With global ship demolition at record low levels, Bangladesh’s shipbreaking industry has reported that 2024 saw a massive drop in scrap ship imports. Only 144 ships were sent to Bangladesh last year for recycling, equivalent to 968,000 GT, the lowest since 2005. As the leading global ship recycling destination, Bangladesh usually processes at least two million GT of end-of-life ships, according to the sector’s data for 2023. The peak year for the Chattogram-based industry was in 2021 with 280 ships (2.73 million GT) demolished.

However, 2022 marked an inflection point as ship recycling imports fell to 1.14 million GT. At the time, factors such as the start of the Russia-Ukraine war were blamed for the drop. But disruptions in the shipping industry continue to multiply, leading to fewer ships being sent for demolition. This became exacerbated last year as Red Sea crisis led to demand for extra capacity in shipping, including older vessels designated for recycling.

Further, demolition prices fell significantly over the course of 2024, from a high of $600/LDT (Light Displacement Tonnage) in Q1 to $450/LDT by end of December, according to data by demolition ships cash buyer GMS. This has left many yards in South Asia in a state of limbo, with some opting for a temporary closure.

While an uptick in recycling markets is expected in 2025, the long-term sustainability of yards in Bangladesh will depend on how they pivot their operations for global environmental compliance. The Hong Kong Convention (HKC) on safe recycling of ships will take effect on June 26. Yards are therefore expected to comply with standards set by the HKC. But some industry analysts have said that Bangladesh has not done enough to get its yards certified under HKC. Unfortunately, this could see Bangladesh lose its top position in global ship recycling to India.

“With over $100 million funding from international donors, India has developed 120 green yards on the coast of Alang in Gujarat to recycle ships following the HKC. In contrast, Bangladesh has developed only five green yards in the last 10 years, which are not enough to compete with India. This means that Bangladesh is likely to lose its top position this year,” Anam Chowdhury, President of the Bangladesh Marine Officers Association (BMOA) told the Business Standard newspaper.

According to 2023 data by India’s ratings firm Care Edge, Bangladesh accounted for 46 percent of the global gross tonnage dismantled in the year. India was second, accounting for 33 percent.

 

Wind energy historically provided the basis for vessel propulsion, using sails and sometimes kites. During the 1920s, engineer Anton Flettner developed large cylinders spinning on a vertical axis to redirect a wind stream to produce vessel propulsion. There is scope to combine recent developments in multiple technologies with Flettner cylinders to enhance the performance of wind-assisted and wind-propelled commercial vessels.

Introduction

Flettner rotors are large cylinders that spin on a vertical axis, redirecting the flow of wind energy to produce a reaction in the form of propulsion on large vessels sailing through windswept regions of ocean, reducing fuel consumption.

Flettner Rotor operation might be compared to that of an aerosol can where a small amount of pressure applied to the control button releases a large amount of pressure from storage. A small amount of energy from an electric motor is required to spin the Flettner cylinder, which redirects the flow of wind energy to produce a massive amount of propulsive thrust. There are alternate methods by which to sustain cylinder rotation.

Geographic locations

Several regions of the world experience reliable and steady winds. Coastal winds occur in many regions after sunrise, with wind blowing inland from sea to land and in the opposite direction after sunset. Both wind directions provide the basis for wind-based vessel propulsion, with predominant wind direction determining the choice of wind-driven propulsion technology. While some wind-powered vessels would need to sail directly into headwinds, other vessels would sail parallel to the wind, while even other vessels could redirect kinetic energy from side-winds to achieve propulsion. Already proven technology can convert energy from tail winds and side winds.

Some ship captains had recorded fuel consumption on their vessels on certain voyages, prior to and after installation of Flettner rotors. They reported up to 25% reduction in fuel consumption along sections of the voyage with rotors in operation. Whereas sails of clipper ships delivered up to 3,500-horsepower, groups of deck-mounted rotor sails are estimated to deliver up to and over 10,000-horsepower on voyages that pass through windswept regions of the ocean. 

Related technologies

The concept of “convergence of technologies” combines features of existing and proven technologies with large cylinders that rotate on a vertical axis above the deck of a ship. Cylinder rotation requires a small input of power to redirect a large amount of wind energy that would result in propulsion. The cylinders need to rotate either clockwise or counter clockwise depending on wind direction. Bi-directional mechanical gearboxes are available in the railway industry, with bi-directional electric motors also being readily available. Flywheels along with variable ratio transmissions and multi-speed gearboxes are also readily available.

Maritime vessels can carry the weight and accommodate the volume of multiple container size grid-scale batteries that could sustain several days of cylinder rotation aboard commercial vessels. Certain configurations of deck-mounted wind turbines could through gear mechanisms, initiate and sustain cylinder rotation. Waterwheels could likely sustain deck-mounted cylinder rotation after a vessel has reached a suitable sailing speed. During daylight hours, electric energy from solar photo-voltaic panels could energize electric motors that sustain several hours of cylinder rotation.

Wind turbines driving cylinders

Tilting a self-starting, vertical-axis bladed wind turbine by 90-degrees lets it rotate on a transverse horizontal axis. Installed at low elevation above the deck, it would drive a vertical-axis Flettner rotor through a bi-directional gearbox. A deflector would guide wind energy only to the working section of transverse-axis bladed turbine. Above certain wind speed, bladed small wind turbines of sufficient size and spinning on a horizontal axis would be able to sustain rotation of large non-bladed deck-mounted cylinders, allowing them to redirect a massive amount of wind energy to produce vessel propulsion.

An alternative approach could involve low-cost, long-life grid-scale batteries housed inside shipping containers and carried far below deck. Battery-driven electric motors could sustain propeller driven propulsion for short distances, departing from port and sailing into a port. Batteries driving the cylinders via electric motors could sustain vessel propulsion between ports of origin and destination, both located in windswept regions. Future wind-powered vessels could combine batteries, flywheels, water wheels, Flettner rotors, suction sail propulsion along with kite technology on the same vessel, so as to use trade winds and side winds for propulsion.

Conclusions

Wind energy is presently assisting some piston engine vessels with propulsion. There is also growing interest in developing commercial vessels that sail almost exclusively on wind energy, potentially sailing the routes of clipper ships and schooners of an earlier era in both short-sea and trans-ocean shipping. While a small number of wind-powered passenger cruise ships use deck mounted aeronautical wing type sails and kite-sails for propulsion, future wind-powered cruise ships could feature the combination of Flettner rotors, suction sails, and stacked kite technology to provide propulsion.

 

The shipping industry is looking for CO2-reducing alternatives to bunker fuel, and LNG has become the preferred alternative fuel of choice, according to data collected by DNV. 

DNV’s annual review shows that the shipping industry is forging ahead. Last year, a total of 515 alternative-fuel ships were ordered, representing a 38 percent year-on-year increase compared to 2023. 

The boom in container and car carrier newbuilds in recent years has been instrumental in the growth of alternative-fueled vessel orders, a trend that was maintained last year. In 2024, the container and car carrier segments made up 62 percent of all alternative fuel orders, an indication that cargo owners were responding to consumer demands for more sustainable practices and a push by liner companies to replace older tonnage.

In 2024, LNG gained prominence as the fuel of choice as market dynamics drove a shift away from methanol, which had a standout year in 2023. Ocean carriers placed an order of 264 LNG vessels in 2024, more than double the number of vessels ordered in 2023. 

Considering the industry also witnessed a record number of LNG dual-fuel deliveries - totaling 169 vessels in 2024 - the number of LNG-fueled ships in operation is on the rise. By the end of last year, 641 LNG-powered ships were in operation with the number expected to double by the end of the decade.

A key factor that is propelling the increase in LNG-fueled ship orders is the fact that LNG bunkering is maturing. Last year saw the number of LNG bunker vessels in operation increase to 64 from 52, with the growth expected to continue this year. However, there are concerns that an existing gap between LNG bunkering supply and demand could widen over the next five years based on dual-fuel ship order volume.

DNV noted that building more bunkering infrastructure helps the existing fleet and stimulates future demand at the same time. The European Union is already implementing requirements for a large network of ports to have LNG bunkering infrastructure, which will increase fuel availability.   

“As we work towards decarbonizing the industry, we are encouraged by the growth in alternative fuel vessels over the past few years,” said Knut Ørbeck-Nilssen, CEO of DNV Maritime. “While recent figures are promising, we must keep pushing forward. The technological transition is underway, but supply of alternative fuel is still low. As an industry we need to work with fuel suppliers and other stakeholders to ensure that shipping has access to its share of alternative fuels in the future.”

Though orders for LNG vessels dominated in 2024, it was not the only fuel on shipowners’ minds. A total of 166 methanol vessels were ordered during the year, up from 138 in 2023. Most of the methanol orders, totaling 85, were in the container segment. The increase in methanol orders indicates that while liners are facing a challenge due to the slow development of green methanol production, they still believe in a diverse fuel pool.

The same sentiment drove promising momentum recorded in ammonia-fueled vessels. In 2024, there were 27 orders compared to just eight in 2023. The first non-gas carrier ammonia-fueled vessels orders were placed in 2024, totaling 10 in number, half of which were in the bulk carrier segment.  

 

Value Maritime has secured funding from the Dutch government to install a new version of its carbon-capture technology aboard another vessel owned by repeat customer Samskip.

Samskip has experience with Value Maritime's scrubber/carbon capture systems. It has installed units aboard the boxships Samskip Innovator and Samskip Endeavor, two biofuel-driven feeders that operate between the UK and the Netherlands. 

To add carbon capture to another ship, Samskip and Value Maritime partnered to apply for funding from the Netherlands' Maritime Masterplan program, and they were selected. Their demonstration project will develop, build and install a first-of-its-kind, extra-compact carbon capture system for the Samskip Kvitbjorn, an LNG-fueled ro/ro freight ferry that operates between Rotterdam and Hammerfest. 

The new variant draws on experience gained from Value Maritime's first-generation CO2 capture/SOx scrubber system, first installed on the boxship Nordica and now used by a growing number of small cargo vessels and tankers. The system can remove and capture up to 40% of CO2 from the ship's exhaust gas, which is then stored onboard.

The model for Samskip Kvitbjorn will have its height and footprint reduced by one third, making it the smallest of its kind in the world, Value Maritime said. It will be combined with an exhaust gas heat recovery system to generate electricity from flue gas, thereby boosting fuel efficiency. 

Value Group has also secured a $2 million investment from Energietransitiefonds Rotterdam to develop a hub for CO? offloading and processing in Rotterdam. The Filtree system captures CO2 in liquid amine and stores the resulting mixture in a tank onboard; on arrival, it is offloaded and replaced with fresh amine, and the stored CO2 is extracted onshore. The new hub will manage the CO? offloading and handle the amine processing.

 

[By Yan C. Bennett]

As in his first term, Donald Trump should continue a resolute approach toward China in his second term. This approach was and is grounded in the belief that a more assertive posture will deter China’s expansionist ambitions, reinforce US credibility among allies and safeguard economic and technological leadership.

Trump’s track record and cabinet nominations suggest a consistent approach moving forward, with several initiatives needing only formal adoption or targeted reinforcement of existing policies.

The United States should, and under Trump’s leadership again probably will, prioritize four key objectives: counter Chinese advances in the Indo-Pacific, insist on Taiwanese self-defense, oppose Beijing’s predatory economic practices, and compete in economic and technological development.

Key priorities of the first administration included promoting US interests, economic prosperity and preserving peace through strength. Trump’s proposed foreign policy team for his second administration, including Senator Marco Rubio as secretary of state and Michael Waltz as national security advisor, signals a maintained firm stance on China, reflecting the general trajectory of the first term.

Their records suggest the new administration’s priorities will include more stringent economic and cybersecurity policies to address evolving challenges posed by China. As secretary of state, Rubio may also spotlight China’s human rights violations, potentially amplifying international pressure on Beijing. Overall, however, the tone and intent will likely follow Trump’s previous hardline approach.

One of the most pressing foreign policy challenges is China’s growing global influence through economic coercion. The first Trump administration’s recalibration of US-China relations included confronting predatory economic practices, prioritizing US business interests, and asserting technological leadership.

The Biden administration largely continued these strategies, affirming their effectiveness. The incoming administration is likely to build on this foundation, focusing on peace through strength, advancing technological competitiveness and bolstering economic resilience.

Countering China’s advances in the Indo-Pacific is another priority. To do so, the US military will need to modernize key capabilities such as space, cyber, and missile defense systems. Since Trump promoted military modernization in the 2017 National Security Strategy and 2018 National Defense Strategy, it’s likely to be a key strategy under his second administration.

Trump’s first-term efforts to push allies to share the financial and operational burdens of defending the free world have yielded results, particularly among NATO members. NATO’s annual defense spending increased due to additional contributions from several European allies, while Germany committed to significant military spending hikes. Expect more of this in Trump’s second term, strengthening collective security and alleviating the US’s disproportionate burden.

To confront China’s ambitions in the Indo-Pacific, the US needs to deepen cooperation with allies through joint exercises, intelligence-sharing and expanded base access. NATO and like-minded democracies have expressed shared commitment to a free and open Indo-Pacific, presenting an opportunity for unified action. Trump has endorsed AUKUS, talks for which began under his first administration.

Taiwan remains a flashpoint. Since 1972, the US’s One China policy has insisted that the Taiwan question must be solved peacefully by the two sides themselves. Accordingly, one of the main provisions of the 1979 Taiwan Relations Act places the burden of defending the island on Taiwan. Trump’s demonstrated expectation that allies must help themselves indicates he will expect Taipei to do more.

Taiwan must strengthen its military capacity, harden key infrastructure and reduce its reliance on foreign military support. Previous administrations have rarely demanded this, but the incoming administration should strongly encourage Taiwan’s self-reliance in defense matters. Enhanced self-sufficiency and readiness are essential to preserving peace and minimizing the risk that the US would have to intervene to defend the island. Taiwan must make the costs of invasion and occupation prohibitively high for China.

The US must also lead in countering China’s predatory economic practices, including forced technology transfers and state subsidies. Promoting compliance with international trade rules, diversifying supply chains and supporting US businesses will strengthen the global economic order. Free-market principles and expanded trade partnerships will challenge China’s state-driven model and showcase the benefits of an open, rules-based system.

To outpace China’s ambitions, the US must invest in critical technologies—such as AI, quantum computing and advanced manufacturing—and diversify critical mineral supply chains. Trump’s 2017 National Security Strategy emphasized the strategic value of innovation, underscoring the need for continued investment in research and development to protect US security, create jobs and drive economic growth. In 2017 Trump signed an executive order addressing the US’s reliance on foreign sources of critical minerals.

Strengthening public-private partnerships and securing supply chains will safeguard US infrastructure and economic independence. Trump is likely to continue this trend in his second term.

This cohesive strategy—one that’s designed to counter China’s influence, strengthen alliances and promote peace—is a vision for the incoming administration that’s consistent with the core principles of Trump’s first term.

Yan C Bennett is a lecturer at George Washington University’s Elliott School of International Affairs and author of a history on US-China relations, among other scholarship.

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

 

Salvors responding to the grounding of the self-unloader Algoma Verity have found that the vessel has damage to multiple tanks, the U.S. Coast Guard confirmed Friday. 

The Algoma Verity was northbound from the Port of Philadelphia when it went aground outside the main shipping channel on Wednesday night. The pilot of the 50,000 dwt self-unloader notified the Coast Guard of the incident at 1830 hours Wednesday, prompting an emergency response.

The Algoma Verity is still aground outside the main shipping channel, and Coast Guard Sector Delaware Bay, salvors, and the vessel’s representatives are working on a plan to safely move the vessel. 

One early challenge has emerged. Inspectors have found that four of the vessel’s ballast tanks and one empty fuel tank have been damaged by the incident. There have been no reports of pollution, and the Coast Guard said that it will continue to monitor the vessel for any potential changes. 

“There are many different factors when it comes to moving a vessel as large as the Algoma Verity after a grounding and we want to ensure it is done safely,” said Cmdr. Lee Gorlin, the incident commander at Coast Guard Sector Delaware Bay. “It is too early to have a timeline, but our responders will continue to work closely with our partners to complete the mission.” 

AIS data suggests that Algoma Verity exited the channel once before, earlier in the transit, and slowed quickly to one knot - potentially indicating an earlier instance of contact with the bottom in the run-up to the final grounding, according to shipping analyst Prof. Sal Mercogliano. 

On Friday, German response authorities had to deploy multiple tugs to rescue a broken-down shadow fleet tanker laden with Russian oil, sparking a small political furor. 

According to Germany's Central Command for Maritime Emergencies, the Eventin - formerly part of the Fractal Marine DMCC fleet - was under way from Russia to Egypt with about 100,000 tonnes of crude oil aboard. Off the coast of Ruegen, Germany, Eventin lost power and ability to maneuver, and it began to drift. 

"It is precisely this scenario that I have repeatedly warned against together with my colleagues from the Baltic region," said German Foreign Minister Annalena Baerbock on Friday. "Russia is endangering our European security not only with its war of aggression against Ukraine, which violates international law, but also with severed cables, moved border buoys, disinformation campaigns, GPS jammers, and also with dilapidated oil tankers."

The agency's Accident Command took over overall command of the operation, and it determined that an evacuation of the crew was not immediately necessary. The response vessel Arkona and the salvage tug Bremen Fighter were dispatched to attend to the stricken vessel and halt its drift. The command also put the response tug Bremen on standby and activated a boarding team trained to deploy via helicopter and assist with making a tow connection. 
 
At about 1500 hours, the Bremen Fighter made up a towline to the Eventin and successfully brought the ship's movement under control. However, the salvage was not yet over, and the responders had to contend with the difficult weather conditions of the Baltic in winter. Winds on scene were at Beaufort 7 as of Friday afternoon and were expected to strengthen as high as Beaufort 9 (strong gale, 41-47 knots). To provide additional holding power, two additional tugs, the Bremen and the VB Luca, were chartered by the shipowner to assist. The emergency response tug Baltic has also been ordered to reposition from the western Baltic Sea to a location nearer the scene as a precautionary measure. 

19-year-old Eventin is part of the Russia-facing "dark fleet," a pool of hundreds of anonymously-held tankers of high average age and uncertain governance. The vessel was owned by a reputable Norwegian tanker firm until after the invasion of Ukraine in 2022, when it was sold to an anonymous holding company in the UAE, Vaigai Lines. 

After its sale in August 2022, its new commercial operator was Fractal Marine DMCC, the Dubai-based tanker firm that was an early leader in providing alternative shipping services to Russian oil exporters after the invasion of Ukraine. Under Fractal Marine DMCC's control, Eventin frequently navigated to and from Russian oil ports, often disabling its AIS, according to OpenSanctions.org.  

In early 2024, Fractal Marine DMCC was sanctioned by the UK government for "operating in the Russian energy sector as part of Putin's shadow fleet." The company insisted that it was fully compliant with all regulations, but was unsuccessful in appealing the sanctions listing and liquidated its assets one month later.

On February 22, 2024 - the same day that UK sanctions on Fractal Marine DMCC were announced - Vaigai Lines took over as Eventin's operator, removing Fractal's name from the vessel's management record. Vaigai then resold the vessel to another anonymous single-vessel holding company, Laliya Shipping Corp, which has no listed address.

Eventin's ISM manager remains Wanta Shipping LLC, a firm with multiple ties to the former Fractal fleet. The vessel continued to call Russian oil loading ports as recently as this month, immediately prior to its breakdown in the Baltic. Eventin remains insured and classed by reputable Western entities. 

Though linked to Russia's oil export trade, Eventin, Vaigai, Laliya and Wanta are not named on international sanctions lists. As these firms are not officially blacklisted, private salvors may safely contract with them for Eventin's rescue, without the need to seek prior exemptions. 

On Friday, the Israeli Air Force carried out another round of retaliatory strikes against Houthi targets in western Yemen, including sites at the dual-use ports of Hodeidah and Ras Isa. An IDF source confirmed to the Jerusalem Post that U.S. and British forces were involved in the strikes, but that allied planes were assigned different targets than Israeli aircraft. 

Houthi forces have repeatedly launched missiles and drones against Israel in protest of the ongoing Israeli operation in Gaza. In return, the IAF has made several bombing runs over Hodeidah and the western Yemeni coastline, where Houthi forces stage their missile assets. The U.S. military has also repeatedly struck Houthi missile, drone and command post sites within Yemen, including a large-scale operation earlier this week. 

The targets of Friday's raid included the Hizaz power station, also known as Hezyaz Central Generating Station - a fuel oil-run powerplant located at the south end of the Houthi capital of Sana'a. In a statement, the IAF described it as "a central source of energy for the Houthi terrorist regime in its military activities."

Israeli F-16 fighters also hit the ports of Hodeidah and Ras Isa at locations "containing Houthi military infrastructure." Yemeni outlet Al-Masirah said that Hodeidah was hit six times and that areas of Ras Isa were on fire. Israel's defense minister, Israel Katz, said that the strikes left Hodeidah - Yemen's primary gateway for food imports - in a "paralyzed" state. 

The IDF said that it would continue to carry out strikes against the Iran-backed Houthi regime, and Israeli Prime Minister Benjamin Netanyahu said that more punitive actions could follow. "As we promised, the Houthis are paying, and they will continue to pay, a heavy price for their aggression against us," Netanyahu said. "The Houthis are a proxy of Iran and they serve the terrorist objectives of the Iranian axis in the Middle East."

 

 

In the fast-changing world of satellite communications, Brent Bruun and his team at KVH are expanding their offerings and forging new solutions.

Welcome, Brent! Tell us about yourself and your career to date.

I started out by earning a B.S. in Accounting from Alfred University and became a certified public accountant. My involvement with the satellite industry began in 2000 when I joined GE Americom as Director of Financial Planning & Analysis.

GE Americom was acquired the next year by SES, and by 2004 I was serving as the head of SES AMERICOM’s Managed Solutions Division. I later held the position of Senior Vice President of Strategic Initiatives, during which time I concentrated on mobile broadband business development opportunities with particular emphasis on the maritime and aeronautical markets.

I also became familiar with KVH, eventually joining the company in 2008 in a corporate development role. Since then, I advanced to overseeing global sales, eventually becoming the COO and, finally, CEO of the company in 2022.

Quite a journey! Fill us in on KVH, its founding and history. When did it go public?

The company entered the maritime market in the late 1970s following the development of an innovative digital compass solution for racing sailboats called “Sailcomp,” which was actually the company’s original name. The product achieved great success in America’s Cup races, and we built a large following in the leisure market.

That same digital compass technology also had applications in the military sphere where we created innovative digital navigation systems for amphibious and armored vehicles, many of which were deployed initially during the first Gulf War.

Soon after, we launched our first series of stabilized antennas for boats, specifically for satellite TV reception. These antennas offered pinpoint accuracy, remaining locked onto a satellite 22,500 miles away even as a ship pitched, rolled and yawed. Our stabilized platform technology became the basis for all of the two-way satellite communication terminals we’ve built over the last twenty years.

It was in the midst of our satellite TV antenna launch period that we went public in January 1996, and our stock is traded on the Nasdaq under the symbol “KVHI.”

Fascinating. How many offices and employees are there?

We have roughly 260 employees around the world. Our corporate headquarters is in Middletown, Rhode Island, and we have more than ten other offices worldwide.

What are KVH’s main products and services?

We offer a comprehensive suite of connectivity solutions powered by the KVH ONE Network, which we launched more than two years ago and which combines multi-orbit, multi-channel, bonded technology. Our network integrates a range of services including high-throughput GEO (geostationary Earth orbit) satellite coverage via the Intelsat Flex maritime constellation, LEO (low Earth orbit) connectivity through providers like OneWeb and Starlink, as well as 5G/4G cellular and shore-based Wi-Fi.

These diverse services are seamlessly managed through our CommBox Edge network management solution, enabling IT teams to oversee multiple wide area networks (WANs) and manage up to 30 local area networks (LANs) onboard for an integrated, multi-channel experience. In addition to providing reliable crew Internet access, KVH also enhances crew wellbeing through our KVH Link content service, which delivers up-to-date news, entertainment and other morale-boosting resources.

Are there any non-maritime operations?

We recently expanded our Starlink portfolio to deliver high-speed, low-latency data service for land-based stationary applications in the U.S., Colombia and Argentina with potential future opportunities in other countries.

Tell us about the changes in the satcom market caused by the emergence of LEO networks like Starlink. How have companies responded?

LEO networks like Starlink represent the single most disruptive and exciting technological development in maritime connectivity since satellite communications first became a reality. The long-held expectations of what connectivity should be, what it should cost and what it can deliver have been upended.

KVH, together with the rest of the maritime industry, continues to adapt to these significant technological disruptions. However, we’ve reacted decisively by expanding our portfolio of new technology – delivering the products and services our customers want – and making the decisions necessary to reconfigure our operations.

As a result, our hybrid LEO/GEO deployments are increasing; we’re meeting the demands from commercial fleets and leisure yachts for LEO technology and sophisticated value-added services, and we’re establishing a solid pipeline for ongoing growth in service activations.

Challenges remain, but we’ve laid out a path toward future growth and profitability.

What distinguishes KVH from the competition? What makes it different?

There’s a reason we named one of our most popular and innovative products “AgilePlans.” That name reflects the innovation and agility that have been hallmarks of how we do business, how we bring new products and services to the marketplace and how we’re able to adapt to the remarkable changes around us.

We set a new standard for connectivity in 2007 with the introduction of the first stabilized 60 cm VSAT antenna for maritime use. Our competitors scoffed at us, believing there was no way we could deliver the performance, reliability, and affordability we promised. Now, 60 cm terminals are common for GEO-based VSAT services at sea.

In 2022, we launched our groundbreaking KVH ONE multi-orbit, multi-channel network. Now we’re seeing our competitors follow in our wake with “me too” solutions that don’t offer the same versatility and agility we do thanks to our ability to seamlessly integrate emerging technologies like Starlink and OneWeb into one comprehensive, easily managed solution.

I believe customers benefit from our track record of establishing strong relationships with satellite operators, services providers and other innovators. We aren’t tied to any single technology. This enables us to work with our customers to create unique solutions that meet not only their budget requirements but their technological preferences along with their operational and crew needs.

At the heart of all this is an unwavering commitment to our customers’ success and satisfaction. With 24/7/365 airtime and technical support and a global network of premier technical dealers who deliver KVH factory-trained onboard installations and support, we maximize our customers’ uptime, minimize risks of outage or cyber threats and support superior crew morale. I’m proud of our team’s ability to enhance lives, enable business and connect the world with our integrated solutions.

How do you see the future of satcom technology? What new products are on the horizon, and where do you see the industry going?

The emergence of new LEO services is driving a sharp increase in data demand for critical applications such as crew connectivity, decarbonization, voyage optimization, IoT and predictive maintenance. At the same time, fleet operators recognize the ongoing need to rely on GEO-based VSAT services as a supplementary solution.

This growing demand for connectivity is creating a need for advanced tools to manage these diverse services as many of the available platforms lack the necessary capabilities to oversee data, channels, users and onboard applications.

Additionally, cybersecurity remains a pressing concern. Integrated solution providers like KVH must be prepared to help fleets secure their networks and data, minimizing the risk of potentially catastrophic cyber incidents.

What’s your biggest challenge right now?

Managing the accelerating transition to hybrid networks with LEO services playing an increasingly prominent role. We’re bringing our global sales and service network up to speed while working diligently to educate our customers and prospects about the positives and the challenges of these new options.

What kind of manager are you? How would you describe your leadership style?

I try to be a very engaged, collaborative and approachable leader. When I stepped into this role in 2022, I made sure to visit each of our regional offices around the world. I wanted to have that face-to-face interaction with the team members who spend every day making a difference for our customers. I wanted to ensure they knew who I was, understood my commitment to them and were aware I am always available if someone has a concern or an idea that will help us improve.

What’s a typical day like for you?

A typical day might run from 8:30 am to 7:00 pm unless I’m on the road meeting with channel partners, customers or our teams outside the U.S., in which case those days can get very long. Throughout the course of any typical day, you might find me participating in cross-functional development meetings focused on new products and services, speaking with our investors, or in discussions about new business development and alignments with other members of the industry. It’s a fascinating and exciting time, both at KVH and in our industry at large.

What excites you most about your job?

Our integrated solutions are making a difference in the lives of seafarers, the safety of vessels and the success of our customers. That makes it easy to get up in the morning. All of us at KVH take that responsibility very seriously.

What do you like to do in your spare time?

When I have a breather I ski, golf, spend time with my family (including my two granddaughters) and, this past year, watch the Mets come up a few games short of the World Series. 

Jack O’Connell is the magazine’s Senior Editor.

 

The U.S. Treasury has announced new action against the Russian "shadow fleet" with sanctions on an unprecedented 183 tankers, along with two Russian insurers specializing in questionable P&I cover. 

"The United States is taking sweeping action against Russia’s key source of revenue for funding its brutal and illegal war against Ukraine," said Secretary of the Treasury Janet L. Yellen in a statement. "This action builds on, and strengthens, our focus since the beginning of the war on disrupting the Kremlin’s energy revenues."

The named vessels include a large share of the Sovcomflot fleet, along with the holdings of Fornax and Stream, two UAE-based shipmanagement entities that support Sovcomflot. The remainder of the listings consist of single-vessel holding companies with opaque ownership, typical of the shadow fleet. About 150 vessels on the list trade overseas, and TankerTrackers.com estimates that they carry about one-third of Russia's current oil export volume. 

The Treasury also sanctioned and Ingosstrakh Insurance and Alfastrakhovanie Group, which have provided non-G7 insurance cover of unknown quality to "shadow fleet" tankers. Also named are Gazprom, Russia's giant state gas company, and Surgutneftegas, a privately-held Russian oil firm. A dozen Russian energy officials are included in the package, including several CEOs, along with a large network of overseas Russian oil traders and 30 Russian oilfield service providers. 

A history of circumvention

The shadow fleet was created to exploit a broad loophole in the G7 "price cap" system, the carefully tailored sanctions mechanism that Ukraine's allies created in 2022. The "price cap" allows tanker owners who carry Russian oil to continue to access the European insurance market - which provides 90% of all P&I cover - so long as the oil is priced under $60 per barrel. 

Initially, light enforcement of the price cap allowed certain Western tankers to continue carrying Russian oil at market prices. After media investigations of widespread violations of the price cap, U.S. and UK enforcement began to pick up in mid-2023. 

As enforcement made it more difficult for Russian oil producers to access G7 tankers, a growing share of the Russian oil export market began to operate through a large loophole - the "shadow fleet," a group of aging, anonymously-owned and questionably-insured vessels, purchased secondhand and flagged with low-enforcement registries. Lacking G7 insurance or any other ties to G7 jurisdictions, these tankers operate outside of the reach of the G7 price cap. 

Today, Russia's shadow fleet is hundreds strong and carries more than 80 percent of all Russian oil. Because of the fleet's age, its serious quality issues and its lack of credible insurance, Western regulators view it as an increasing safety and security risk. 

The risks of Russia circumventing the G7 price cap were understood and identified by policy analysts as early as July 2022, months before the cap took effect. The vessel sanctions announced Thursday take a step towards closing the "shadow fleet" loophole and making it harder than ever for Russian producers to ship oil, at any price level.  

[By: Damen Shipyards Group]

Damen Shipyards Group and Port Otago with partner Napier Port have signed a contract for the delivery of a Trailing Suction Hopper Dredger (TSHD) 1000. At nearly 60 metres in length, this standard Damen design has a maximum hopper volume of 1000m 3  with twin azimuth thrusters and bow thruster to ensure excellent manoeuvrability in the long entrance to Port Chalmers and Dunedin.

Damen and the two ports have both established processes aimed at improving sustainability. Working together with the mariners from the ports, Damen has heavily focused the vessel design on sustainable performance through ballast water free operation. The TSHD will arrive in NZ with a Green Passport under the IMO rules. 

"Partnering with Damen provides us with access to leading dredge technology, said Port Otago CEO Kevin Winders. “We aim to enhance our dredging operations, going beyond compliance in
environmental standards and modernising our fleet through this collaboration. The safety and efficiency of our operations in the ports are crucial in enabling the maritime sector in our region and the new dredge will ensure the channel remains safe for the next generation. Our investment in the TSHD 1000 reflects our wider commitment to more efficient operations and demonstrating leadership on the path to integrated sustainability for the wider region."

Pim Schuurman, Regional Sales Director at Damen, said, “Damen is pleased to have another dredger in this part of the world to partner the Tommy Norton, along with Damen tugs in the region. Another vessel provides scale, enabling us to invest in additional spare parts and service across Australasia.” Damen will build the TSHD 1000 at Shipyard 189 in Haiphong, Vietnam. Shipyard 189 was established in 1989 and has built more than 150 vessels for military and commercial customers for both Vietnam and foreign countries. In more recent times Yard 189 has built complex ships and special purpose barges using the design, technology and accessories supplied by Damen. Customers have included the Royal Australian Navy and the NZ fishing company, Sanford. 

Damen’s new TSHD 1000 will provide an important addition to the Port's fleet, replacing the long- serving vessel New Era, when she arrives in early 2027. With exceptional manoeuvrability and dredge capacity for its size, the TSHD 1000 will be a familiar sight in Otago and Napier Port for many years to come.

 

[By Prof. Annalisa Bracco]

The oceans are heating up as the planet warms. This past year, 2024, was the warmest ever measured for the global ocean, following a record-breaking 2023. In fact, every decade since 1984, when satellite recordkeeping of ocean temperatures started, has been warmer than the previous one.

A warmer ocean means increased evaporation, which in turn results in heavier rains in some areas and droughts in others. It can power hurricanes and downpours. It can also harm the health of coastal marine areas and sea life – coral reefs suffered their most extensive bleaching event on record in 2024, with damage in many parts of the world.

Warming ocean water also affects temperatures on land by changing weather patterns. The EU’s Copernicus Climate Change Service announced on Jan. 10 that data showed 2024 had also broken the record for the warmest year globally, with global temperatures about 2.9 degrees Fahrenheit (1.6 Celsius) above pre-industrial times. That would mark the first full calendar year with average warming above 1.5 C, a level countries had agreed to try to avoid passing long-term.

Many regions of the world were much warmer than the 1991-2020 average in 2024, including large areas of ocean. C3S / ECMWF, CC BY

Climate change, by and large, takes the blame. Greenhouse gases released into the atmosphere trap heat, and about 90% of the excess heat caused by emissions from burning fossil fuels and other human activities is absorbed by the ocean.

But while it’s clear that the ocean has been warming for quite some time, its temperatures over the past two years have been far above the previous decades. That leaves two mysteries for scientists.

It’s not just El Niño

The cyclic climate pattern of the El Niño Southern Oscillation can explain part of the warmth over the past two years.

During El Niño periods, warm waters that usually accumulate in the western equatorial Pacific Ocean move eastward toward the coastlines of Peru and Chile, leaving the Earth slightly warmer overall. The latest El Niño began in 2023 and caused global average temperatures to rise well into early 2024.

Sea surface temperatures have been running well above average when compared with all years on record, starting in 1981. The orange line is 2024, dark grey is 2023, and red is 2025. The middle dashed line is the 1982-2011 average. ClimateReanalyzer.org/NOAA OISST v2.1, CC BY

But the oceans have been even warmer than scientists expected. For example, global temperatures in 2023-2024 followed a similar growth and decline pattern across the seasons as the previous El Niño event, in 2015-2016, but they were about 0.36 degrees Fahrenheit (0.2 Celsius) higher at all times in 2023-2024.

Scientists are puzzled and left with two problems to solve. They must figure out whether something else contributed to the unexpected warming and whether the past two years have been a sign of a sudden acceleration in global warming.

The role of aerosols

An intriguing idea, tested using climate models, is that a swift reduction in aerosols over the past decade may be one of the culprits.

Aerosols are solid and liquid particles emitted by human and natural sources into the atmosphere. Some of them have been shown to partially counteract the impact of greenhouse gases by reflecting solar radiation back into space. However, they also are responsible for poor air quality and air pollution.

Many of these particles with cooling properties are generated in the process of burning fossil fuels. For example, sulfur aerosols are emitted by ship engines and power plants. In 2020, the shipping industry implemented a nearly 80% cut in sulfur emissions, and many companies shifted to low-sulfur fuels. But the larger impact has come from power plants reducing their emissions, including a big shift in this direction in China. So, while technologies have cut these harmful emissions, that means a brake slowing the pace of warming is weakened.

Is this a warming surge?

The second puzzle is whether the planet is seeing a warming surge or not.

Temperatures are clearly rising, but the past two years have not been warm enough to support the notion that we may be seeing an acceleration in the rate of global warming.

Analysis of four temperature datasets covering the 1850-2023 period has shown that the rate of warming has not shown a significant change since around the 1970s. The same authors, however, noted that only a rate increase of at least 55% – about half a degree Celsius and nearly a full degree Fahrenheit over one year – would make the warming acceleration detectable in a statistical sense.

From a statistical standpoint, then, scientists cannot exclude the possibility that the 2023-2024 record ocean warming resulted simply from the “usual” warming trend that humans have set the planet on for the past 50 years. A very strong El Niño contributed some natural variability.

From a practical standpoint, however, the extraordinary impacts the planet has witnessed – including extreme weather, heat waves, wildfires, coral bleaching and ecosystem destruction – point to a need to swiftly reduce carbon dioxide emissions to limit ocean warming, regardless of whether this is a continuation of an ongoing trend or an acceleration. 

Annalisa Bracco is a Professor in Ocean and Climate Dynamics in the School of Earth and Atmospheric Sciences at Georgia Tech. Her group’s research revolves around climate modes of variability, multiscale dynamics of geophysical flows and their interactions with biological and chemical tracers. 

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

 

Senegal and Mauritania are set to become major producers of natural gas after oil major BP announced the first gas flow from the offshore Greater Tortue Ahmeyim (GTA) project.

In a development that is bound to put the two West Africa nations on the map of major hydrocarbon-producing nations, first gas started to flow from wells to the floating production storage and offloading (FPSO) vessel ahead of delivery to the floating LNG vessel for liquefaction.

BP is the operator of GTA, a project that is being developed at a cost of $4.8 billion and which it jointly owns with U.S operator Kosmos Energy, Mauritanian hydrocarbons company SMH and Senegal’s state-owned Petrosen.

The project is one of the deepest offshore developments in Africa, with gas resources in water depths of up to 2,850 meters. When fully commissioned, GTA Phase 1 is expected to produce around 2.3 million tonnes of LNG annually for more than 20 years. It is the first gas development in the new basin offshore Mauritania and Senegal.

The first gas from the project is being introduced to the FPSO, where water, condensate and impurities are removed. The FPSO, constructed by China’s Cosco Qidong Shipyard and which arrived at site in June last year, is expected to process over 500 million standard cubic feet of gas per day. It will have up to 140 people on board during normal operation.

The gas will then be transferred via pipeline to the Gimi FLNG vessel, which is moored at a terminal about 10 kilometers offshore. Aboard the FLNG, the gas will be cryogenically cooled, liquefied and stored before being transferred to LNG carriers for export. Some of the gas will be allocated to help meet growing demand in the two countries.

Owned and operated by Golar LNG, the Gimi can store up to 125,000 cubic meters of LNG. The vessel arrived at the GTA project in February having undergone conversion at Singapore’s Seatrium shipyard. The vessel was converted from a 1975-built Moss-type LNG carrier and is designed for 20 years of operations on-site without dry docking. It boasts a liquefaction capacity of 2.7 million tonnes per annum and capabilities to operate near shore in 30 meters of water depth.

The flow of first gas from the GTA project is a key milestone for Mauritania and Senegal in their quest to become major gas production hubs. Already the first LNG cargo for export markets is projected in the first quarter of this year.

“This is a fantastic landmark for this important megaproject.?First gas flow is a material example of supporting the global energy demands of today and reiterates our commitment to help Mauritania and Senegal develop their natural resources,” said Gordon Birrell, BP EVP production & operations.

The operator added that the project’s construction activities have generated more than 3,000 local jobs and engaged with around 300 local companies across the two countries.

[By: Hvacon Marine Systems A/S]

The Danish company, Hvacon Marine Systems A/S, has acquired the activities from Kalmarine Inc., which is a company providing solutions within design, engineering and project management to the maritime industry. Kalmarine activities will continue as Kalmarine HMS LLC with Hvacon Marine Systems A/S establishing a presence in the United States, Hvacon Marine Systems Inc.

Kalmarine’s owner, Douglas Frongillo will continue as Man. Dir. of both entities and will join the management team at Hvacon Marine Systems A/S. Kalmarine HMS LLC will continue to offer the same professional services but also contribute to the continued growth and development of Hvacon Marine Systems, with their expertise within project management and knowledge of other ships systems aside from HVAC.

“I believe this is a great opportunity for both companies. We complement each other well and our cooperation will bolster existing teams and products to ensure we continue to provide exceptional solutions to the industry. Hvacon has been, and continues to be a prominent figure in energy saving solutions. We are looking forward to be part of Hvacon’s continued commitment to creating products and solutions that help transform the industry, and reach their Environmental, Social and Governance (ESG) goals. says Douglas Frongillo, CEO and founder of Kalmarine.

“In HVACON Marine Systems, we are excited to have partnered up with Kalmarine to increase the growth and development of the Company. Together we can accelerate our goals for CO2 reductions and contribution to a greener tomorrow. Not only do we share the same values and ambitions, but we also see eye to eye regarding challenges, possible solutions and the full potential of the companies. Our objective remains unchanged, and we will continue to develop and provide the best energy optimization solutions for our customers to advance their green transition“, says Claes Fog Bølge, CEO and founder in HVACON Marine Systems.

[By: Navig8]

Navig8 TopCo Holdings Inc. (Navig8 / the Company) today announced that it has been acquired by ADNOC Logistics and Services plc (ADNOC L&S) (ADX symbol: ADNOCLS / ISIN: AEE01268A239), a global leader in energy maritime logistics.

Navig8 is an international shipping pool operator and commercial management company with a modern owned fleet of 32 tankers and a presence in 15 cities across five continents. The Navig8 Group also holds investments in technical management companies, a marine fuels provider operating in over a thousand ports worldwide, and other enterprises serving the marine sector.

This deal represents a significant milestone for the Company, founded in 2007 as a private organisation by former traders Gary Brocklesby and Nicholas Busch. The acquisition is set to deliver value to both Navig8 and ADNOC L&S’ clients and shareholders, fostering opportunities for commercial growth and entry into new markets.

Nicolas Busch, CEO of Navig8, said: “We are excited to join forces with ADNOC L&S and the wider ADNOC Group. This achievement highlights the exceptional efforts of the Navig8 team over the past two decades, setting the stage for this next phase. Together, we aim to deliver even greater benefits to our customers, supporting ADNOC L&S’s growth and expanding Navig8’s presence in new markets.”

Captain Abdulkareem Al Masabi, CEO of ADNOC L&S, said: “The completion of this landmark acquisition is a significant milestone in our transformational growth strategy. By integrating Navig8’s extensive fleet and global presence, we can enhance our service offerings, generating substantial value for customers and shareholders. This strategic move unlocks new opportunities for commercial growth and expansion into new markets, reinforcing our position as a leading global energy maritime logistics company.”

Financial Highlights
Agreement terms: ADNOC L&S has acquired 80% of Navig8 for $1.04 billion (AED3.8 billion), with economic ownership effective from January 1, 2024. ADNOC L&S will acquire the remaining 20% ownership in mid-2027, for deferred consideration of between $335 million and $450 million (AED1.2 billion to AED1.7 billion), dependent on EBITDA delivery ad-interim, payable at that time.

[By: Inmarsat Maritime]

Inmarsat Maritime, a Viasat company, supported by Maritime London, have established SEA-CARE as a new working group of stakeholders from industry, regulators, and the UK government whose goal is to scrutinise maritime safety and how pooling information can improve it.

The new working group establishes Maritime London as an impartial broker to ensure that the right organisations are represented in SEA-CARE discussions between Inmarsat and industry stakeholders. Jos Standerwick, Chief Executive, Maritime London is chairing the group alongside Inmarsat Maritime’s Vice President of Safety & Regulatory, Peter Broadhurst.

The collaborative initiative sees data sharing as key to developing a better understanding of maritime safety challenges and how to overcome them. One inspiration has been Inmarsat Maritime’s annual The Future of Maritime Safety report, which analyses Global Maritime Distress and Safety System (GMDSS) call records, and is now in its sixth year of accumulating data. SEA-CARE stakeholders see this vital record of real incidents involving perceived danger as a powerful example of a dataset which, combined with other relevant data, could contribute to significant new insights into best safety practice.

“While distress call data provides valuable information, the reasons the calls are made are not always clear from the data,” said Peter Broadhurst. “The volume of calls year on year is persistently high, and a high proportion also turn out to have been unnecessary. If we enriched GMDSS data with this information, for example, our industry could implement preventive measures to reduce the call volume.”

A first meeting of the group brought together experts representing the London & International Insurance Brokers’ Association, the International Maritime Rescue Federation, the International Maritime Organization (IMO), and the International Transport Workers’ Federation. Together, the attendees evaluated how other datasets could be integrated to provide a more holistic view of maritime safety, including information from flag states, the IMO, insurance brokers, and shipping companies.

In acknowledging that organisations may have concerns over sharing sensitive data, the group agreed that anonymised information could be used retrospectively to achieve the goals of the SEA-CARE initiative. According to the attendees, anonymised historical data would lose its potential for reputational damage while retaining its value as a source for analysis.

Jos Standerwick commented: “This conversation has been important because it has shown the scale of the challenge when it comes to sharing the appropriate data to create a better and more objective overview of maritime safety. However, importantly, we have also established that stakeholders are willing to engage fully with that challenge.”

SEA-CARE committee members made plans for the next session in early 2025, in which they intend to nominate a top five list of safety issues facing the industry and decide which organisations to approach about sharing data with the stated goal of gaining insight into safety risks.

 

Federal prosecutors in California have charged a U.S. Navy sailor from the carrier USS Abraham Lincoln with distributing the dangerous synthetic opiate fentanyl, resulting in the death of a shipmate while off-duty. Charging documents assert that he also distributed drugs to other sailors aboard the carrier, including while on deployment, causing at least one additional overdose.

In charges filed Tuesday in a court in Southern California, federal prosecutors alleged that Logistics Specialist 3rd Class Bailey Szramowski conspired with another Lincoln crewmember, identified only as A.N., to distribute pills of the painkiller Percocet laced with fentanyl to sailors aboard the carrier. 

A.N. died of a fentanyl overdose while on shore leave on January 3, 2023. Police responders found him in an RV parked outside his aunt and uncle’s house in San Leandro, California. In a search, the police found a rolled-up dollar bill containing a white powder, a sign of drug use. 

On January 13, another Lincoln sailor suffered an overdose and had to be hospitalized. This individual - named C.L. in charging documents - survived with medical attention, and was questioned by the Naval Criminal Investigative Service (NCIS). C.L. agreed to cooperate, and he told investigators that Szramowski had been distributing drugs aboard the carrier since 2022 - including during a period when the vessel was deployed in the Western Pacific.  

According to C.L., Szramowski sold small, blue pills with the number “30” on them, likely counterfeit "M30" Percocet pills. C.L. and other sailors would pay Szramowski for the pills using Cash App, a payment application that retains a record of transactions. C.L. recalled buying the pills about 10 times while Lincoln was deployed and four more times after the carrier returned to the pier, including one pill he bought on the morning of his overdose. 

C.L. also alleged that on the same day he began talking to NCIS, Szramowski instructed him to lie to the investigators and tell them that he had obtained the pills from A.N., who was at this point deceased. Prosecutors allege that Szramowski also attempted to cover up his activities by asking A.N.'s fiancee to delete text records from A.N.'s phone. She declined to help Szramowski, and instead told investigators that Szramowski had supplied A.N. with the batch of pills that caused the fatal overdose. 

An examination of A.N.'s phone revealed that he had corresponded extensively with Szramowski about the use and sale of drugs, prosecutors said. 

 

Belgium is starting to see success in its relentless war against cocaine smuggling through its seaports following a massive drop in quantities seized last year, though the number of interceptions is on the rise.

In a clear indication that the country is making progress in its fight against South American cartels, Belgian officials announced that they seized 44 tonnes of cocaine at the port of Antwerp in 2024. This is about two-thirds less than the 121 tonnes that were seized in 2023 and 110 tonnes seized in 2022. That year, authorities were catching so much cocaine that they had difficulty incinerating it all.

While the decline in seizures was notable - the first in more than a decade - authorities remain cautious that it is not necessarily a sign of progress. Interceptions remain high, with a majority originating from South America. During the year, a total of 136 seizures were recorded compared to 124 the previous year.

“The quantities we seize in our country are decreasing, but the number of interceptions we make here is increasing,” said Kristian Vanderwaeren, administrator-general of Belgian customs at a news conference. She added that drug traffickers have been spreading their risks by reducing the quantities in order to avoid being caught.

Officials say that drug cartels in South America continue to target the port of Antwerp as an entry point for drugs destined for the lucrative European market. This has seen Antwerp earn the dubious distinction of being Europe's 'cocaine capital' port.

Last year, some 91 tonnes of cocaine destined for Belgium were intercepted in source and transit countries in South America, up from 80 tonnes in 2023. Ecuador, Panama, the Dominican Republic and Colombia continue to be some of the top countries of origin for these smuggling operations.

Drug gangs from these countries are becoming more aggressive in their smuggling tactics, with some of the seizures camouflaged as bananas, avocados and coffee, among other goods. Smugglers are also adapting new tactics like the use of chemical processes to disguise cocaine in other materials, which complicates detection efforts.

To fight back, Belgium has been working with other European Union countries under the European Ports Alliance to explore better ways to protect logistics hubs from being used as entry points for drugs originating from South America. The Belgium government invested $72 million in recent years to boost container checks at the port of Antwerp, buying scanning equipment and recruiting more officers.

 

The U.S Coast Guard is formulating a plan to safely refloat a Supramax self-unloader that grounded in the Delaware River near Philadelphia on Wednesday evening.

The Algoma Verity was northbound from the Port of Philadelphia when it went aground outside the main shipping channel on Wednesday night. The pilot of the 50,000 dwt self-unloader notified the Coast Guard of the incident at 6:30 p.m Wednesday, prompting a response to try and refloat the bulker.

A team from Coast Guard Sector Delaware Bay and the vessel’s representatives are on board and formulating a plan to safely move the vessel to a nearby terminal, the Coast Guard said Thursday. So far, no injuries have been reported and there have been no reports of pollution. The cause of the grounding is under investigation.

A safety zone has been established around the Verity restricting vessel traffic from the Benjamin Franklin Bridge to Tioga Marine Terminal.

According to maritime tracking sites, the vessel grounded about one hour after departing port in Philadelphia. The ship was headed for Fairless Hills, Bucks County with a load of 45,000 tonnes of solar salt (a higher-purity grade than rock salt, made by evaporation).

The U.S. Army Corps of Engineers is also scanning the bottom around the Algoma Verity to identify any hazards and better determine the nature of the grounding. As of Thursday night, the vessel remained grounded in the Delaware River, just off Petty's Island. 

Built in 2000 and wholly owned by Canadian company Algoma Central Corporation, Algoma Verity is commercially managed by CSL as part of the CSL International Pool. The vessel operates mainly along the coasts of the Americas.

CSL is the world’s largest owner and operator of gravity self-unloading vessels. The company currently operates a fleet of 45 self-unloaders ranging from Handysize to Supramax.

 

The fierce wildfires that have ripped through Los Angeles County over the past two days have destroyed more than 5,000 homes and claimed at least five lives, and the disaster is far from over. While the response is focused on containing the fires and minimizing the cost to lives and property, Los Angeles County has warned that the event will have consequences for the local marine environment as well. Firefighters are drenching affected areas with water from local reservoirs and from fire mains, and the runoff - including an array of unknown toxic compounds - is washing into the sea. 

Effective Thursday, the LA County health department has issued an ocean water advisory because of the unusually large volume of runoff from ongoing fire-fighting efforts. The department advised beachgoers to avoid all contact with the surf for now, especially near fire-damaged properties and the outlets of storm drains, creeks, and rivers. The contaminants and debris from firefighting water could create a health hazard for the public, the agency warned. The precautionary notice includes any runoff that is found in pools on the beach sand.

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Completely destroyed in California Wild Fires.
Average beach homes in Malibu start at $6 million dollars and can go up as far as $210 million.#CaliforniaWildfires #MalibuFirespic.twitter.com/9D793qLAPj

— Dr Ahmad Rehan Khan (@AhmadRehanKhan) January 9, 2025

Rows of burned luxury beachfront properties on the shores of Malibu, January 9

The advisory covers the area from Malibu's famous Surfrider Beach all the way to Dockweiler Beach in El Segundo, a distance of about 20 miles of shoreline.

"Individuals who enter the water in these areas could become ill. This advisory will remain in effect until three days after fire-fighting efforts end," the agency warned.