the Mekong River Commission’s (MRC) upcoming video monitoring stations, part of a broader initiative to track plastic flows across the basin. The MRC serves as an intergovernmental advisory body and the video monitoring system dovetails with its new protocols for riverine microplastic monitoring; the first guidelines standardising water health monitoring across the lower Mekong basin.

“We need more [and better] data to drive policy change,” says Phan Nam Long, a water quality officer with the MRC. “Without information on the scale of the problem, we cannot create effective solutions.”

Critics, however, argue that such monitoring efforts fall short of addressing the underlying problem, in part due to the MRC’s limited advisory role to the region’s governments.

“It is fine for the MRC to monitor. Yes, the more information, the better. But that can’t be the only thing the MRC or the Mekong nations do,” says Niwat Roykaew, also known as Kru Thi (teacher in Thai), an environmental activist, who founded the Mekong School. “We can see how the garbage impacts the river. We can see how the garbage impacts those dependent on the river. That is enough information for us to begin to act.”

Niwat wants to see a basin-wide accountability framework to tackle plastic pollution. But with no agreement from the UN in Busan, he questions whether the Mekong region will be able to overcome its own divisions to establish a unified approach.

“All the countries that share the Mekong River must share the responsibility,” he says. “Plastic is choking the river and the consequences affect us all – from the fish we eat to the water we drink.”

Recent studies conducted along the riverside near Niwat’s school underline his point.

“We’re addicted to plastics, now more than ever,” says Panate Manomaivibool, an assistant professor at Thailand’s Burapha University. Over the course of a year, ending in July 2022, his team collected 2,650 large waste samples from the waters around the Golden Triangle. He adds: “Compared to the scale of the problem, attempts to fix it are tiny.”

Panate’s research determined that 91% of the waste was plastic, with labels indicating around 30% originated in Myanmar and nearly 20% in China, underscoring the transboundary nature of the challenge. “Plastic pollution has already contaminated our food chain and all life in the Mekong,” he warns.

Panate tells Dialogue Earth he tries “to be optimistic that we are not yet at the irreversible turning point”, but fears the region’s addiction to plastic will be hard to break.

“We are the first generation facing this problem on this scale. Our ancestors, even our parents, were never exposed to this level of plastic pollution,” he says. “Without an alternative, our countries will always choose to use the cheapest, easiest option. For now, that remains plastic.”

The confluence of the Ruak and Mekong rivers marks the point where Myanmar, Laos and Thailand meet, an area known as the Golden Triangle. Over 4,300 km in length, the Mekong passes through or marks the borders of six countries (Image: Anton L. Delgado / Dialogue Earth)

The Thai government has taken action by announcing a ban on plastic waste imports from 2025, a move inspired by China’s 2018 restrictions, which redirected foreign waste to countries such as Vietnam, Malaysia and Thailand itself. Yet domestic plastic consumption continues to rise.

“The more people there are, the more the city develops, the economy grows and the use of plastic increases,” says Saksan Chuamuangpan, director of Chiang Saen’s Public Health Department.

Waste production in the district has skyrocketed from two tonnes per day two decades ago to 15 tonnes today, he says, and warns a joint effort is needed.

Tonle Sap Lake: Cambodia’s beating heart

In Cambodia, Tonle Sap Lake – a vital freshwater fishery for Southeast Asia – is increasingly choked by plastic waste. Each monsoon season, the Tonle Sap River reverses flow, carrying waste upstream into the lake. This cycle has made the survival of the lake’s ecosystems ever more uncertain.

Since assuming the role of Cambodia’s environment minister last year, Eang Sophalleth has made addressing plastic pollution a priority. As part of a national anti-plastics campaign he has called on half of Cambodia’s 17 million inhabitants to reduce their use of plastics.

“Plastic is our number one enemy,” he said at the September launch of the campaign.

Cambodia also joined the Global Plastic Action Partnership last year and signed an agreement with Laos to tackle cross-border plastic pollution. But the focus has been on changing public perception and plastic habits, with little mention of plastic manufacturers or waste management improvements. Eang says only when plastic reduction targets are met, will a major clean-up of Tonle Sap Lake, the nation’s main source of protein, take place. “There’s no point in cleaning if we’re throwing away more than we clean up,” he said.

As it stands, though, much of the plastic continues to accumulate in fishing nets and along the shorelines, with little evidence of progress on waste reduction.

The propeller of a fishing boat on Tonle Sap Lake, jammed by a plastic bag. Fishers on the lake, and elsewhere along the Mekong, face a daily struggle with plastic waste, which breaks their motors and clogs up their nets (Image: Anton L. Delgado / Dialogue Earth)

In Kampong Phluk, a fishing village on Tonle Sap Lake, plastic waste disrupts daily life for local communities. Sophal Sea, director of the NGO Bambooshoot, says the debris is damaging livelihoods. “The nets get tangled, motors break down and fish stocks are declining,” he says.

Welcoming the government’s apparent focus on plastic, he adds: “This is the first time I’ve heard government leaders promise that kind of support.” However, he stressed the need for political support and regulations to address the systemic issues fuelling the crisis and to wean Cambodia off what he described as its “trash culture”.

Plastic disposal options are scarce in villages surrounding the lake, leading residents to dump waste directly into the water.

“Most people don’t know how to dispose of their waste properly. They just throw it everywhere,” says Srey Toch, a litter picker with River Ocean Cleanup who has joined Sophal and a group of volunteers to collect rubbish at the confluence of the Tonle Sap and Mekong rivers.

Srey Toch’s observations are corroborated by Sovann Nou, River Ocean Cleanup’s executive director, who attributes the problem to inadequate household and industrial waste management, combined with limited awareness amongst the public regarding the impact plastic waste has.

Walking along the riverbank, he stops to hold up some of the debris: plastic tarps, bottles and tyres. At one point he pauses to pick up a dead turtle lying among the waste – its death a stark reminder of the toll plastic pollution takes on wildlife.

As the Mekong flows south past Phnom Penh toward Vietnam, Eang expressed hope that other upstream nations will follow Cambodia’s lead in beginning to take steps to tackle plastic pollution. “If we clean up plastics, downstream communities like Vietnam will be grateful. We’ll all benefit,” he said.

Can Tho: Where the Mekong meets the sea

In Vietnam’s Mekong Delta, the river fans out into a vast network of tributaries and wetlands supporting millions of people through farming and fishing. Known as Vietnam’s “rice bowl”, this fertile region is also heavily impacted by plastic pollution, with much of the waste from upstream deposited in its waterways and rice fields.

By the time the Mekong reaches Vietnam’s Delta, the river carries the accumulated waste of its 4,300km journey.

“Most inland waste reaches the river through canals, especially during annual flooding,” says Nguyen Xuan Hoang, a researcher from Can Tho University’s College of Environment and Natural Resources. “Most of this plastic isn’t from Vietnam, but as the basin’s lowest point, we suffer the most.”

Back on Son Island, on the Hau River, Le has experienced this suffering firsthand, but switching to fish farming in enclosed ponds appears to have paid off. He notes a reduction in fish deaths, combined with an increase in profits compared to his previous ventures in the plastic-choked waters of the river.

“Living in harmony with nature is essential for fish farming, but it’s becoming harder in the delta,” he adds, acknowledging the additional effort required to shield his livelihood from the worsening environmental challenges.

For farmers like Trung Tin, in nearby Thoi Lai District, the pollution is impossible to ignore. Due to a lack of plastic waste disposal options, farmers often leave fertiliser and pesticide bottles in fields, fearing the release of toxins if they burn them. Rain washes these bottles and residues into the canals, polluting the delta’s waterways.

Rice farmer Trung Tin picks up plastic waste from his paddy field in Vietnam’s Mekong Delta. Lacking waste disposal infrastructure, he says farmers often have no choice but to leave used fertiliser and pesticide bottles – like the one he is carrying – in their fields (Image: Anton L. Delgado / Dialogue Earth)

According to Trung, who has farmed rice for over 20 years, “the climate now is not easy”. “The soil has less nutrition, and we must protect crops, even if it means using more chemicals.” Seeing discarded bottles in the river, he adds: “It’s scary to think about what’s in the fish we eat.”

Cong Thuan Nguyen, another researcher at Can Tho University, confirmed that agricultural waste from rice farms is a significant source of pollution. “We’re still trying to understand the full scale. The more we learn, the more the problem grows,” he tells Dialogue Earth.

In 2019, the Vietnamese government appeared to take steps to combat the plastic crisis, by announcing a ban on plastic waste imports starting in 2025. In 2022, it implemented the Extended Producer Responsibility policy, requiring companies to manage the recycling of their products and packaging to reduce waste and promote sustainability.

Despite these commitments, the country was the world’s fourth largest importer of plastic waste in 2022, adding to its waste management struggles. A significant proportion – up to 30% – of this imported plastic leaks into rivers and waterways, including the Mekong Delta, often carried by runoff or untreated wastewater.

As the 2025 deadline for plastic waste imports approaches, Vietnam’s ability to enforce the ban and transition to alternative recycling or disposal systems will be critical to reducing the plastic burden on the Mekong Delta and safeguarding the livelihoods it sustains. Among these challenges is the need for greater clarity from Vietnam, whose stance on INC-5 appears to straddle both national economic interests, particularly in the plastics industry, and broader commitments to addressing global plastic pollution. Moving forward, Vietnam will need to prioritise one over the other to demonstrate its commitment to tangible action.

Thailand, meanwhile, has expressed support for a legally binding international agreement to reduce plastic waste and mitigate its environmental and health impacts. However, its heavy reliance on single-use plastics and limited progress in addressing domestic waste management challenges raise questions about how effectively these commitments will be implemented. Similarly, while Cambodia has emphasised the importance of effective implementation mechanisms, including the establishment of national committees under Article 8 of the treaty, its capacity to deliver on these objectives remains uncertain. The country’s reliance on international collaboration, capacity-building and technical assistance underscores gaps in its existing infrastructure to tackle plastic pollution independently.

Meanwhile, grassroots efforts are working to clean the Mekong Delta despite overwhelming odds. Waste-collecting boats regularly navigate canals to remove debris and NGOs run educational campaigns to reduce dependency on single-use plastic.

The Mekong’s plastic crisis is not just a regional issue; it is emblematic of a global failure to manage waste sustainably. As the river carries tens of thousands of tonnes of plastic waste into the South China Sea each year, its plight underscores the urgency of solutions at every level – local, regional and global.

“We have not yet reached the summit of our efforts,” INC chair Luis Vayas said on Sunday, at the end of seven days of negotiation that concluded without consensus. The meeting was adjourned, with plans to reconvene next year, leaving questions about how soon tangible actions might address pressing issues like plastic pollution in the Mekong Delta.

Without intervention, the Mekong will continue offloading plastic into the South China Sea. From the first signs of plastic pollution in the Golden Triangle to the plastic-clogged canals of the delta, the river’s journey highlights the urgent need for coordinated, cross-border action to protect both the river and the millions who depend on it.

Anton L. Delgado is a multimedia journalist based in Cambodia, covering news and the environment across the region. He is also a former Pulitzer fellow.

This article appears courtesy of Dialogue Earth and may be found in its original form here

Leading the Way: MEBA Recruits a New Generation of Mariners

 

It's a new era in American maritime. The old generation is retiring. A new one is taking its place. But challenges remain as a career at sea becomes less and less appealing to job-seekers.

"Gone are the days when highly educated and skilled people work quietly for the same company for 30 years," says M.E.B.A. President Adam Vokac. "We're in an era of job-hopping every few years, social media and more accessible options. Understanding how to market and recruit in the new environment will, we hope, keep us relevant."

Fortunately, the 46-year-old Vokac and his youthful leadership team at M.E.B.A. know exactly how to do that. They're among the youngest labor leaders in America right now and have a vibrant vision of what needs to be done to promote and grow U.S. maritime. "The future of American maritime labor is diverse, young, educated and hungry," notes Roland "Rex" Rexha, M.E.B.A.'s Secretary-Treasurer. "We believe we exemplify these traits as leaders and are hoping to use our platform to create a brighter future for our members and our industry."

So far, so good. Since taking office in 2021, Vokac and his team have seen membership go up, pay and benefits improve and more options become available for those who want to come shore-side. And for the first time in nearly 50 years, the sitting President of M.E.B.A. is running unopposed for reelection – a rousing mandate from members that they approve the path Vokac and his team have chosen.

A history of righting wrongs

M.E.B.A. traces its origins back 150 years. Back then, boiler explosions aboard steamships were frequent and catastrophic. Miserable safety standards and miniscule paychecks made the life of a mariner an unstable and precarious profession.

To combat this nefarious state of affairs, M.E.B.A.'s ten founding fathers met in Cleveland, Ohio in 1875 to form a united front against the dangerous working conditions of the day. They joined forces to effect change – not because shipowners wanted it to happen – but because they realized that things wouldn't get better for mariners without the solidarity of a union.

They laid the groundwork for a union dedicated to protecting and advancing the interests of mariners everywhere. M.E.B.A. was the first union to secure a 40-hour work week at sea, setting a new standard for maritime labor. M.E.B.A. forefathers won the right to overtime pay and night relief, ensuring fair compensation for all hours worked. Additionally, M.E.B.A. achieved the right to manage its own hiring halls and to have union representatives visit ships and safeguard proper working conditions for its members.

M.E.B.A. fought tirelessly for legislation to certify and license waterborne engineers, ensuring high standards in the profession. It secured the placement of U.S. officers – both deck and engine – aboard U.S.-flag ships, played a key role in repealing unfair seafarer fees and significantly improved the standard of living for all mariners. Most importantly, it provided for the safety of its members in a highly dangerous profession – a concern that persists to this day.

Among its most dynamic leaders was former President Jesse Calhoon, a powerful, visionary personality and a formidable adversary in negotiations. Serving as M.E.B.A.'s top executive and Chairman of the Board of Trustees for over 20 years (1963-1985), he leveraged his boundless energy to significantly impact the industry and Capitol Hill.

Under his leadership, wages and benefits for members saw dramatic increases, and his advocacy extended far beyond the confines of his own union and had a profound impact on the broader maritime community nationwide. With more than 40 years of dedicated service to M.E.B.A., Calhoon achieved numerous victories for the union, leaving a lasting legacy that continues to influence and shape the organization today.

His legacy is further preserved in the Calhoon M.E.B.A. Engineering School (CMES) in Easton, Maryland. Established by Calhoon in 1966 as a merchant marine cadet program to train young men and women seeking licenses and an eventual career at sea, CMES eventually evolved into the foremost continuing education facility for licensed officers, making M.E.B.A. the most reliable source of seagoing labor today. In 2011, the union began celebrating "Jesse Calhoon Day" on his April 4th birthday.

Over the past 150 years, M.E.B.A. has evolved as a leader in the maritime industry on many fronts including the safest working conditions, the best contracts in the industry, fair and equal representation of members and a long-term, well-funded pension plan with the best retirement benefits in the industry.

As a result, the union's membership includes not just marine engineers but deck officers and unlicensed positions as well. "We have contracts that represent virtually every shipboard position," says Vokac, "and we continue to attract a diverse workforce – both deck and engine, officers and unlicensed, and related shoreside positions."

A new vision

Today's challenges, of course, are different from those of the past. There's a chronic shortage of mariners, not a surplus–not just in the U.S., but globally. The American flag fleet is shrinking–like those of so many other countries.

"Our number one challenge is growth," Vokac states. "Most newly licensed officers are not willing to commit to sailing deep sea for the next 30 years. They want a better balance between work and family life."

So M.E.B.A. has aggressively sought out shoreside opportunities for those members who, after a number of years at sea, want to do something else. To enhance the attractiveness of a life at sea, it strongly advocates reestablishment of a healthy pay differential between a sea career versus one on land to compensate for the dangers and sacrifices of a life at sea – a kind of combat pay that disappeared over time. And it's currently working on legislation to increase U.S. cargo by providing tax incentives to shippers who voluntarily choose to fly the stars and stripes.

"The intent is to increase the economic competitiveness of U.S.-flag ships, thereby increasing their number," he explains. "Legislation like the above would incentivize more cargo and be an organic driver of growth. Companies could invest long-term and make bold operational decisions with confidence. And when the industry finally has a positive outlook, more young people will want to join it."

The rest of the industry is taking notice. Last year, Vokac was the recipient of the prestigious AOTOS (Admiral of the Ocean Sea) Award from United Seamen's Service – one of the youngest recipients in the award's long history. He was cited for his "exceptional leadership and dedication to protecting the rights of merchant mariners."

He understands that, to succeed, he needs the support of the rest of maritime – not just the unions but the companies that employ them: "We all recognize that working together will improve maritime more than working alone." He and his team at M.E.B.A. are proudly leading the way.

China Blocks Investigation of Bulker Suspected of Baltic Subsea Attack

 

Chinese government officials have refused to let a Swedish prosecutor board a Chinese bulker that was accused of sabotaging subsea cables in the Baltic, according to the Financial Times.  The vessel and crew have now departed the region, and they are under way for Egypt - leaving just one last opportunity to apprehend them in NATO member states' waters.

On Nov. 17-18, two subsea cables suddenly broke off the coast of Sweden. AIS data shows that the bulker Yi Peng 3 was maneuvering oddly at the sites where the cables were severed. In addition, one of its anchors is badly twisted, and the damaged cable sites showed clear signs of anchor-dragging on the bottom.

Yi Peng 3 was intercepted by Danish forces as she entered the Great Belt, but she was not halted while transiting Danish waters. Instead, she was allowed to exit the Great Belt and anchored just outside of Danish territorial seas, in the Kattegat. There she remained for a month, guarded by Danish and German vessels - safe from a law-enforcement boarding because she was in international waters.

Sweden - which is leading the investigation - petitioned the Yi Peng 3's flag state for permission to board and inspect the vessel. The flag state, China, said that it would cooperate and then negotiated over the terms of investigators' access for weeks. In the end, Chinese authorities sent their own team to conduct an investigation and allowed European representatives to participate as observers only. Sweden's public prosecutor on the case, Henrik Söderman, was disallowed by Chinese officials and could not board to perform his duties, according to the Financial Times. 

"It is remarkable that the ship leaves without the prosecutor being given the opportunity to inspect the vessel and question the crew within the framework of a Swedish criminal investigation," Swedish foreign minister Maria Malmer Stenergard told the FT. 

The Yi Peng 3 affair is the second suspected subsea infrastructure attack involving a Chinese vessel in the Baltic in two years, and Lithuanian foreign affairs minister Kestutis Budrys suggested that it is time to take action. 

"Building security starts with mitigating weaknesses," said Budrys. "China's unwillingness to cooperate on the undersea incident investigations in the Baltic Sea cannot be allowed to set a precedent in Europe - or anywhere else. If the 'what's mine is mine' mentality becomes a new global norm, it will have to be countered by new navigation rules in EU waters to address vulnerabilities."

As of Sunday, Yi Peng 3 was under way in the North Sea and headed south for the English Channel, putting her on a course to pass through the Strait of Dover - the last point on her route that will put her in jurisdictional reach of Sweden's NATO allies. For the remainder of her declared voyage to Egypt, she will be able to use international waters to transit onwards. 

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