Sunday, June 01, 2025

The Battery Tech That Could Replace Lithium

By Felicity Bradstock - May 31, 2025

Inlyte Energy, led by Stanford researcher Antonio Baclig, is advancing iron-sodium battery technology first explored in the 1970s, using table salt and iron as core components.
With successful module testing and a field project launching in Alabama with Southern Co., Inlyte is positioning itself for large-scale deployment.
These batteries are safer, cheaper, and made from domestically sourced, abundant materials—potentially outperforming lithium-ion in cost and duration for grid-scale applications.

As governments and companies look to a future run on renewable energy, the need for utility-scale batteries is greater than ever. Currently, the dominant battery form is the lithium-ion battery, which is produced using lithium and other critical minerals, a market dominated by China. While this type of battery is extremely useful for electronics, electric vehicles (EVs), and utility-scale storage, demand for lithium is expected to outpace supply in the coming years. For years, researchers have been assessing the potential for alternative battery technology to support a green transition, and one company believes it may have finally found the solution.

Antonio Baclig spent around eight years at Stanford University searching for alternative battery forms that could be used for utility-scale storage. Finally, Baclig believes he may have found the answer, using technology first developed in the 1970s that uses table salt. Baclig explored a wide range of battery technology and eventually found a family of sodium metal halide batteries. The British company Beta Research was the first to develop iron-sodium batteries, but it eventually shifted to nickel-sodium in the 1980s due to its greater energy density.

Iron-sodium batteries may be better suited to the needs of today, and Baclig is continuing research that was previously left behind. He believes the technology could help his start-up, Inlyte Energy, which was founded in 2021, to develop low-cost, long-term energy storage. Compared to EVs, which require batteries to hold vast amounts of power in a small space – something the nickel-sodium batteries offer – power plants do not need to contain so much energy in such a small space. “We have to focus this on cost now. It’s not [primarily] about energy density,” stated Baclig.

Baclig connected with Beta Research and partnered with the British firm in 2022 to continue developing the previously paused battery research. The collaboration has resulted in the creation of a scaled-up cell in the form of a ceramic tube filled with powdered iron and salt, which holds 20 times more energy than the previous cells that were developed with EVs in mind. Inlyte has since carried out a successful testing phase on a 100-cell module. Baclig explained, “That was our first module, and it just worked. We’re building on something that has a long track record, so we don’t have to reinvent.”

The use of pre-existing, tried-and-tested technology has allowed Inlyte to fast-track the development of the larger batteries and progress quickly to the testing phase. Inlyte has already signed its first major utility contract with Southern Co., which owns the biggest utilities in Alabama, Georgia, and Mississippi. Southern has agreed to install an 80-kilowatt/1.5-megawatt-hour Inlyte demonstration project near Birmingham, Alabama by the end of 2025. This project will work as a field-testing project before Inlyte deploys the technology on a larger scale. Southern Co. will install and operate the first large-scale Inlyte battery system for a minimum of one year as part of its plans to test innovative long-duration storage systems in the field.

The technology is highly appealing to companies looking for alternatives to lithium-ion battery technology because it has a low fire risk, as it does not use flammable electrolytes – which lithium-ion batteries do. The components required for production can also be sourced domestically, which is viewed as increasingly important in the current economic environment. Further, the materials required to produce the battery are extremely low cost, the manufacturing process is straightforward, and the technology appears similarly efficient to lithium-ion batteries.

Ben Kaun, Inlyte’s chief commercial officer, said, “Our batteries use abundant, low-cost metals.” Kaun explained, “Iron-sodium batteries have this interesting feature where if you want to make a longer-duration battery, you just need to add more iron and salt. Once you’ve built one that cycles to a five-to-ten-hour discharge rate, you can add more iron and salt to get 24 hours of backup power.” Kaun added, “We are even outperforming lithium on certain metrics.”

Inlyte raised $8 million in seed funding in 2023 and acquired Beta Research’s U.K. facility to develop the technology. It recently announced a strategic partnership with the Swiss firm Horien Salt Battery to scale up production for its first U.S.-based factory. This suggests that Inlyte may soon be progressing past the pilot phase of battery testing to commercialisation. Kaun explained, “Once we hit the gigafactory level, we anticipate that our technology will be able to compete with lithium-ion for use cases like load shifting and will offer a cost-effective, safer solution for grid-scale projects.”

The road to assessing and testing alternative battery technology is long and arduous, and many start-ups have failed along the way. Often, alternative battery options have been found to be unsuccessful when tested in a real-world setting. However, Baclig and his partners are hopeful that the use of the pre-existing technology and the success experienced in the pilot phase will help Inlyte to produce an alternative, low-cost storage solution that does not rely on finite lithium supplies and can be manufactured domestically.

By Felicity Bradstock for Oilprice.com

CCS

From Leader to Laggard? U.S. Faces Carbon Capture Slowdown as EU Surges Ahead

By Leon Stille - May 31, 2025, 6:00 PM CDT

Europe has taken a decisive regulatory lead in carbon capture and storage (CCS) by mandating that oil and gas companies develop 50 million tonnes of CO2 storage capacity by 2030.
The U.S., once the global frontrunner in CCS due to generous incentives like the 45Q tax credit, is now facing stalled momentum.
This transatlantic divergence signals a shift in global CCS leadership, with Europe offering regulatory certainty and infrastructure planning that may attract investment.

Carbon capture and storage (CCS) has long been recognized as a critical technology for achieving net-zero emissions, particularly in hard-to-abate sectors like steel, cement, and chemicals. Historically, the United States has been at the forefront of CCS development, propelled by generous subsidies and tax incentives, notably the 45Q tax credit enhanced by the Inflation Reduction Act (IRA). However, recent policy developments in Europe signal a strategic shift that could redefine global leadership in CCS.

The U.S. approach: A market-led model facing political uncertainty

For years, the United States has been the global frontrunner in CCS deployment, thanks to a market-based approach centered around financial incentives. The 45Q tax credit, bolstered by the IRA, offered up to $85 per tonne of CO2 captured and stored in geological formations, and up to $180 per tonne for direct air capture (DAC) projects. These incentives sparked a surge of interest and investment, with over $320 billion in clean energy projects announced in the wake of the IRA—many incorporating CCS as a key decarbonization tool.

The enthusiasm for CCS in the U.S. market remains strong. Companies and investors are still eager to pursue large-scale projects, and the technological expertise in CCS is considerable. However, the political landscape has introduced significant uncertainty. Proposed legislation to repeal or weaken key provisions of the IRA has created a cloud of doubt over the future of CCS incentives. Already, this policy instability has led to the cancellation or delay of major projects, with estimates suggesting that over $14 billion in clean energy investments have been shelved due to fears that the regulatory framework may shift.

This political uncertainty undermines investor confidence and makes it harder for companies to commit to the long lead times and high capital costs required for CCS projects. As a result, while the interest and market potential for CCS in the U.S. remain strong, the momentum is at risk of stalling.

Europe’s regulatory mandate: A new model for CCS deployment

In contrast, Europe is taking a more direct and regulatory-driven approach. Under the recently adopted Net-Zero Industry Act, the EU has introduced a groundbreaking requirement: oil and gas companies must collectively develop and reserve at least 50 million tonnes of annual CO2 storage capacity by 2030. This mandate is proportionally assigned, with each company’s obligation based on its historical production levels, ensuring that those most responsible for emissions contribute the most to the solution.

This shift marks a fundamental departure from the U.S. model. Rather than relying on voluntary market signals and financial incentives, Europe is creating a binding legal obligation—turning CCS from a niche technology into a critical pillar of its industrial decarbonization strategy. By designating these storage projects as Net-Zero Strategic Projects, the EU also accelerates permitting processes and unlocks access to funding mechanisms like the Innovation Fund, supported by revenues from the EU ETS.

This regulatory certainty offers investors a stable environment in which to commit capital, reducing risk and providing a clear roadmap for the long-term development of CCS infrastructure.

A shift in global momentum

The contrasting approaches between the U.S. and Europe highlight a shifting dynamic in global CCS leadership. The U.S. market, once the undisputed leader in CCS due to its financial incentives, now faces a potential slowdown as policy uncertainty erodes confidence. While interest and market conditions for CCS in the U.S. remain strong, the lack of stability in the regulatory environment makes it difficult for projects to reach final investment decisions.

Europe, by contrast, is creating a stable and predictable policy framework that reduces uncertainty and drives investment. By mandating the development of storage capacity, Europe ensures that the infrastructure will be in place to support decarbonization efforts across multiple sectors—from steel and cement to hydrogen and negative emissions technologies. This approach positions Europe as a growing center of gravity for CCS innovation, offering a blueprint that other regions may seek to emulate.

Oil and gas companies as part of the solution

In previous publications, I have discussed how oil and gas companies can contribute to the energy transition—not just as suppliers of fossil fuels, but as builders of critical infrastructure for a net-zero future. Europe’s CO2 storage mandate is a clear example of this vision in action. By leveraging their expertise in subsurface operations, oil and gas companies can develop the storage capacity that will serve as the backbone of Europe’s industrial decarbonization strategy. This is a tangible way for these companies to contribute positively to the transition, using their resources and knowledge to solve one of the most pressing challenges of the clean energy shift: where to safely and permanently store CO2.

Conclusion

The European Union’s CO2 storage mandate is more than just a regulatory milestone—it is a turning point for the global CCS industry. By creating a legally binding requirement for storage development, Europe is providing the certainty that markets and investors need to scale up CCS projects. In contrast, the U.S., despite its early lead and the market’s ongoing interest, risks losing momentum due to political instability and the potential rollback of critical incentives.

This transatlantic divergence has far-reaching implications. As Europe accelerates its CCS deployment, it positions itself as a leader in the global race to decarbonize heavy industry. The U.S., meanwhile, faces the risk of ceding its leadership role unless it can provide stable and predictable policy support.

The challenge now is clear: Europe must act swiftly to implement its ambitious plans, and the U.S. must ensure that political uncertainty does not undermine its CCS potential. The world is watching, and the choices made today will shape the industrial landscape of tomorrow.

By Leon Stille for Oilprice.com

Crew of Futuristic Carrier USS Ford Will Wear Electronic Fatigue Trackers

The crew of the futuristic carrier USS Gerald R. Ford are about to test out an equally futuristic personnel-monitoring device. On their next deployment, members of the crew will have an Oura Ring personal health tracker - a small titanium ring that contains sensors for heart rate, body temperature, blood oxygen level and acceleration. Among other things, this data allows Oura to assess sleep quality and fatigue, which are the main targets of a new Navy study.

Fatigue is a constant theme in maritime casualty reports, and the U.S. Navy's two biggest losses of the past decade both had lack of sleep as a contributing factor. In the early hours of June 17, 2017, the destroyer USS Fitzgerald collided with the container ship ACX Crystal, tearing a hole measuring about 12 feet by 17 feet in Fitzgerald's hull. Seven sailors were killed, and the survivors saved their ship only through heroic efforts at damage control. Barely more than two months later, destroyer USS John S. McCain struck the tanker Alnic MC near Singapore, killing 10 of McCain's sailors.

Investigators found that the crews of McCain and Fitzgerald had had too little time for rest. Aboard Fitzgerald, the watch officers had "little to no sleep" before the night of the casualty because of in-port events, an after-action report found. On McCain, records showed that the 14 crewmembers on the bridge during the collision had an average of less than 5 hours of sleep in the previous 24 hours, and one relevant individual had had no sleep at all.

Eight years later, Navy researchers are still working to develop better tools to help commands address fatigue. The health-data study aboard USS Gerald R. Ford is an attempt to gather more information on how a long deployment affects the crew, researchers told Navy Times.

Operational security informed the Navy's selection of hardware and software: after the Strava fiasco of 2018, in which a cloud-based personal fitness app disclosed the GPS locations of military personnel around the world, the Navy selected a product that would be more discreet. Oura Ring lacks a long-distance RF signature, researchers told Navy Times.

The ultimate objective is to give crewmembers a way to watch their own readiness, and at the same time, to give commanding officers detailed data on how their subordinates are affected by fatigue. “[We're] helping leadership on these ships understand how the mission is impacting the sleep and the recovery of their sailors, especially as they go on these deployments that involve a lot of stress,” Dr. Rachel Markwald of the Naval Health Research Center told Navy Times.

Participating crewmembers will get to keep their own Oura Ring if they wear it during more than three-quarters of the deployment.

LALIZAS and ATIVA NÁUTICA: United for Safety at Sea in Brazil

[By: LALIZAS]

LALIZAS continues its global expansion across the Americas. After entering North America with the acquisition of LALIZAS/ALEXANDER in 2018, REVERE SURVIVAL in 2024 and the launch of LALIZAS Canada in 2025, the company now sets sail for South America, proudly announcing the acquisition of ATIVA NÁUTICA, Brazil’s leading lifejacket manufacturer.

This milestone marks a significant step in the manufacturer’s global growth, while also celebrating a remarkable company that has shaped the safety nautical sector in Brazil for over two decades.

Founded in 1998 by Marta Lara and Roberto Sampaio in Campinas, São Paulo, Ativa began as a small venture in a 250 m2 space with just three employees. Through their commitment and dedication, alongside with their niece and partner Julia Ramalho, Ativa became Brazil’s leading name in lifesaving equipment. Today, the team has grown to 200 members, and Julia will continue her journey with LALIZAS to uphold Ativa’s culture and values. LALIZAS holds even greater respect for small businesses that have grown into successful organisations, as it also began with manufacturing in a small house in Piraeus, Greece, with just three employees.

Marta and Roberto seized the opportunity to become part of something greater. Partnering with LALIZAS meant not only aligning with shared values and principles but also joining forces with a group known for elevating businesses while honouring their legacy. Ativa chose LALIZAS, confident in its reputation for transforming companies into stronger, more profitable organisations without compromising their unique identity.

“Ativa is like my third child,” said Marta Lara. “Seeing Ativa as part of a global group with such a prestigious history makes us very proud and honoured. Knowing that LALIZAS will care for it, grow it, and respect its legacy gives me peace of mind.”

The safety equipment manufacturer has a strong record of accomplishment in this area, beginning with the acquisition of Italian companies in 2012 (Lofrans’, MAX POWER, Nuova Rade, and OCEAN Fenders), as well as ARIMAR in 2019, all of which are leaders in the nautical market, each with its own distinct character.

“This acquisition is a testament to LALIZAS’ global strength—not just as a manufacturer of safety equipment, but as a trusted industry leader known for empowering companies, transforming them into even more successful and profitable businesses, while always respecting their roots and people,” Stavros Lalizas, Founder & CEO of LALIZAS commented.

LALIZAS is thrilled to welcome Ativa to #thelalizasforce and is dedicated to advancing the nautical industry in Brazil through its extensive expertise and high-quality nautical equipment. “This move strengthens our position in the Americas and unlocks new opportunities in a thriving market. Together, we are setting new standards in safety — across continents,” he concluded.

The products and services herein described in this press release are not endorsed by The Maritime Executive.

Trump’s DOE Issues First Final Export Approval to Sempra’s Port Arthur LNG

Rendering of Sempra's Port Arthur LNG terminal which is currently in development (Sempra Infrastructure)

After campaigning on a promise to accelerate the U.S. energy industry, the Trump administration issued its first final LNG export approval which went to Sempra Infrastructure’s proposed Port Arthur LNG Phase 2 project. The permit granted by the Department of Energy would make it possible for the second phase project to export LNG to countries that do not have a free-trade agreement with the United States.

The Trump administration has been fiercely critical of its predecessor’s pause on LNG export permits, terming the move “reckless.” Following the finalization of the 2024 LNG Export Study, which the administration is praising for confirming that LNG exports support the U.S. economy, strengthen allies, and enhance national security, the Department of Energy (DOE) has moved to support the expansion of the industry.

The Port Arthur LNG facility is promoted as having the potential to become one of the largest LNG export facilities in North America. Phase II of the export facility has been in the works since September 2023 when the Biden administration issued authorization from the Federal Energy Regulatory Commission. The project is expected to include two liquefaction trains capable of producing approximately 13 Mtpa of LNG, which would double the total liquefaction capacity of the Port Arthur LNG facility up to 26 Mtpa.

Phase 1 of the Port Arthur LNG project is currently under construction and consists of trains 1 and 2, as well as two LNG storage tanks and associated facilities. Sempra reports construction of the project continues to progress, and they expect commercial operation for train 1 in 2027 and train 2 in 2028.

DOE is hailing the issuing of the permit for Phase 2 as another critical step in expanding the U.S.’s LNG industry. Sempra however highlights that the project remains subject to a number of risks and uncertainties. These include completing the required commercial agreements, securing and/or maintaining all necessary permits, obtaining financing, and reaching the final investment decision.

Sempra also operates the Cameron LNG export terminal in Louisiana, which has been exporting LNG since 2019, and is currently constructing the Energia Costa Azul terminal in Mexico, which will begin commercial export operations of U.S.-sourced gas as LNG beginning in 2026.

In authorizing the exports, DOE has relied heavily on the LNG Export Study that was released by the Office of Fossil Energy & Carbon Management in December last year and had a public comment period through March 20 this year. Part of the findings in the study is that the U.S. has a robust natural gas supply that is sufficient to meet growing levels of exports while minimizing impacts on domestic prices, growing LNG exports increase gross domestic product and expand jobs while also improving trade balance. It also asserts that increasing LNG exports enhances domestic and international global security with no discernable impact on global greenhouse gas emissions.

While Port Arthur Phase 2 marks the first final approval, the administration had previously issued four LNG export authorizations. This includes one to Commonwealth LNG's proposed export facility in Louisiana, and another to Venture Global's CP2 project also in Louisiana. Energy Secretary Chris Wright says the administration has approved a total volume of exports of 11.45 Bcf/d.

The U.S. has been the largest exporter of LNG ahead of Qatar and Australia. Qatar however is preparing to open its North Field Expansion project starting in 2026. By 2030 it expects to double production to 142 mtpa.

Fincantieri Floats Second LNG-Fueled Cruise Ship for Germany’s TUI Cruises

Mein Schiff Flow prepared to be floated — Mein Schiff Flow was floated at Fincantieri's yard in Monfalcone as the second new ship for TUI (Fincantieri)

Italian shipbuilder Fincantieri continues to show the strength of its cruise ship orderbook as the company’s Monfalcone shipyard today floated the second LNG-fueled cruise ship, Mein Schiff Flow, for Germany’s TUI Cruises. It follows the delivery of her sister ship, Mein Ship Relax, in February, and a recent order from another TUI Group company Marella Cruises for two new ships.

The relationship with TUI Group was established in 2018 with the order of the two cruise ships known as the InTUItion class for Mein Schiff, which is a partnership between TUI and Royal Caribbean Group focused on the German-speaking market. Fincantieri highlights the ships each of which is approximately 157,650 gross tons, as a first-in-class project developed by the shipyard enhancing the modernity and sustainability characteristics that TUI Cruises promotes in its operations.

The new ships are 1,070 feet (326 meters) in length with 1,945 passenger cabins and accommodations for 3,984 passengers and 1,535 crew. In addition to being the largest ships of the fleet, they have innovations for relaxation, 14 restaurants including more variety and a new Asian restaurant, and redefined spa and wellness areas. The ships feature the cruise line’s first two-deck “freedom suites,” as well as introducing inside, outside, and balcony cabins for solo travelers.

They are designed for operations either on LNG or Marine Gas Oil (MGO), making them the first LNG-fueled ships in the Mein Schiff fleet. TUI has highlighted that they are a future-proof design with the ability to utilize low-emission fuels such as bio- or e-LNG when the alternatives become available in sufficient quantity for commercial operations. TUI last year also introduced a cruise ship built by Meyer Turku that is ready for future operations on methanol fuel.

The two cruise ships from Fincantieri feature catalytic converters meeting Euro 6 standards, a steam turbine, using the residual heat from the diesel generators, as well as an electrical shore-power connection. They are also being equipped with an innovative and highly efficient waste treatment system capable of transforming organic materials into recyclable components through a thermal process.

After a christening ceremony and blessing in Monfalcone, Italy, the floodgates were opened on the dry dock to float Mein Schiff Flow for the first time on May 30. They are reporting it required around 130 million liters of water to enter the dock for the successful flotation. Mein Schiff Flow will be moved to the outfitting berth and is due to enter service in the summer of 2026.

Naming ceremony for the first cruise ship Mein Schiff Relax (TUI Cruises)

Her sister ship Mein Schiff Relax was celebrated with a spectacular naming ceremony early in April in the port of Malaga, Spain. More than 12,000 people attended the event which included two other ships from the fleet, Mein Schiff 5 and Mein Schiff 7, also docked in the port. The event concluded with a 120-meter (nearly 400-foot) rocket line launched from the bow of one of the ships.

Mein Schiff Relax is the eighth ship for the brand, all new builds, and will be joined by the ninth ship when Mein Schiff Flow starts operations. The brand has grown rapidly having operated its first cruises in 2009.

Fincantieri received the order for two cruise ships, the first new builds for Marella Cruises (a brand owned by TUI Group) at the end of March. Carnival Corporation also placed an order in April for Mein Schiff competitor AIDA Cruises, the first for Fincantieri, while the yard also has confirmed orders for its first cruise ships over 200,000 gross tons to be delivered to both Carnival Cruise Line and Norwegian Cruise Line. It will build seven ships under those contracts with deliveries scheduled into the 2030s.

Sweden Tightens Controls on Baltic Shipping Targeting Shadow Fleet

Swedish Coast Guard vessel — Sweden plans to start checking insurance for vessels sailing through its waters (Swedish Coast Guard)

The Swedish government announced starting July 1 it will be enforcing new rules on ships that pass through Swedish territorial waters or the economic zone – not just those that call at a port. It joins others including Estonia, Finland, and the European Union which also introduced new monitoring efforts including checking insurance documentation for vessels sailing through the Baltic.

“We see more and more problematic events in the Baltic Sea and it requires that we not only hope for the best, but also plan for the worst,” said Ulf Kristersson, Prime Minister of Sweden, in a posting on social media. “Now we have made an important decision to protect the Baltic Sea from the Russian shadow fleet… Security can't wait.”

According to the government, the new regulation that it adopted aims to combat the shadow fleet and thereby improve maritime safety and environmental protection. The Swedish Coast Guard and the Maritime Administration are being tasked with collecting insurance information from ships that pass through Swedish territorial waters or the economic zone regardless if they are scheduled to make a port call in Sweden.

“We are now increasing surveillance in the Baltic Sea,” said Minister of Justice Gunnar Strömmer. He pointed to the shadow fleet circumventing international rules and threatening safety.

Sweden’s action follows the European Commission which in April adopted a requirement that all vessels, including those merely passing through EU waters without entering an EU port, provide insurance information.

Efforts to check documentation and insurance information have led to increased tensions in the Baltic. Estonia’s effort at stopping a tanker it suspected of operating without a legitimate registry led to a brief showdown that included a Russian warplane making an unauthorized entry into Estonian airspace. Similarly, Finland has recently reported that a Russian warplane entered its airspace while Finland’s Defense Minister said the country would continue its efforts to monitor the movement of shadow fleet tankers in the Gulf of Finland.

The EU in particular has continued to apply pressure on the shadow fleet. It has now sanctioned over 300 tankers while there has been talk of further actions aimed at Russia’s oil trade.

Russia’s Permanent Representative at the United Nations Vassily Nebenzia referred to the actions as “Baltic pirates” and their EU “cheerleaders,” during a speech to the UN Security Council. He said the “inappropriate behavior of EU countries sets a very dangerous precedent.”

The Russian Navy has reportedly begun escorting some shadow fleet tankers on their passage away from the oil terminals and into the Baltic.

THE BOSSES VIEW

Industry Standards at the Heart of Global Ship Management

nternational Chamber of Shipping (ICS) — Nicholas Rich, Director of Fleet Management at Bernhard Schulte Shipmanagement (BSM)

[By: International Chamber of Shipping]

When managing a fleet of 450 vessels across the world's oceans, standardisation and best practices aren't just beneficial, they're essential. For Nicholas Rich, Director of Fleet Management at Bernhard Schulte Shipmanagement (BSM), ICS’s publications serve as a cornerstone of the company's commitment to safety, compliance, and operational excellence.

"ICS’s publications are crucial for our operations," states Rich. "They provide industry-standard guidance that helps us maintain consistent practices across our extensive and diverse fleet."

BSM was formed in 2008 through the merger of four Schulte Group ship management companies, Hanseatic Shipping, Dorchester Atlantic Marine, Eurasia Group, and Vorsetzen Bereederungs-und Schiffahrtskontor, which have been providing third-party ship management services since the 1970s. Today, this family-owned company has experience with all major vessel types, including tankers, gas carriers, bulk carriers, and container ships, as well as specialised vessels like offshore and cruise ships.

Operating through 11 regional ship management centres in key shipping hubs worldwide, BSM maintains an extensive crew recruitment network and world-class training facilities. At the heart of its operations is an unwavering commitment to safety.

"BSM puts safety at the heart of our ship management solutions," Rich explains. "We have strong safety and company cultures, along with robust systems and policies in place to prevent and minimise incidents at sea and onshore."

Central to maintaining these standards, is BSM's utilisation of 18 different ICS publications that span various aspects of maritime operations. These include maritime security guides, tanker safety guides, and shipboard inspection guides.

"The ICS publications serve as our reference point for gap analysis," says Rich. "They help us ensure compliance with industry standards and provide clear guidance for our crew members."

As the maritime industry evolves, so too does BSM's approach to utilising ICS publications. Rich notes that the company is increasingly adopting digital versions of these guides, making essential information more accessible to personnel both onshore and at sea.

"We provide our people with easy access to information and reporting opportunities via mobile applications and tablets onboard vessels," Rich states. "The digital format of ICS publications fits perfectly into this strategy."

As a member of key industry bodies such as Intertanko, the Maritime Anti-Corruption Network, Container Ship Safety Forum, RightShip, and the Society of International Gas Tanker and Terminal Operators (SIGTTO), BSM plays an active role in formulating strategies and policies to improve safe operations throughout the shipping industry.

Rich himself has contributed to ICS’s sixth edition of the Bridge Procedures Guide, and the forthcoming Deck Procedures Guide, along with other industry publications, highlighting BSM's commitment to giving back to the maritime community.

"It's vitally important for active ship owners to contribute to these guides," Rich comments. "They bring practical insights that ensure the publications remain relevant and effective in real-world operations."

This collaborative approach ensures that ICS publications continue to evolve with the industry, incorporating the latest best practices and addressing emerging challenges.

As BSM continues to manage its extensive fleet across global waters, ICS publications will remain an integral part of its operational framework. The standardised language and clear guidance these publications provide are invaluable in maintaining consistency across diverse vessel types and operational contexts.

"In an industry as complex and regulated as shipping, having trusted resources like ICS publications is invaluable," concludes Rich. "They help us maintain the highest standards of safety and compliance while navigating an ever-changing regulatory landscape."

Through its continued engagement with industry bodies and active contribution to publications, BSM exemplifies how shipping companies can both benefit from and contribute to the collective knowledge and best practices that keep our seas safe and our global supply chains moving efficiently.

The products and services herein described in this press release are not endorsed by The Maritime Executive.

Newport News Shipbuilding Immediately Furloughs 471 Salaried Employees

In a surprise announcement that leaked out on Friday, May 30, Newport News Shipbuilding is furloughing about two percent of its workforce – 471 salaried employees – effective immediately. The shipyard which recently highlighted for the first time it would be simultaneously working on building two massive Ford-class aircraft carriers is citing the need for increased accountability and efficiency.

News of the furloughs is being widely reported by the media in the Hampton Roads area of Virginia which points out that Newport News is Virginia’s largest industrial employer. The reports said the company employs approximately 26,000 people and was conducting hiring efforts. Virginia Business reports the company added about 3,000 people in 2024 and had said it expected a similar increase this year.

The company confirmed the action in a statement sent to the Virginia media. “After careful review of our salaried workforce and business needs, we have furloughed 471 salaried shipbuilders across HII‘s Newport News Shipbuilding division,” the statement said. “This decision was not made lightly given its impact on affected team members. We take this step, however, to increase accountability and efficiency, and to improve overall performance in meeting our current and future commitments to the U.S. Navy.”

The shipbuilder is emphasizing changes in the industry and during the first quarter report, its parent company HII announced that Newport News’ revenues had decreased by 2.6 percent ($38 million) in the quarter. It cited lower volumes in aircraft carriers and naval nuclear support services, partially offset by higher volumes in the Columbia-class submarine program.

The company had recently reported securing new government contracts but the Trump administration while promising increases in military spending has been putting pressure on efficiency and cost-cutting. The Department of Defense has promised to increase efficiency while the newly created Department of Government Efficiency (DOGE) has a stated objective to modernize information technology, maximize productivity and efficiency, and cut wasteful spending.

Newport News in December christened the thirteenth Virginia-class submarine it has built for the U.S. Navy. That followed repositioning the under-construction carrier Enterprise in the dry dock to create a position to start work in 2025 on the next carrier, the Doris Miller. It also announced the acquisition of a South Carolina-based complex metal fabricator specializing in the manufacture of shipbuilding structures, modules, and assemblies to expand Newport News’ capacity.

The furloughs will impact engineers and other salaried positions at the shipbuilder and are currently expected to last up to five months. The company spokesperson is emphasizing that it is a temporary non-work, non-pay status, not terminating or reassigning any employees. However, they cannot work for contractors during this period. They were informed of the action the media reports said in an email on Friday and told it was effective as of Monday.

The spokesperson told the Virginia media that the company would continue to evaluate its staffing needs.

Vessel and Crew Abandonment Surge in 2025 on Course for Worst Year

Abandoned crew trapped on vessel — An abandoned crew in 2020 painted a message pleading for help on the hull of their vessel (NUSPM)

The abandonment of vessels and their crews is running significantly ahead of the rate in 2024 and is on track to a new record warns the International Transport Workers’ Federation. The association of transport unions is reiterating its long-standing call for more action and a crackdown both on shipowners and the registries that fail to respect seafarers.

“Abandonment is a growing, systemic problem,” said Stephen Cotton, ITF General Secretary. “Behind every number is a human being who has been failed by the industry and the governments responsible for regulating it. The fact that we're on track to break last year’s appalling record is a sign that urgent reform is needed.”

INDENTURED SERVITUDE AKA SLAVERY

The ITF calculates that vessel abandonment is up 33 percent year-over-year in 2025. It says as of May this year it had recorded 158 cases of vessel abandonment, up from 119 at the same point in 2024. These cases represent more than 1,501 seafarers who have reached out to the ITF for assistance, many of whom were left unpaid, without food, water, or access to ports, often for months at a time.

They highlight in 2024 its inspectors and teams were able to recover $13.5 million for abandoned seafarers. Last year, it said there was a record 3,100 seafarers abandoned. In total, the ITF reports in 2024 it recovered more than $58.1 million in unpaid wages due to seafarers. Already in 2025, they report ITF inspectors have helped to recover $4.1 million for seafarers affected by abandonment.

“We’re dealing with owners who walk away from their obligations, often while sub-standard registers look on and do nothing,” said Steve Trowsdale, Head of the ITF Inspectorate. “In many cases, it's impossible to identify the owner, and flag states are either unwilling or unable to act. This is what makes the rise in cases so dangerous – impunity is growing across the board.”

As the number of cases climb, the ITF says it is increasingly concerned by the limits on enforcement. It calculates that half of the world’s fleet operates under a “flag of convenience,” and notes that more than 80 percent of abandoned vessels are also operating under a flag of convenience. The ITF highlights that it has a list of 45 countries that provide a flag of convenience. It added Tuvalu and Guinea-Bissau to its list of problematic registries that lack enforcement along with the 2024 addition of Gabon and Eswatini. In 2023, it added San Marino to the target list.

The group is calling for reforms to the registry system to ensure that every vessel can provide transparent, traceable links to its beneficial owner. The ITF says registries must be “armed – and willing – to detain and penalize those who walk away from their crews.”

The leading members of the International Maritime Organization have also raised concerns about the proliferation of suspect flags that do not properly enforce regulations. In addition, the U.S. Federal Maritime Commission just over a week ago announced that it was starting an investigation into these registries. It, too, cited the lack of regulations and enforcement saying it had the potential to create unfavorable conditions in the foreign trade of the United States.

While the Maritime Labor Convention stipulates basic standards for wages and transportation for seafarers to and from their ships and homes, enforcement remains a problem. Flag states have a legal responsibility when vessel owners and operators abandon their crews or fail to pay their wages and provide basic welfare conditions. States such as Australia highlight their efforts during port state inspections, but frequently it falls to the unions and charities to aid abandoned seafarers.

The Crown’s Khalid Abdalla releases ‘A simple song’ as a tribute to Palestine’s children

'And when they said never again, it was not for us,' the British actor sings in the song.

Images Staff

DAWN
31 May, 2025

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Khalid Abdalla, the British actor who played the ill-fated Dodi Al-Fayed on Netflix’s The Crown, has released a new song called ‘A simple song’, dedicated to “the children of Palestine, past, present and future” and to “all children of genocide”.

Abdalla, who also starred in the 2007 film The Kite Runner, has been a vocal proponent of the Palestinian cause. During the 2024 Emmy Awards, he wrote “Never again” on his hand in reference to the violence being perpetrated against Palestinians and wore two pins, a dove signifying the city of Bethlehem and scales representing the International Court of Justice, which, at the time, was hearing a case filed against Israel for war crimes in Gaza by South Africa.

The song he wrote and sung, shared on social media on Saturday afternoon, was accompanied by a caption that read, “May it meet this moment in hope, while the tide of global consciousness is changing, so the child born now grows up in a world with a free Palestine, and what that will mean for every child everywhere.”

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The song itself has a simple refrain — “This is a simple song, about simple things”. Those “simple things” include children being killed, an apartheid-like regime that has different laws for different people and politicians prioritising money over lives.

The video accompanying the song includes shots of Abdalla playing a grand piano as well as a single, continuous shot of children’s clothing lined up on Bournemouth beach. The shot begins with a slow closeup of some clothes and slowly starts panning out as it moves along the beach, eventually showing an aerial shot of an impossibly long line of clothes. The clothes likely represent all the children killed in Israel’s assault on Gaza.

“They took our land, and then they occupied us, and when we fall, they call us terrorists,” Abdalla sings in the video. “And when they said never again, it was not for us. If you want peace give me justice.” The phrase ‘never again’ is associated with the Holocaust and the promise to never let such an atrocity happen again.

Abdalla said the full song will be out on other platforms soon, with a full release through Gülbaba Music, an Istanbul-based management agency with a sister label called Gülbaba Records.

Sherry Rehman ‘seriously concerned’ over Pakistan topping list of countries most affected by climate change

Irfan Sadozai

May 31, 2025

DAWN

PPP Vice President Senator Sherry Rehman on Saturday expressed “serious concern” over Pakistan topping the list of countries most affected by climate change, stating that training Pakistanis to protect themselves from severe weather is the need of the hour.

The Climate Risk Index (CRI), published by Germanwatch, ranks countries by the human and economic toll of extreme weather. The latest edition highlights increasing losses and the urgent need for stronger climate resilience and action.

In the report published in February, Pakistan was ranked as the most vulnerable country to climate change in 2022, followed by Belize and Italy. Rehman shared the report to her X page, stating that Pakistan had been listed in the report as the country most affected by climate change.

“CRI ranks countries by the human and economic toll of extreme weather, measuring realised risk,” she wrote, adding that the report “should serve as a huge wake-up call”.

In a longer statement published by the PPP, Rehman regretted that Pakistan is now the most vulnerable country in the world to climate risks.

“Now it would be wrong to say that Pakistan is in the top 10, unfortunately, we are number one,” Rehman was quoted as saying. “The sharp increase in the risks of stormy rains, hailstorms [and] glacier melting shows the seriousness of the situation.”

Noting that Pakistan has suffered the most from climate change despite minimal impact on the environment, the senator asked why the country is suffering the consequences of the international community’s contributions to global warming.

“Both lives and the economy are at risk from environmental events. Why should countries like us be punished for the world’s massive use of carbon? The time for environmental justice has come,” Rehman was quoted as saying.

“The international community cannot have sustainable development without environmental justice,” she added. “Take a real account of global warming, only then will developing and poor countries be able to escape the effects of climate change.”

The senator also noted in the statement that “the imposition of an environmental emergency, policy reforms and global aid have become imperative for Pakistan”.

Pakistan has seen the effects of climate change in unprecedented floods in 2022, primarily caused by record-breaking monsoon rainfall, glacial lake outburst floods, and other factors.

The CRI highlighted that over 33 million people were affected and over 1,700 lives were lost due to the floods. It also says that climate change made the severity of extreme monsoon rainfall increase by 50 per cent.

Not only that, over eight million people lost their homes and were internally displaced due to the 2022 floods, while 1.3 million houses were damaged. The issue was compounded by a lack of drinking water availability and a surge in waterborne diseases, such as diarrhoea, cholera, dengue, malaria, and skin infections.

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