Friday, April 11, 2025

 

Most COVID-19 treatments found to be free of serious side effects in analysis of U.S. studies



FDA-approved therapies show overall safety against adverse events in a federally commissioned rapid, comprehensive review from the Keck School of Medicine of USC




Keck School of Medicine of USC






Numerous treatment options for COVID-19 have been approved by the U.S. Food and Drug Administration over the last four years, including antiviral drugs and monoclonal antibodies that suppress an excessive immune response.  Now, research from the Keck School of Medicine of USC has found that COVID-19 therapies cause few serious side effects, based on an evaluation of the full spectrum of evidence available from U.S. biomedical science.

No significant association with serious adverse events was found for oral antivirals such as Paxlovid. Evusheld and other monoclonal antibodies that bind to the coronavirus’s spike protein, previously administered intravenously in hospital but no longer authorized by the FDA due to their lack of effectiveness against COVID-19 variants, were not associated with serious adverse events. Actemra, an IV monoclonal antibody that works somewhat differently and is also known by the generic name tocilizumab, was associated with infection and low white blood cell counts in some studies.

Transfusions of convalescent plasma — a blood product taken from recovered COVID-19 patients — were linked with higher risk of internal bleeding, infection and blood clots. The serious adverse events identified align with current product labeling.

Most people who contract COVID-19 will be able to recover from the infection without a prescription. However, physicians may prescribe treatments for patients with risk factors such as advanced age, obesity, cardiovascular issues, diabetes or a compromised immune system. The Keck School of Medicine findings should come as good news to these people.

“The main message is, if your doctor puts you on Paxlovid, you don’t have to worry about serious side effects,” said Susanne Hempel, PhD, professor of clinical population and public health sciences and director of the Southern California Evidence Review Center (ERC) at the Keck School of Medicine, who oversaw the work. “There are no serious adverse events for any of the oral medications that you’re taking at home for COVID-19.”

The review, published in Open Forum Infectious Diseases, incorporated 54 studies spanning inpatient and outpatient treatment, clinical trials and observational research. Only investigations comparing COVID-19 therapy with standard care, placebo or no treatment were examined, so that effects of the disease itself could reasonably be excluded. Hempel and her colleagues reached beyond peer-reviewed research to include data submitted to the FDA and to the National Library of Medicine’s clinicaltrials.gov site.

Rigorous science to inform public policy

Governmental agencies regularly call upon the ERC — one of nine evidence-based practice centers nationwide— to provide detailed analyses that inform public policy.

The current study was driven by the need to develop a countermeasure injury compensation table, which is used to determine whether patients and families who report adverse events are eligible for public benefits. “Given the unique nature of the pandemic and the rapid production of treatments for COVID-19, the findings are very reassuring,” said co-author and infectious disease expert Jeffrey Klausner, MD, MPH, professor of clinical population and public health sciences in the Keck School of Medicine. “With a severe public health emergency like COVID-19, it is critical that there exists a government compensation program for treatment-related injuries that is based on the best scientific evidence. Now we know with additional certainty, that the treatments are safe without a high frequency of serious side effects.”

Focusing on the most severe outcomes

The study concentrated only on serious side effects, as defined by a standard scale developed by the National Institutes of Health. On the five-point scale, a rating of three or above indicates severe conditions that require hospitalization; the highest grade of five signifies a fatal event.

“Manufacturers must submit very detailed records to the FDA for emergency authorization, so every adverse event should have been reported,” said first author Margaret Maglione, MPP, a project leader at the ERC. “We did not identify any serious adverse events that were not already described on the product packaging.”

About this study

Other co-authors of the study are Patricia Wirnkar, Ivan Fallarme, Rozhin Lak, Kimny Sysawang, Ning Fu, Sachi Yagyu, Aneesa Motala and Danica Tolentino, all of USC.

 

Human-AI relationships pose ethical issues, psychologists say




Cell Press





It’s becoming increasingly commonplace for people to develop intimate, long-term relationships with artificial intelligence (AI) technologies. At their extreme, people have “married” their AI companions in non-legally binding ceremonies, and at least two people have killed themselves following AI chatbot advice. In an opinion paper publishing April 11 in the Cell Press journal Trends in Cognitive Sciences, psychologists explore ethical issues associated with human-AI relationships, including their potential to disrupt human-human relationships and give harmful advice. 

“The ability for AI to now act like a human and enter into long-term communications really opens up a new can of worms,” says lead author Daniel B. Shank of Missouri University of Science & Technology, who specializes in social psychology and technology. “If people are engaging in romance with machines, we really need psychologists and social scientists involved.”  

AI romance or companionship is more than a one-off conversation, note the authors. Through weeks and months of intense conversations, these AIs can become trusted companions who seem to know and care about their human partners. And because these relationships can seem easier than human-human relationships, the researchers argue that AIs could interfere with human social dynamics. 

“A real worry is that people might bring expectations from their AI relationships to their human relationships,” says Shank. “Certainly, in individual cases it’s disrupting human relationships, but it’s unclear whether that’s going to be widespread.” 

There’s also the concern that AIs can offer harmful advice. Given AIs’ predilection to hallucinate (i.e., fabricate information) and churn up pre-existing biases, even short-term conversations with AIs can be misleading, but this can be more problematic in long-term AI relationships, the researchers say.  

“With relational AIs, the issue is that this is an entity that people feel they can trust: it’s ‘someone’ that has shown they care and that seems to know the person in a deep way, and we assume that ‘someone’ who knows us better is going to give better advice,” says Shank. “If we start thinking of an AI that way, we’re going to start believing that they have our best interests in mind, when in fact, they could be fabricating things or advising us in really bad ways.” 

The suicides are an extreme example of this negative influence, but the researchers say that these close human-AI relationships could also open people up to manipulation, exploitation, and fraud. 

“If AIs can get people to trust them, then other people could use that to exploit AI users,” says Shank. “It’s a little bit more like having a secret agent on the inside. The AI is getting in and developing a relationship so that they’ll be trusted, but their loyalty is really towards some other group of humans that is trying to manipulate the user.” 

As an example, the team notes that if people disclose personal details to AIs, this information could then be sold and used to exploit that person. The researchers also argue that relational AIs could be more effectively used to sway people’s opinions and actions than Twitterbots or polarized news sources do currently. But because these conversations happen in private, they would also be much more difficult to regulate. 

“These AIs are designed to be very pleasant and agreeable, which could lead to situations being exacerbated because they’re more focused on having a good conversation than they are on any sort of fundamental truth or safety,” says Shank. “So, if a person brings up suicide or a conspiracy theory, the AI is going to talk about that as a willing and agreeable conversation partner.” 

The researchers call for more research that investigates the social, psychological, and technical factors that make people more vulnerable to the influence of human-AI romance. 

“Understanding this psychological process could help us intervene to stop malicious AIs’ advice from being followed,” says Shank. “Psychologists are becoming more and more suited to study AI, because AI is becoming more and more human-like, but to be useful we have to do more research, and we have to keep up with the technology.” 

### 

Trends in Cognitive Sciences, Shank et al., “Artificial intimacy: Ethical issues of AI romance.” https://www.cell.com/trends/cognitive-sciences/fulltext/S1364-6613(25)00058-0.

Trends in Cognitive Sciences (@TrendsCognSci), published by Cell Press, is a monthly review journal that brings together research in psychology, artificial intelligence, linguistics, philosophy, computer science, and neuroscience. It provides a platform for the interaction of these disciplines and the evolution of cognitive science as an independent field of study. Visit: http://www.cell.com/trends/cognitive-sciences. To receive Cell Press media alerts, please contact press@cell.com

 

Abortion rates remain relatively stable in Canada, while rates spike in UK, Europe, and US




Institute for Clinical Evaluative Sciences
Trends in Abortion Rates in Ontario, Canada 

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Infographic for "Trends in Abortion Rates in Ontario, Canada"

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Credit: ICES




Vancouver, BC, April 11, 2025 – A new study finds that, unlike countries across the UK and Europe, abortion rates did not spike in Ontario, Canada from 2020-2022. 

Following decades-long declines in nearly all high-income settings, abortion rate trends reversed between 2020 and 2022 in many countries. For example, 2022 and 2023 saw the highest abortion rates on record in Scotland, England, and Wales.  

Researchers from the University of British Columbia and ICES found that, after accounting for changes in the abortion rate when the abortion medication mifepristone was introduced in 2017 and during the COVID-19 pandemic, abortion rates held fairly steady in Ontario through 2022. 

“Canada was well-positioned to seamlessly continue abortion service delivery through the pandemic, with policies in place to support primary care and telemedicine abortion care since 2017,” says Dr. Laura Schummers, lead author and Assistant Professor of Health Outcomes, Collaboration for Outcomes Research and Evaluation at UBC.    

Abortion trends from 2012 to 2022 

Long-standing abortion rate declines continued through 2016, and were steepest for those younger than 25 years, while rates for those aged 30 to 44 years remained stable. 

Rates then increased modestly between 2017 and 2020 when mifepristone became available, followed by a decline during the COVID-19 pandemic in 2020 and 2021. In 2022, the abortion rate returned to the pre-pandemic trend, continuing to increase gradually. 

The population-based cohort study examined all medication and procedural abortion provided to females (biological sex at birth) aged 15 to 44 years old from 2012 to 2022. Linked health data at ICES was used to examine patient use of primary care, inpatient and outpatient hospital services, same-day surgeries, and prescriptions from a pharmacy. 

This research found steady gains in the percentage of abortions provided by medication, accounting for more than 50% of abortions in Ontario by 2022.  

One limitation of the study is that “pregnancy intention”—a person’s self-reported desire or plan to become pregnant—is not available in health administrative data, which means underlying trends in managing unintended pregnancy may not have been captured. 

Canadian policies may affect abortion rates 

The study notes that sharp increases in the abortion rate from 2020 to 2023 reported in some settings might be due to declining use of the most effective contraception methods. “If declining contraception use is due to misinformation or disinformation, like through social media, or concerns about cost-of-living, these may impact future rates in Canada” said Schummers. “On the other hand, if spiking rates elsewhere are due to decreased access to contraception or improved abortion access, Canada’s unique policy and service environment mean we likely won’t see similar trends in Canada.”  

Policies to improve access to contraception are rolling out across Canada, including universal free contraception through the 2024 federal pharmacare legislation. Over time, this may mean we see declining abortion rates. 

However, the researchers note that it remains to be seen whether sociocultural forces impacting increased abortion rates in some countries may lead to abrupt increases in Canada in future years. 

ICES is an independent, not-for-profit research and analytics institute that uses population-based health information to produce knowledge on a broad range of healthcare issues. ICES leads cutting-edge studies and analyses evaluating healthcare policy, delivery, and population outcomes. Our knowledge is highly regarded in Canada and abroad and is widely used by government, hospitals, planners, and practitioners to make decisions about healthcare delivery and to develop policy. For the latest ICES news, follow us on BlueSky and LinkedIn: @ICESOntario 

 

The New "Great Circle"

Voyage optimization is the new equivalent of the Great Circle route.

Gnomonic chart

Published Apr 10, 2025 10:18 PM by Chad Fuhrmann

 

(Article originally published in Jan/Feb 2025 edition.)

 

The ultimate goal of navigation has always been to arrive at a predetermined destination in the shortest time possible. For centuries, that objective has meant utilizing the Great Circle route. At the risk of offending any flat-earthers among you, this generally means that the shortest distance between two points on a sphere (our planet, in this instance) is not always a straight line.

Over time, as the maritime industry transitioned from sail to steam and beyond, fuel efficiency became a critical element in managing operating costs. Of course, as the seas became ever more crowded with vessels that not only served as cargo carriers but also passenger vessels, safety and comfort also increased in consideration.

As a result of these and other changes, the modern definition of navigation still holds timeliness in high regard but has expanded to include the globally integrated transportation system and its mission of ending up where you want to be while avoiding collisions and minimizing fuel consumption.

Enter "voyage optimization, a dynamic approach to navigation that modernizes the Great Circle route and not only minimizes distance but also takes a more comprehensive approach by factoring in real-world variables.

Progressive routing systems adapt to storms, currents and wind conditions, ensuring smoother and safer journeys. Enhanced routes and speeds (faster or slower) lower fuel consumption, thereby improving efficiency and supporting global decarbonization efforts. Advanced sensors and AI algorithms detect and respond to hazards in real time, adapting to vessel traffic, wildlife migration patterns and even political turmoil in volatile regions.

UNDER THE RADAR

Voyage optimization has experienced a slow evolution alongside centuries of innovation – so much so that its growth and development have largely occurred under the radar (pun intended). But make no mistake: Efforts to improve the safety and efficiency of navigation have been continuous throughout history and are nothing new.

In recent decades, pioneering companies have been able to leverage new technology to make significant advances.

"Our expertise in voyage optimization goes back to the 1990s," explains Petter Andersen, Senior Vice President of Shipping Digital at StormGeo, a Norwegian company providing advanced decision support based on real-time weather forecasting. With over 1.3 million voyages optimized in total, StormGeo has established itself as a global leader in the field. Andersen notes that "optimization" is comprised of services spanning the voyage timeline, adding, "StormGeo supports shipping companies top to bottom from pre-voyage planning to real-time optimization to post-voyage analysis using weather routing, vessel performance optimization, bunker management, emissions reporting and more."

Likewise, industry giants better known in other fields are emerging as strong proponents of voyage optimization and bring decades of expertise to the space.

Avikus, founded in 2021 as a wholly owned subsidiary of shipbuilding giant Hyundai, leverages the knowhow of its parent company by pioneering new technologies that are reshaping maritime navigation. "Voyage optimization is a critical value proposition," explains Jungwoo Seo, Avikus' Chief Strategy Officer. "As an autonomous navigation solutions provider, we integrate AI-driven decision-making with real-time sensor data, transforming maritime operations into safer and more efficient endeavors."

Any discussion of voyage optimization and the technology it incorporates inevitably turns to autonomous ships and operations. Both StormGeo and Avikus are investing heavily in AI and machine learning to enhance navigation and situational awareness, including IoT-driven fleet management platforms, to improve vessel speed-down estimations and weather forecasts.

Avikus employs digital twins for predictive maintenance and operational analytics, supported by Hyundai's R&D resources. The company is also focusing on autonomous navigation solutions with its flagship product, Hyundai Intelligent Navigation Assistant System (HiNAS) Control, which seamlessly integrates these factors and executes optimized routes that reduce fuel consumption, emissions and crew workload while enhancing safety.

According to Seo, "Our AI-powered systems dynamically adapt to real-time conditions, enabling vessels to achieve optimal performance in safety and efficiency." While the company is expanding HiNAS as a standard feature in Hyundai newbuilds, retrofit opportunities are a strategic priority and already underway in the company's Korean manufacturing facilities and in repair yards in Europe, Greece and Singapore. These markets represent a significant share of the maritime industry and align with Avikus' goals for broad adoption of voyage optimization and autonomous technology.

Similarly, StormGeo's cloud-based solutions enable real-time data integration and scalability. This allows vessels to leverage AI technology to automatically identify the best routes while maintaining a human-in-theloop approach to account for vessel-specific needs and cargo requirements. "Voyage optimization helps vessels navigate efficiently by considering weather conditions and avoiding adverse weather, thereby saving on fuel and emissions while improving overall efficiency," Andersen says.

COLLABORATION

For any manufacturer or provider to stand as a holistic supplier of voyage optimization services, it must of necessity partner with other manufacturers, vessel operators, regulators and government agencies. Success can only come with a certain level of cooperation among stakeholders and, of course, a level of agreed-upon standardization across regions and industry sectors.

Collaboration with OEMs allows providers like StormGeo and Avikus to improve their services and ensure near-seamless integration and adaptability across platforms that may vary in data type and delivery.

Moreover, feedback from onsite application is critical. StormGeo relies on daily customer engagement to refine its solutions. "We allow shipowners to share validated CO2 emissions data with charterers, reducing the need for multiple systems," Andersen states.

Perhaps most important of all, collaboration allows for in-depth discussions and dialogue among the varied stakeholders – regulators, vessel operators, charterers – who recognize the benefit of voyage optimization and are pushing for its widespread adoption.

DNV straddles the maritime industry as a consultancy and classification society and offers a unique perspective on emerging tech like voyage optimization, including the varied forces behind it.

Jarle Coll Blomhoff, DNV's Head of Digital Ship Systems, points to initiatives like the IMO's regulatory framework and the E.U.'s evolving fuel policies: "These regulatory efforts are prompting shipowners to adopt sustainable practices and 'encourage' operators to optimize emissions and adopt greener technologies."

More directly, Blomhoff notes that fuel costs represent a significant operational expense. The simplest of optimizing efforts can save up to 10 percent on fuel consumption, delivering both financial and environmental benefits. A less obvious but equally important benefit comes in the form of marketing and branding paybacks, particularly for non-cargo vessels like cruise ships. Environmental consciousness is increasingly a key marketing factor.

Although passengers may not directly pay a premium for sustainability, the ability to brand a cruise line as environmentally responsible provides indirect value.

Above all, Blomhoff states, "Charter requirements are a bigger driver than regulatory schemes" as they increasingly demand energy-efficient operations. As a result, vessel owners and operators proudly emphasize the efficiency of their vessels to gain a competitive edge in securing contracts.

Collaboration with leading organizations like DNV has enabled Avikus and others to achieve groundbreaking milestones, including the world's first autonomous navigation type approval. DNV has likewise partnered with entities such as DeepSea, Kongsberg and Ocean Infinity in verifying solutions that can adjust speed and routing autonomously, saving significant fuel while maintaining arrival schedules.

HUMAN-IN-THE-LOOP

In many ways, voyage optimization is the modern equivalent of the Great Circle route – a time-honored practice updated by technological advances. Voyage optimization takes it further, incorporating layers of real-time data and computational analysis to unlock unprecedented efficiencies in cost, time and emissions.

The evolution of voyage optimization reflects a journey from manual navigation to early weather routing and now to dynamic, data-driven optimization.

With all of this emphasis on AI, algorithms and innovation, it may be easy to dismiss the actual human navigator. However, as the maritime industry progresses toward fleet-wide synchronization and increasingly autonomous operations, the human element becomes ever more nuanced but never irrelevant.

While automation can handle repetitive, precision-driven tasks, the brilliance of human adaptability remains critical in responding to unexpected challenges. This human-machine collaboration, supported by robust cybersecurity measures and efforts at standardization, ensures that technological advances are not only functional but safe.

Ultimately, the synergy of people, process and technology, guided by good ol' fashioned seamanship, redefines what it means to navigate the seas – heralding a new era where optimization, rather than mere efficiency, is a new, redefined Great Circle.

Maritime consultant Chad Fuhrmann is the founder of Revolution Consulting X Engineering.

The opinions expressed herein are the author's and not necessarily those of The Maritime Executive.

 

Iran Probes for New Maritime Routes Into Lebanon

Port of Beirut from the ISS, 2020 (NASA)
Port of Beirut from the ISS, 2020 (NASA)

Published Apr 10, 2025 10:58 PM by The Maritime Executive

 

 

Reports from Israel suggest that the Islamic Revolutionary Guard Corps (IRGC) Quds Force is making progress in its search for new routes into Lebanon, following the destruction of the traditional smuggling routes into Lebanon by Israel in recent months. A primary smuggling route, through Beirut docks, had been shut down beforehand in the wake of the fire and subsequent explosion of badly stored ammonium nitrate in the dock’s quayside Warehouse 12 on August 4, 2020.

Unit 190, the IRGC Quds Force’s dedicated smuggling unit, has a well-established modus operandi of developing multiple routes to service a particular client, so that there is built-in redundancy to the supply system.  The Iranians also appear to assume that a proportion of shipments will be intercepted - so they divide shipments into smaller consignments using different routes, so as to be able to absorb any losses.

In the days before Hezbollah was decimated by Israeli strikes, Unit 190 - working with Hezbollah’s Unit 4400 - operated three primary routes into Lebanon to keep Hezbollah supplied.  Besides shipping into Beirut docks, Iranian heavy cargo aircraft from Mahan Air regularly flew into Beirut’s International Airport, where aircraft were unloaded by Hezbollah without any interference on the part of the Lebanese state.  Large volumes were also trucked over the border from Syria, having arrived in Syria primarily overland, through the port of Latakia or via Damascus International Airport. 

Some sophistication in the smuggling routes into Lebanon was needed, after Lebanese border security was tightened with the aid of RAG, a British private security company; on October 3, 2024, the Israelis destroyed a two mile long truck tunnel which straddled the border and emerged into northern Lebanon at Mrah al-Makbeh.  One of many routes, this tunnel demonstrated the sophistication of the smuggling system, which is now dismantled.

The 2-mile long Hezbollah tunnel which straddled the Lebanese-Syrian border (Google Earth base map/CJRC)

In building a smuggling infrastructure afresh, Unit 190 will try a number of options.  Small volumes of cash and vital supplies are still entering Lebanon via Beirut International Airport, but while Hezbollah can still rely on Hezbollah sympathizers within the ranks of the Lebanese security forces, the new Lebanese government is adopting a much stricter control regime over airfreight.  Likewise, Unit 190 has tried to use professional smuggler gangs on land routes into Lebanon, but the new Syrian government also has no desire to stir up trouble with Israel, and has made a number of interceptions. 

Sea routes offer a lower chance of interdiction, though in the current political climate, Iran is not likely to use its own naval sealift or sanctioned vessels from the government-owned Islamic Republic of Iran Shipping Lines (IRISL).  On the basis of past performance, Iran will attempt to ship using third party owners, utilizing respectable container shipping lines and multi-stop routing.

US authorities may be behind reports carried by both Al Arabiya and the Israeli open source intelligence site Intelli Times that Hezbollah’s operation to rebuild its smuggling route through the Beirut docks is headed by Wafiq Safa.  The leaked reports suggest that he controls a network of compliant customs and port officials, but gives no specific details of when and what is being smuggled.  The leak is likely to be a warning both to the Lebanese authorities and to Hezbollah that their activities are being tracked and will not be tolerated.  US State Department envoy Morgan Ortagus, quoted in the same reports, has said that “only by disarming militant groups could the Lebanese people be ‘free from foreign influence, free from terrorism, free from the fears that have been so pervasive in society.’”

If this can be taken as a statement of US policy intent, it is likely that there will be a heavier presence of allied naval vessels in the Eastern Mediterranean overseeing merchant traffic into Lebanon, and that there could in due course be interceptions and searches of suspicious ships off the Lebanese coast.

The opinions expressed herein are the author's and not necessarily those of The Maritime Executive.

 

Chinese Shipping Company Wants to Lease the Former U.S. Base at Adak

And the U.S. Navy may want to lease it first, says Sen. Dan Sullivan (R-AK)

The small harbor at Adak, Alaska, 2015 (Paxson Woelber / CC BY 2.0)
The small harbor at Adak, Alaska, 2015 (Paxson Woelber / CC BY 2.0)

Published Apr 10, 2025 10:59 PM by The Maritime Executive

 


The head of U.S. Indo-Pacific Command supports reactivating the naval airbase at Adak, a remote Cold War station in the Aleutian Islands - but the U.S. military isn't the only interested party, according to Sen. Dan Sullivan (R-AK). An unnamed Chinese shipping company has also reached out to the current landowner to express interest in negotiating a lease, Sullivan said at a Senate Armed Services Committee hearing Thursday. 

Adak was a key naval base throughout the Cold War, providing a logistics and surveillance hub near Russia's eastern shores. After the Base Realignment and Closure Commission process in the mid-1990s, it was shut down, and it ceased operations in 1997. The land is now held by the native Aleut Corporation.   

The port's remoteness and austerity are hard to overstate: at 1,000 nautical miles west of Anchorage, it is closer to the capital of Russia's Kamchatka region than it is Alaska's main city. It is the second-rainiest place in the United States, and is subject to extreme winds, including hurricane-force North Pacific winter storms. As of 2022 it had a population of about 150 people, down from 6,000 at its peak. 

The U.S. military still holds occasional exercises at Adak, and talk of reviving the base has circulated since at least 2021. The regional security situation is changing: Over the last three years, Russian and Chinese forces have begun operating jointly in the North Pacific and Bering Sea, sometimes crossing over into the U.S. Exclusive Economic Zone. These transits have received considerable attention, and Adak would be a natural location for an enhanced U.S. deterrent presence, Sen. Sullivan said Thursday. 

Adm. Sam Paparo, head of U.S. Indo-Pacific Command, told the committee that he also favors reactivating Adak. "It is a further western point which would enable . . . [gaining] time and distance on any force capability that's looking to penetrate," Paparo said. "It would enable up to 10x the maritime patrol reconnaissance aircraft coverage of that key and increasingly contested space."

Sullivan suggested that Adak should be reactivated as a matter of urgency, as the U.S. Navy is not the only prospective tenant. 

"The Aleut Corporation, these are great patriotic Americans. Alaska Natives serve at higher rates in the military than any other ethnic group in the country. They would love to do a deal with the Navy for a 99 year lease or something like that. But you know who checks in with them once a year?" Sullivan asked. "It's a Chinese shipping company that is, certainly, in my view, a front company for the [Chinese military]. So how embarrassing would it be to the Pentagon or the Navy . . . if somehow they signed 100 year lease with a quote 'Chinese shipping company' that always is out there looking at Adak?"

Sullivan emphasized that the Aleut Corporation would never sign a port lease with a Chinese firm, but asked Paparo his opinion all the same. 

"I think it would be bad, because this is the modus operandi in [China's] Belt and Road Initiative," Paparo replied. 

Northern Command and Indo-Pacific Command are working on a set of options to reactivate the base, Sullivan said, and he pressed for a final report before the end of the month.  

Videotron sues Rogers for $91M, alleging breach of contract in Freedom Mobile deal


By The Canadian Press
Updated: April 10, 2025 

Quebecor Inc.-subsidiary Videotron is suing Rogers Communications Inc. for $91 million over an alleged breach of contract related to the sale of Freedom Mobile two years ago. A man enters Freedom Mobile store in Toronto 
THE CANADIAN PRESS/Nathan Denette

TORONTO — Quebecor Inc. subsidiary Videotron is suing Rogers Communications Inc. for $91 million over an alleged breach of contract related to the sale of Freedom Mobile two years ago.

In a notice of action filed last week in the Ontario Superior Court of Justice, Videotron requested an order for Rogers to “specifically perform their obligations” outlined in a 2022 agreement to sell Freedom Mobile to Videotron.

As part of Rogers’ $26-billion takeover of Shaw Communications Inc., the companies agreed to spin off Freedom, which was then-owned by Shaw, to the Quebecor subsidiary for $2.85 billion in an effort to ease competition concerns.

Both transactions received final regulatory approvals in March 2023.

Videotron’s notice of action, filed April 3 on the two-year anniversary of the deals closing, did not provide any detail surrounding how it believes Rogers allegedly violated the contract.


Notices of action are tools that can be used to open a civil claim, with a requirement that a statement of claim be filed within 30 days.

This report by The Canadian Press was first published April 10, 2025.