UECC’s Auto Advance Wins Award With Bremenports For Most Eco-Friendly Ship

UECC’s Head of Newbuilding Jan Thore Foss (right) is presented with the Green Focus Award for Cleanest Ship by Bremen State Councillor Kai Stührenberg. Photo: Bremenports

Published Sep 29, 2025 8:40 PM by The Maritime Executive

 

[By: United European Car Carriers]

United European Car Carriers (UECC) has secured for the fourth time Bremenports’ Green Focus Award for the most eco-friendly ship, with its multi-fuel LNG battery hybrid PCTC Auto Advance gaining the prestigious prize for the second year running with an even higher green score.

“UECC has taken a leading role in implementing innovative technological solutions on its newbuilds and these pioneering investments are now paying off in the form of enhanced environmental performance and reduced exposure to new green regulations,” said UECC’s Head of Newbuilding Jan Thore Foss.

“This award further vindicates these investments and provides an additional incentive to continue upgrading our fleet with alternative fuel technologies to accelerate progress towards our goal of net zero emissions by 2040.”

‘Exceptionally strong score’
He was speaking after the awards ceremony at Bremenports’ recent Envoconnect ports sustainability conference at which Foss was handed the trophy for the Cleanest Ship calling at the German ports of Bremen and Bremerhaven in 2024 by Bremen State Councillor Kai Stührenberg. “That is an exceptionally strong score,” Stührenberg emphasised in presenting the award before a packed audience at the high-profile event staged in Bremerhaven.

He was referring to the Environmental Ship Index (ESI) rating of 82.77 recorded by the Auto Advance with calls at Bremerhaven last year, which exceeded its previous winning score of 80.1 logged in 2023. ESI is a global benchmark of ship performance in terms of carbon dioxide (CO2), nitrogen oxide (NOx) and sulphur oxide (SOx) emissions, giving a score of between zero and 100 to indicate the level of performance exceeding IMO requirements.

Energy-saving technologies
The 2021-built Pure Car and Truck Carrier (PCTC) Auto Advance is one of three UECC sister ships – along with Auto Achieve and Auto Aspire – that are equipped with multi-fuel LNG engines allowing the use of both LNG and low-carbon liquefied biomethane (LBM), as well as a battery hybrid solution for energy efficiency.

The first such LNG battery hybrid PCTCs to be delivered, these vessels have an advanced energy management system to control production and consumption of power onboard, optimising operations at sea and manoeuvring in port. This regulates the vessels’ energy storage system – charged by a permanent magnet, directly driven shaft generator or dual-fuel generators – to ensure minimal emissions when using the bow thruster for harbour manoeuvring.

Foss pointed out the use of LBM, or bioLNG, under UECC’s Sail for Change environmental initiative, supported by leading European vehicle manufacturers, allows carbon-neutral transportation, while turbocharging UECC’s efforts to reach its goal of a 45% reduction in carbon intensity by 2030 - above the IMO target of 40%.

Accelerating alternative fuel adoption
UECC has made rapid strides in adoption of alternative fuels such as biofuels, LNG and bioLNG, which can contribute as much as 70% of emissions reductions, while also rolling out a range of energy-saving solutions that can deliver around 20%. The remaining 10% of emissions cuts can be derived from port electrification and shore power. In parallel, the company is advancing
digitalization initiatives to optimize vessel performance and further support decarbonization.

The company’s CEO Glenn Edvardsen said the environmental profile of its 16-vessel fleet will be further enhanced with the scheduled delivery in 2028 of two similar multi-fuel LNG battery hybrid newbuilds that will strengthen its position as the leading provider of sustainable short sea ro-ro transportation in Europe.

Commenting on the latest Green Focus award, Edvardsen said: “We are delighted to again receive this coveted accolade that demonstrates our commitment to sustainability and our ability to progressively reduce the carbon footprint of our fleet through the use of alternative fuels, as well as other energy-saving measures, to optimise environmental performance for the benefit of our customers under the new green regime.”

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

Mustang Survival Expands Innovation Team & Lab, Using AI to Advance Safety

Mustang Survival HQ

Published Sep 29, 2025 8:28 PM by The Maritime Executive

 

[By: Mustang Survival]

Mustang Survival, part of Wing Group, is expanding its research and development capabilities through a newly formed R&D and Advanced Concepts team with investments in state-of-the-art testing, AI-driven analytics, and global collaborations. Built on decades of problem-solving in the harshest conditions, the company is accelerating the entire cycle — from early-stage research and user engagement, through identifying needs and defining problems, to concept development and commercialization — reinforcing its role as a pioneer in marine safety innovation.

From military operations and public-safety agencies to industrial sectors and recreational communities such as sailing, paddling, and fishing—Mustang Survival’s heritage includes category defining solutions like the original Floater® Coat, the RATIS™ system and the award-winning Atlas Life Jacket and Elite PFD.

As part of this effort, the company has expanded their on-site laboratory to simulate extreme environments more effectively, enhancing fire-resistance and cold-immersion testing—accelerating learning cycles from concept to commercialization within the Waterlife Studio.

“A big unknown piece is how materials behave at different temperatures. Being able to understand these shifts allows us to best address solutions around mobility, insulation, and inflation,” said Jill Davidson, Director R&D and Advanced Concepts, Mustang Survival.

Additionally, as part of Wing Group’s broader initiative, the team is applying AI and advanced analytics to accelerate insights from testing and improve material evaluation—supporting faster iteration and more reliable outcomes across programs.

To deepen its research pipeline, Mustang Survival has expanded collaborations with universities across Canada and strengthened relationships with third-party laboratories locally and globally. The team has also secured government funding to advance research and intellectual property development, creating further opportunities for patents.

“By increasing our commitment to R&D and Advanced Concepts, we are dedicated to a long-term, sustainable solution to the problems that our core users face, ensuring Mustang Survival stays on the leading edge of defining innovation within our market and categories,” said Kenny Ballard, President, Mustang Survival.

By investing in people, processes, and partnerships—and by testing directly in real-world conditions—Mustang Survival is extending their solutions-driven heritage while building a stronger foundation for future advancements in marine safety.

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

Retailers Turn to AI for Precision Forecasting Amid Supply Chain Challenges

Published Sep 30, 2025 1:06 PM by Jess Dankert

 

In a rapidly evolving retail environment, artificial intelligence (AI) is emerging as a critical tool for executives seeking to navigate shifting consumer behaviors and increasingly complex supply chains. As traditional forecasting models falter in the face of new market realities, industry leaders are embracing AI-driven predictive analytics to gain a competitive edge.

The use of AI to optimize supply chains is a top focus of the upcoming LINK 2026: The Retail Supply Chain Conference, a gathering of the nation’s top retailers and solution providers. The conference will delve deeply into several AI-related topics, including how top retailers are reworking the approach to demand planning during this tumultuous time for trade.

For decades, retailers relied on forecasting methods rooted in historical averages and static assumptions. These models, while useful in stable conditions, have proven inadequate as consumer preferences change and external disruptions, such as global pandemics, extreme weather events, and geopolitical tensions, become more frequent. The limitations of shipment-based and manual forecasting have prompted a strategic pivot toward AI-powered solutions.

AI-driven forecasting systems leverage vast amounts of internal and external data, including sales trends, seasonal fluctuations, promotional calendars, weather forecasts, economic indicators, and even social media sentiment. Unlike traditional models, these systems continuously learn and adapt, refining their predictions as new information becomes available. The result is a level of precision that allows retailers to optimize inventory, reduce waste, and improve operational efficiency at both the store and distribution center levels.

Empowering Executives with Granular Insights

For retail executives, the adoption of AI is more than a technological upgrade, it is a strategic imperative. By moving beyond shipment-based models, leaders gain granular visibility into demand fluctuations across regions and channels. This enables smarter inventory deployment and replenishment decisions, minimizing costly stockouts and overstocks while enhancing customer satisfaction.

AI also helps retailers identify emerging trends early, allowing them to respond proactively rather than reactively. For example, machine learning algorithms can detect subtle shifts in consumer preferences or anticipate the impact of upcoming events, such as holidays or major sporting competitions, on product demand. This foresight empowers executives to adjust inventory levels and marketing strategies in real time.

Navigating Supply Chain Disruptions with Scenario Planning

One of the most significant advantages of AI in retail forecasting is its ability to simulate multiple scenarios. In an era marked by near-constant supply chain disruptions, machine learning models can help executives plan for a range of contingencies. Whether adjusting inventory ahead of a major event or reallocating resources during a supply chain hiccup, AI provides the agility retailers need to thrive amid uncertainty.

“AI gives us the ability to plan for the unexpected,” said a supply chain executive at a leading national retailer. “We can model different scenarios and make data-informed decisions with greater confidence, which is invaluable in today’s environment.”

Supporting Sustainability and Strategic Growth

The benefits of precision forecasting extend beyond the bottom line. By reducing excess inventory and waste, AI supports retailers’ sustainability goals. It also frees up teams from manual forecasting tasks, allowing them to focus on strategic initiatives that drive growth and innovation.

As AI and machine learning become “table stakes” in retail forecasting, companies are exploring next-level agentic AI applications to further increase responsiveness and flexibility. These advanced systems can autonomously adjust forecasts and inventory plans, responding instantly to new data and market signals.

Industry Spotlight: LINK 2026 Conference

The transformation underway in retail forecasting will be a central topic at the upcoming LINK 2026 conference, hosted by the Retail Industry Leaders Association (RILA). The event will feature peer-led Tabletalk discussions and retailer-led breakout sessions, including a presentation on how Dollar General implemented its own AI-powered forecasting system to enhance operational performance. Industry experts and executives will share best practices and insights on harnessing AI to deliver the right product, at the right place, at the right time, every time.

Conclusion

AI-driven forecasting is transforming retail from a reactive to a predictive industry. For executives committed to leading with data, the opportunity is clear: harness AI to make smarter decisions, optimize operations, and deliver superior customer experiences in an increasingly complex world.

This article is sponsored by RILA.

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

IHMA and Port of Rotterdam Announce 2026 Congress

Published Sep 29, 2025 8:23 PM by The Maritime Executive

 

[By: International Harbour Masters Association]

The International Harbour Masters Association (IHMA) and the Port of Rotterdam Authority are pleased to announce the 15th International Harbour Masters Association Congress, to be held from 09–12 June 2026 at Theater Zuidplein in Rotterdam.

The theme of the IHMA Congress 2026 is Connecting Horizons – Building Future Resilient Ports Together, reflecting a shared commitment to collaboration, innovation, and sustainability across the global maritime sector.

The IHMA Congress is a biennial event offering a vital forum for IHMA members, industry stakeholders, innovators, and suppliers from across the ports sector. The Congress enables attendees to connect, share insights, and explore the latest advancements in technology and best practices.

What’s On The Agenda?
The event will open at 09:00 on Tuesday, 09 June 2026, with a formal Opening Ceremony, followed by plenary sessions and panel discussions, keynote addresses, workshops and games. Over three days, the Congress will explore the following core themes: 

• Emerging Technologies
• Sustainable Together
• Resilient Ports

On the final day, Friday, 12 June, participants will have the opportunity to join an exclusive Port Tour, inside the biggest port in Europe, organised by the Port of Rotterdam Authority, offering a unique, behind-the-scenes look at one of the world’s largest ports.

Gala Dinner & Awards Ceremony
The Congress Gala dinner takes place in the heart of Rotterdam on the evening of Thursday, 11 June and will include the announcement of the IHMA award winners. 

Launched in 2018, the IHMA awards are held to recognise and celebrate the contributions Harbour Masters make to ensuring safe, secure and efficient ports around the world.

The awards will be judged in three categories:

• Safe, Efficient and Secure Port
• Outstanding Individual Achievement in the Profession of Harbour Master
• Port Operations Photograph of the Year

Nominations are now open. For more information, please contact secretary.ihma@harbourmaster.org

What Our Leaders Say
IHMA Congress Chair Gary Wilson: “We’re very much looking forward to the next IHMA Congress in Rotterdam. The theme, Connecting Horizons – Building Future Resilient Ports Together, promises to spark essential discussions. Coming together to share our recent experiences is always a privilege.”

Harbour Master, Port of Rotterdam Authority - René de Vries: “We look forward to welcoming IHMA members to Rotterdam next year. It will be an excellent opportunity to exchange ideas and discuss resilience and new technologies in our ports. We are honoured to host this event in Rotterdam.”

IHMA President Paul O’Regan: “From the port to the city, Rotterdam has it all. Experiences we can all learn from. I’m truly excited about reconnecting with colleagues and delivering a superb programme that will empower us all to build more resilient ports.”

Registration Now Open
Registration is open to all members of the maritime community.
For more information and to register, visit: https://ihmacongress2026.harbourmaster.org/

Coming Next

• Call for Papers – September 2025
  IHMA will invite professionals to submit abstracts for proposed papers in their area of expertise. This is a valuable opportunity to contribute forward-thinking ideas and practical solutions for building more resilient ports.
• Innovation Hub & Student Showcase – November 2025
  Aimed at highlighting future talent and voices of the next generation, we will be inviting start-ups, scale-ups and students to present their boldest ideas for the future of sustainable ports. More on this to come!

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

 

Amidst Russia-NATO Tensions, Drone Spotted at North Sea Gas Platform

The Sleipner A platform (left) (Bair175 / CC BY SA 3.0)

Published Sep 29, 2025 11:11 PM by The Maritime Executive

 

 

On Monday, as NATO ramped up preparedness for ongoing Russian drone and aircraft incursions, workers at Norway's Sleipner gas field reported sighting an unidentified drone. It is not the first time that suspicious drone activity has been spotted in the area, but the approach is under investigation because of elevated concerns about hybrid warfare threats - and the value of the installation. 

The four-platform Sleipner complex handles output from five mature fields, including tiebacks. The installation dates back to the 1990s, and is still actively contributing to Norway's gas production; it feeds into the Gassled Area D dry gas offshore pipeline network, which serves customers in Europe. Taken as a whole, including other fields, the Gassled supply system is a strategic asset: Norway's offshore sector provides more than 30 percent of all natural gas used by consumers in the UK and EU combined.  

Personnel aboard Sleipner A notified shoreside staff at Equinor on Monday night that a suspicious drone had been sighted near the platform, an operations manager confirmed to VG and NRK. No further details were available, but he said that these matters are taken seriously, and the company is following its notification protocols. The platform's operations are unaffected, he told NRK. 

"We encourage our employees to have a certain level of vigilance given the circumstances we are in. It has been like this for a while," Equinor spokesman Magnus Frantzen Eidsvold told NRK. 

Sleipner is in the middle of the North Sea, halfway between Norway and Scotland - more than 100 nautical miles beyond the reach of a typical consumer drone. However, it is not the first time that a drone has been spotted near Sleipnir. In October 2022, amidst heightened tensions over the then-new Russian invasion of Ukraine, workers on the Sleipner platform reported a "helicopter-style" drone near the facility. The Norwegian Police Security Service opened an investigation into a possible espionage threat in connection with the case, and drone detection sensors were installed to identify any approaching UAVs. 

Then and now, the drone sightings offshore are accompanied by concerning drone threats over land. On Sunday, one Norwegian airplane flight departing Oslo had to return to the airport because of suspicious drone sightings on its route. Over the past week, unauthorized drones shut down the Copenhagen airport in a coordinated raid - and several Russia-linked ships are suspected of serving as possible launch pads for the operation. 

Top image: The Sleipner A platform (Bair175 / CC BY SA 3.0)

 

Coast Guard Shoots Out Smuggling Boat's Engine off San Diego

A previous interdiction off San Diego (USCG file image)

Published Sep 29, 2025 8:43 PM by The Maritime Executive

 

 

On Sunday evening, a U.S. Coast Guard response boat crew detained seven foreign nationals off San Diego by shooting out their vessel's engines. 

At about 1710 hours, the response boat crew was on patrol when they spotted an apparently disabled vessel at a position about five nautical miles off the coast of Mission Bay, within U.S. territorial seas. The patrol boat approached the vessel to investigate, at which time the "disabled" boat began a high-speed sprint on a southward course, headed for the Mexican maritime boundary line. 

After directing the suspect vessel to stop, the boat crew fired warning shots, but this did not have the desired effect. The crew followed up with 15 rounds of non-lethal pepper balls, after which the suspect boat rammed the patrol boat, causing minor damage. 

At this point, the boat crew escalated and shot out the suspect vessel's starboard engine with "precision rounds." The damage brought the fleeing boat to a halt at a position about four nautical miles southwest of Point Loma - about 15-20 nm from where the chase began, and less than 10 nm from the maritime boundary.

Aboard the vessel, the Coast Guard boat crew found seven Mexican nationals, all male. None were injured except for irritation from the pepper balls. They (and the vessel) were taken into custody and handed over to the appropriate authorities for processing. 

The last time a San Diego boat crew used live rounds to disable a fleeing suspect vessel was on May 10, when an 18-foot cabin cruiser was spotted moving at high speed off Point Loma. After warning shots, the boat crew used disabling fire to force the vessel to halt. Eight foreign nationals were aboard the suspect boat, and were detained for transfer to Department of Homeland Security agents. 

Routine, nonkinetic intercepts are commonplace at the Southern California maritime boundary. As part of the administration's ongoing crackdown on illegal immigration, the San Diego station has tripled its fleet of patrol boats this year, according to local ABC 10. 

 

Ship Recycling at a Crossroads: Why Basel and the HKC Must Coexist

A yard participating in an HKC compliance program (IMO file image)

Published Sep 29, 2025 3:15 PM by Dr. Ishtiaque Ahmed

 

 

The debate over end-of-life ship recycling has never been more urgent. With the recent entry into force of the Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships (HKC) on 26 June 2025, governments, industry, and civil society are once again grappling with the unresolved question of how this new instrument interacts with the older and broader Basel Convention on the Control of Transboundary Movements of Hazardous Wastes and their Disposal. At stake is not only the proper interpretation of international law but also the protection of human health and the environment in some of the world’s most vulnerable regions.

For ship recycling states such as Bangladesh, which dominate global dismantling capacity, the Basel–HKC conflict has profound practical implications. The Basel Convention provides a comprehensive system for controlling the cross-border and downstream movement of hazardous waste, designating competent authorities to oversee compliance. In Bangladesh, under the constitutional “Rules of Business” that allocate responsibilities among ministries, this role belongs exclusively to the Department of Environment (DoE). Once asbestos, heavy metals, and other hazardous substances are stripped from a vessel and removed from the yard, their transport to treatment, storage, and disposal facilities (TSDFs) falls squarely within Basel’s remit—and under the DoE’s jurisdiction.

By contrast, the HKC is deliberately narrower. Negotiated under the auspices of the IMO, it focuses primarily on shipyard-level practices: worker safety, facility certification, and environmentally sound methods of cutting, dismantling, and waste removal inside the yard. The HKC does not extend beyond the yard gate. It does not govern what happens when hazardous materials leave the premises. The IMO itself has acknowledged that it has no mandate over downstream waste management, which remains a matter of domestic law and, internationally, Basel.

This division of labor should make the picture clearer: HKC & Basel inside the yard, Basel outside the yard. Yet in practice, the simultaneous existence of two treaties has generated confusion and, in some cases, intentional misinterpretation. Powerful stakeholders within the global shipping industry have promoted the view that HKC, being the newer and more “specific” treaty, should take precedence as per the Vienna Convention on the Law of the Treaty (VCLT). This argument appeals to states eager to facilitate the ship recycling business, but risks sidelining Basel’s more stringent downstream obligations.

The danger is not theoretical. In Bangladesh, the Ministry of Industries (MoI), the Competent Authority to govern ship recycling, supported by donor-funded projects, has begun to assume semi-regulatory roles that properly belong to the Department of Environment (DoE) under the Rules of Business following the constitution of Bangladesh. While not promulgating binding rules, the MoI’s issuance of voluntary guidelines nonetheless influences practice in ways that affect the DoE’s constitutional mandate under the Rules of Business. For example, the ongoing consultation on the draft “Guidance on Hazardous Waste Collection & Transport Systems from Ship Recycling Facilities” under projects led by the Ministry of Industry and funded by the International Maritime Organization (IMO) illustrates a quiet but consequential encroachment on environmental authority. Even though the document has not yet been formally adopted and carries no binding force, the very process of developing such guidance under the auspices of the MoI signals a shift in institutional influence over environmental governance in the ship recycling sector.

According to the Rules of Business, the MoI’s mandate is to promote commerce, investment, and industrial development—not to regulate or influence environmental matters. When the Department of Environment is bypassed in any form, the result is a dilution of constitutional safeguards for environmental governance and the emergence of a conflict of interest, as responsibilities shift from environmental oversight toward the advancement of business interests.

The funding dynamics are critical. With virtually no international projects—particularly those related to ship recycling in Bangladesh—channeling resources through the DoE, the department lacks both the incentive and institutional capacity to develop Basel-based regulations, guidelines, or enforcement mechanisms. In contrast, ministries tasked with promoting industry receive more direct donor support, often linked to technical assistance projects. The result is an institutional imbalance that tilts governance toward business facilitation. Environmental oversight is weakened, not by overt deregulation but by subtle shifts in jurisdiction and funding priorities.

This dynamic reflects what can be described as environmental colonialism. It is not the traditional colonialism of political domination, but a new form rooted in global asymmetries of power, finance, and influence. In the realm of ship recycling, powerful shipping nations and industry associations shape the agenda, ensuring that international rules accommodate business interests. Meanwhile, environmental considerations—particularly those affecting communities near shipyards and TSDFs—are treated as secondary.

In Bangladesh, where ship recycling is a critical economic sector, the pressures are immense. The industry provides employment and foreign exchange earnings, making it politically sensitive. Yet the environmental and health consequences of mishandled hazardous waste are equally immense. When downstream controls are weakened or neglected, the burden falls on local communities, workers, and ecosystems. The absence of strong NGO voices and limited public awareness exacerbate the problem, allowing industry-aligned narratives to dominate.

The entry into force of the HKC should not be misinterpreted as a license to dilute Basel. Both treaties can and must coexist. The HKC is valuable for improving working conditions and environmental practices within shipyards. Basel remains indispensable for ensuring that once waste leaves the yard, it is managed in a manner consistent with international environmental standards. For Bangladesh, and for other ship recycling states, clarity on this division of responsibility is critical.

The path forward requires several steps. First, Bangladesh's domestic law should explicitly confirm the division of jurisdiction: HKC governs dismantling activities within the yard, while Basel applies to all downstream hazardous waste activities. Such clarity would prevent regulatory overlap and close the door to opportunistic interpretations.

Second, environmental authorities such as the DoE must be strengthened with resources, authority, and political backing. Without adequate capacity, even the clearest legal mandate cannot be enforced effectively.

Third, international programs supporting ship recycling must align with Basel’s downstream obligations. Projects addressing hazardous waste transport or disposal should be anchored in Basel, not in IMO’s shipping-centered framework.

Finally, civil society must play a more active role. NGOs and local communities can provide the counterbalance needed to ensure that industry interests do not monopolize policy development.

Ultimately, aligning Basel and HKC within the framework of the Rules of Business is essential not only for legal coherence but for environmental justice. Failure to respect these boundaries risks perpetuating a form of environmental colonialism in which developing countries bear the toxic burdens of global commerce without adequate protection. Respecting Basel’s jurisdiction once hazardous waste leaves the yard, and empowering Bangladesh's DoE to carry out its mandate, are not obstacles to business. They are prerequisites for ensuring that ship recycling is safe, sustainable, and fair.

If the global community is serious about sustainability, it must acknowledge that commercial imperatives cannot be allowed to erode environmental safeguards. The HKC may be more specific and new, but Basel remains vital. Together, and only together, can they provide the framework needed to transform ship recycling from a site of risk into a model of responsible industry.

Dr. Ishtiaque Ahmed is a Professor and the Chair of the Department of Law at North South University, Bangladesh. A former merchant marine engineering officer, he earned his Doctor of the Science of Law (J.S.D.) from the Center for Oceans and Coastal Law at the University of Maine School of Law, USA, where he specialized in ship recycling law and policy. Dr. Ahmed has also worked with the International Maritime Organization (IMO) as a legal consultant, where he played a central role in drafting Bangladesh’s Ship Recycling Rule and revising the Ship Recycling Act. His academic and professional expertise lies at the intersection of maritime law, environmental regulation, and the development of sustainable ship recycling practices. He can be reached at ishtiaque.ahmed@northsouth.edu.

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

 

Houthis Announce “Sanctions” on Oil Majors and Tankers for U.S. Oil Exports

The now famous image of the Houthi spokesperson making their official pronouncements

Published Sep 30, 2025 6:06 PM by The Maritime Executive

 

The Houthi militants in Yemen issued a statement saying that they are sanctioning many of the leading energy companies, the chief executives, and tankers for conducting exports of U.S. oil. The group did not make a specific threat but said its leadership had issued a ban on U.S. oil exports in May of this year.

In the statements emailed to Western media and posted online, the group lists a dozen major energy-oil companies and traders. It includes ExxonMobil, Chevron, Phillips 66, Marathon, Conoco, Valero, and more, along with the names of the CEOs of the companies. In the statement, the group said these companies are being sanctioned because of their “involvement in facilitating the export, re-export, transport, loading, purchase, or sale of U.S. crude oil, directly or indirectly, from U.S. ports. This includes ship-to-ship (STS) transfers - whether wholly or partially – and through third parties.”

One shipping company, Diamond S Shipping, is also on the group’s list of sanctioned companies. 

In addition to the companies, the statement also singles out two crude oil tankers, both it says, are associated with Diamond S and are registered in the Marshall Islands. Both of the vessels were built in 2012 and are currently sailing to South America. The tankers named are the Seaways San Saba and the Seaways Brazos, each 159,000 dwt. The statement does not explain why these ships or Diamond S were specifically included.

In the past, the Houthis have singled out a few other shipping companies, but always charged that they were involved with Israel through investment or sending cargo to Israeli ports. They have continued to threaten the U.S. warships operating in the Red Sea area, but no direct targeting of U.S. vessels has been reported since the short-lived ceasefire earlier in the year and the U.S. bombardment of Houthi positions in Yemen. 

Only a few commercial ships have been targeted in 2025, despite the continued threats. Most of the Houthi missile and drone attacks are being directed at Israel, prompting multiple bombing raids in retaliation from Israel.

 

Maritime Security in an Era of Unprecedented Challenges

Damage to the tanker Sounion after a Houthi attack off Yemen, August 2024 (EUNAVFOR)

Published Sep 30, 2025 4:46 PM by John Stawpert

 

 

The maritime industry has faced an extraordinary period of disruption over the past few years, from the Red Sea crisis and Ukraine conflict, to continued piracy threats in South East Asia. As we navigate these challenges, the lessons learned are reshaping how we approach maritime security globally. Drawing from extensive experience contributing to the International Chamber of Shipping's Maritime Security Guide and frontline observations of recent crises, it's clear that the industry's resilience has been tested and proven, but significant challenges lie ahead.

The shifting maritime security landscape has necessitated a move from a geographical focus to a comprehensive threat-based methodology. The latest Best Management Practices (BMP) Maritime Security guidelines reflect this evolution, moving away from region-specific advice to a universal framework that allows companies to conduct thorough threat assessments for each voyage. This transformation represents more than just a change in documentation, it's a philosophical shift toward proactive security management. The sequential layout of modern BMP guidelines enables companies of all sizes, from single-ship operators to hundred-vessel fleets, to apply consistent security standards. The beauty of this approach lies in its universality; the fundamental threat assessment process has universal applicability, and its embedding in shipping companies' security culture has unquestionably enhanced industry-wide security.

However, the effectiveness of security measures remains threat-dependent. What proves essential in one scenario may be irrelevant in another, reinforcing the importance of voyage-specific threat and risk assessments rather than blanket security protocols. This nuanced approach acknowledges that maritime security cannot be solved with one-size-fits-all solutions, despite the universal applicability of the assessment framework itself. The complexity of modern maritime threats requires comprehensive guidance that addresses everything from traditional piracy to cyberattacks and terrorism, challenges that are thoroughly examined in ICS's Maritime Security Guide.

The ongoing Red Sea crisis stands as perhaps the most significant maritime security challenge of recent years. The crisis has had profound operational impacts, with 60 percent of trade diverting from the usual Red Sea route around the Cape of Good Hope instead. Yet remarkably, the financial impact has been minimized by industry resilience, preventing the anticipated price rises for consumers that many feared.

The industry's response strategies have yielded mixed results. While rerouting significantly reduced the target environment in the Red Sea, it has sadly not eliminated attacks or their awful consequences for seafarers aboard targeted vessels. More positively, the massive increase in maritime situational awareness, assisted by naval missions in the region, has provided contingent security benefits, enabling companies to accurately assess voyage-specific threats. Perhaps most importantly, the crisis has generated an exemplary reporting and information architecture that demonstrates effective industry-military liaison. This model should be replicated wherever security crises arise, providing a blueprint for future crisis response.

The war in Ukraine initially created a blockade of Northwestern Black Sea trade, but innovative solutions have restored operations to surprising levels. Trade flows have now reached antebellum levels, demonstrating the industry's remarkable adaptability. The Black Sea Grain Initiative represented a unique diplomatic and operational solution to conflict-related challenges. The subsequent humanitarian corridor has maintained trade flow to Ukrainian ports despite ongoing threats from mines and collateral damage from attacks on port infrastructure. This success suggests that long-term shipping pattern changes in the Black Sea may be minimal, with trade flows having already normalized. Operating in such areas of war and war-like risk requires sophisticated planning and risk management, precisely the type of practical guidance that modern security resources must provide to shipping professionals.

In South East Asia, piracy continues to follow traditional patterns, with criminals boarding vessels primarily for robbery. The Straits of Malacca and Singapore remain the region's highest-risk areas, requiring thorough threat and risk assessment for all voyages, particularly when vessels are at anchor. However, regional cooperation has achieved remarkable success in what was once the global hotbed of maritime piracy. Recent action by Indonesian authorities has severely impacted criminal gangs' operational capacity, with hopes that continued enforcement will eradicate this longstanding threat entirely.

Looking ahead, three significant challenges dominate the maritime security horizon. Regional conflicts will remain a persistent threat, requiring constant vigilance and adaptive responses. The introduction of loitering munitions has added an entirely new dimension to maritime threats, demanding sophisticated guidance and countermeasures that the industry is still developing. Cybersecurity presents an escalating concern that will become increasingly complex as systems integrate further and artificial intelligence becomes more prevalent in maritime operations. The interconnected nature of modern shipping systems creates new vulnerabilities that require comprehensive protection strategies, making maritime cyber risk management an essential competency for today's shipping professionals.

Additionally, drug smuggling continues to challenge shipping companies, complicated by the risk of unfair criminalization in some jurisdictions. This creates a dual burden: preventing criminal exploitation while protecting legitimate maritime operators from unjust prosecution. The complexity of this challenge requires careful navigation between security responsibilities and legal protections, alongside practical guidance on managing issues like stowaways and rescues at sea.

The key to addressing future maritime security challenges lies in enhanced cooperation. We know from experience that international cooperation works. The cooperation between EUNAVFOR Atalanta, Combined Maritime Forces and NATO was central to combating Somali piracy, and the reporting and response architectures developed through that process are a model that should be replicated wherever there are security threats. Policymakers must understand the peculiarities of shipping to ensure crisis responses match industry needs and are properly tailored to the maritime environment.

For the industry itself, constant vigilance and awareness remain fundamental to preparedness in the face of an uncertain security environment. Horizon scanning for likely crises and emerging threats ensures the maritime sector isn't caught off-guard when new security dangers manifest at sea. This proactive approach, combined with the lessons learned from recent crises, positions the industry to respond more effectively to future challenges. Having trusted security resources collected in one place, from the latest BMP guidelines to Maritime Industry Security Threat Overview (MISTO) and comprehensive risk assessment tools, enables shipping companies to maintain the high standards of security preparedness that today's threat environment demands.

For shipping executives navigating this complex security environment, three priorities stand out as essential. First, conduct thorough threat and risk assessments for every voyage, without exception. The voyage-specific approach enshrined in modern BMP guidelines must become standard practice across all operations. Second, actively connect with regional security architectures to leverage collective intelligence and response capabilities. The success of cooperative frameworks demonstrates the value of shared situational awareness and coordinated responses. Third, rigorously follow Best Management Practices for Maritime Security as the foundation for all security protocols.

The maritime industry has demonstrated remarkable resilience in the face of unprecedented challenges. From the Red Sea crisis to Black Sea innovations and South East Asian success stories, shipping has adapted, innovated, and overcome. The financial stability maintained during the Red Sea crisis, the restoration of Black Sea trade flows, and the dramatic reduction in South East Asian piracy all testify to the industry's capacity for effective response and adaptation.

However, the evolving nature of maritime threats demands continued vigilance, enhanced cooperation, and unwavering commitment to security best practices. The introduction of new threat vectors like loitering munitions and the growing complexity of cybersecurity challenges require the industry to remain agile and forward-thinking. Masters, company security officers, ship security officers, and port facility security officers must have access to comprehensive, up-to-date guidance that addresses both statutory requirements under SOLAS and the ISPS Code, and practical operational realities. As we navigate an uncertain future, the lessons learned from recent crises provide both warning and reassurance. The industry's capacity for adaptation and the effectiveness of international cooperation when properly implemented offer hope that maritime trade will continue to flow safely across the world's oceans, even as new challenges emerge on the horizon.

John Stawpert is Principal Director Marine at the International Chamber of Shipping.

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

 

Korean Coast Guard Tracks Down and Detains Russian Ship in MARPOL Case

Russian-flagged cargo ship detained on MARPOL offense (Busan Coast Guard)

Published Sep 30, 2025 3:49 PM by The Maritime Executive

 

The Busan Coast Guard in South Korea is reporting the details on a recent MARPOL violation where it had to track down the vessel using detailed research. A small, Russian-flagged refrigerated cargo ship was identified as the source of the pollution and has now been detained after the Coast Guard pursued the ship.

The incident began when a diver reported an oil spill off the coast of Busan on the morning of September 24. The Coast Guard determined that the vessel that had released the oil had fled the scene. It conducted a clean-up while it began searching for the vessel associated with the spill.

A drone was deployed, and based on the spread of the oil film, the Coast Guard reports it targeted the unnamed vessel as a suspect in the case. It collected and analyzed oil samples from the spill.

“This case is a representative success story combining the systematic investigation and relentless pursuit of Busan Coast Guard's marine pollution response specialists,” said a Busan Coast Guard official. 

The vessel, which is only identified as a 2,616-ton Russian-flagged refrigerated cargo ship, was later stopped and accused of dumping approximately 39 liters of waste oil into the sea near Busan and then fleeing.

The Coast Guard reports it conducted a four-day inspection of the vessel, attempting to identify the source of the oil and the path of a possible leak. It inspected the entire engine room and discovered that the waste oil had leaked into the sea due to a malfunction caused by the deterioration of an intermediate valve while transferring engine room waste oil to a tank for engine repairs. 

Analyzing the oil aboard the vessel, they were able to confirm the same components as the recovered spill. Based on this and the detailed inspection of the engine room, they report that they obtained a confession from a crewmember on the vessel.

The Coast Guard is seeking compensation from the vessel’s operator for the costs involved in the clean-up of the spill. There was no word of any additional fines the vessel might be facing for the offense and leaving the scene.