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Webinar: Homeland Security Startup Studio, Aug. 6
The U.S. Department of Homeland Security (DHS) Science and Technology Directorate (S&T) will host the webinar “Meeting the Mission: Insights from HSWERX and Homeland Security Startup Studio (HSSS)” on August 6, from 10:30 to 11:15 a.m. EST.
This live webinar is designed to help startups, small businesses, and innovators learn how to collaborate with DHS to bring transformative mission solutions to the public. It will provide a clear overview of the HSWERX and HSSS programs, and practical guidance for engaging with the DHS innovation ecosystem.
This webinar will also launch the HSSS Science, Education, Entrepreneurship, and Deployment (SEED) Seminar Series, a two-part program this summer. SEED Seminars are learning opportunities for DHS staff and others to expand their understanding of mechanisms for moving technologies from lab to market, improving research and development impact and outcomes.
How Plastics Affect Antimicrobial Resistance
This study highlights a lack of firsthand investigation for several of the theoretical links between plastics and AMR, and identifies urgent research questions to help society tackle these AMR pathways before they become a more serious threat.
“By highlighting the interactions between plastics at different life cycle stages and AMR under the umbrella of a changing climate, research and mitigation efforts may be more appropriately targeted, and solutions can be developed to address these issues in parallel, such as reformed governance, interconnected policy or joint monitoring frameworks,” said Emily Stevenson, lead author and Ph.D. researcher at the University of Exeter and Plymouth Marine Laboratory.
DOE AlgaePrize Competition Winners
The U.S Department of Energy (DOE) Bioenergy Technologies Office (BETO), in partnership with the Algae Foundation and NREL, has announced the grand champion and top four winning teams of the 2023 to 2025 DOE AlgaePrize Competition.
The AlgaePrize challenges students to think like bioeconomy professionals by developing novel solutions to challenges associated with gigaton-scale algae commercialization. The AlgaePrize Competition supports DOE’s effort to expand the domestic supply of an affordable and reliable energy resource.
AlgaePrize 2023 to 2025 teams included competitors from high schools, colleges, and universities across the United States who had the opportunity to gain real-world science, technology, engineering, and mathematics experience. The teams developed innovative solutions for algae production, processing, and new product development to lower the costs of producing algal biofuels and bioproducts.
During the AlgaePrize Competition weekend on July 18 to 20, 2025, 13 finalist teams showcased their projects to a panel of judges at NREL in Golden, Colorado.
Team Parachlorella Plastic Pals of University of California, San Diego in La Jolla, California, won this year’s competition and received a total of $25,000 in prize money. The team aimed to make biodegradable plastic (TPU) from algae, focusing on three key steps: growing the algae, turning its oil into useful ingredients, and creating and testing the final plastic products.
Four other teams were named top finalists, and each received $10,000 in prize money:
- AlgaeNano+ – University of Puerto Rico, Rio Piedras in San Juan, Puerto Rico
- Aloha Limu – University of Hawaii at Hilo in Hilo, Hawaii
- BlazerBloom – Hood College in Frederick, Maryland
- JCCC Chlorella Cavaliers – Johnson County Community College in Overland Park, Kansas
BETO supports research and development to lower the costs of producing algal biofuels and bioproducts. The AlgaePrize competition is part of DOE’s American-Made Program, a national energy innovation ecosystem that connects competitors with experts, mentors, incubators, and investors to help develop products, secure funding, and bring innovations to market.
Geopolitical Tensions Bring New Shipping Risks
By Captain Rahul Khanna
According to Allianz Commercial’s recent Safety and Shipping Review, the shipping industry is facing new risks and challenges linked to the rapidly evolving geopolitical landscape in 2025, compounded by difficulties stemming from the legacy of Covid-19 and the ongoing energy transition.
The industry faces an increasingly volatile and complex operating environment, marked by attacks against shipping, vessel detentions, sanctions, and the fallout from incidents involving damage to critical subsea cables. Increased global protectionism and tariffs also present a threat, potentially interrupting or altering supply chains and long-held trade relations.
Additionally, traditional risks for the shipping sector remain, including large claims from typical risks, such as fires, collisions and groundings, which are still the main drivers for total losses of large vessels. While these risks remain top-of-mind, the industry has made significant maritime safety improvements in recent years. There was a record low in global vessel loss in 2024: 27 losses, down from 35 in 2023 and more than 200 through the 1990s.
The potential for maritime loss due to political risk and conflict is increasing with heightened geopolitical tensions. While total losses from traditional causes may have reduced over time, this positive trend could be offset by war and other politically linked exposures. It is important that shippers keep geopolitical risk in mind.
Developments in U.S. trade policy and rising protectionism have significantly impacted global maritime trade, with approximately 18 percent of it subject to tariffs as of mid-April 2025, compared with 4 percent in early March, and dramatic declines in shipments reported in the immediate aftermath of the Trump Administration’s “Liberation Day” tariff announcements. The future of these policies is uncertain, and any further severe trade restrictions could affect vessels at sea or in ports and disrupt supply chains, among other impacts.
The “shadow fleet,” including older, poorly maintained oil tankers, is also posing an increasing challenge for the maritime and insurance industries. These vessels engage in illegal oil trade under flags of convenience, often disabling identification systems and conducting risky ship-to-ship transfers. Since the start of the Ukraine War, the size of this fleet has grown significantly.
Today, around 17 percent of the world tanker fleet is thought to belong to the shadow fleet, and estimates indicate there are close to 600 tankers trading Russian oil alone. Shadow fleet vessels increase risk, including of environmental incidents around the world, such as fires, collisions and oil spills that lead to major cleanup costs due to lack of insurance. Although recent Western sanctions are making it harder for these vessels to trade, the shadow fleet remains a serious problem.
Large vessel fires are still a major concern for hull and cargo insurers, especially for containerships, car carriers, and roll-on/roll-off vessels, on which around 30 percent of fire incidents occurred in 2024. Overall, the number of incidents was up year-on-year to a decade high of 250 across all vessel types. Efforts to mitigate fire risks are underway, with regulatory changes and technological advancements aimed at addressing misdeclared cargo, a primary contributor to such fires. Enhancing fire detection and fighting capabilities is critical, particularly as the maritime electrification age progresses.
There is little doubt the shipping industry is becoming more resilient against the risks associated with large vessels, although much work remains to be done, and increased geopolitical tensions will shape the future of the sector.
Captain Rahul Khanna is the global head of marine risk consulting at Allianz Commercial.
Recap: US Shipbuilding Renaissance Panel

On July 15, the shipbuilding group Fincantieri hosted a panel in Washington, D.C., to analyze the challenges and opportunities for shipbuilding in the U.S.
The experts at the event, “Full Speed Ahead: The U.S. Shipbuilding Renaissance,” emphasized the potential for defense innovation and investment in domestic production to strengthen national security and bolster local economies.
Kicking off the discussion, George Moutafis, CEO of Fincantieri Marine Group, spoke about the company’s dedication to its partnership with the U.S. He referenced the shipyards in the Great Lakes that support the full life cycle of Navy, Coast Guard, and commercial fleets, and the recent completion of the world’s largest cruise terminal in Florida.
Jan Allman, CEO of Fincantieri Marinette Marine (FMM), explained how the Wisconsin shipyard transformed the struggling Marinette community into a thriving middle-class economy.
During the panel discussion, Dr. Cynthia Cook (Center for Strategic and International Studies), Russell Rumbaugh (Atlantic Council, former assistant secretary of the Navy), and Dr. Stacie Pettyjohn (Center for a New American Security) shared their expertise with the moderator, Vice Adm. Richard Hunt, president of FMM. The conversation highlighted the U.S.’s lag in shipbuilding relative to China. The takeaway was that, ultimately, opportunity lies in innovation and investment as the path to success for the shipbuilding renaissance.
Pettyjohn pointed out the complexity of the issue: “I don’t think we have an innovation problem. I think we have an innovation adoption problem.”
Pierroberto Folgiero, CEO of Fincantieri, concluded the event by emphasizing the company’s commitment to strengthening its U.S. presence, which it has maintained for the past 18 years. Folgiero said the way forward includes the production of icebreaker and cable-laying ships in support of the U.S. national security strategy and the modernization of the Jacksonville yard for maintenance, repair, and overhaul work. Fincantieri will also create an engineering lab in Wisconsin and extend university partnerships to invest in innovation.
New Self-Calibrating pH Sensor for Accurate, Reliable Readings

The new Teledyne Valeport pH, developed in collaboration with ANB Sensors, introduces a cutting-edge, self- calibrating solution for robust, reliable pH measurements in ocean monitoring. This innovative sensor redefines how pH is measured over extended periods of time, offering a powerful alternative to traditional glass electrode technology.
Traditionally, pH measurements have used glass electrode technology. While highly accurate, this method requires frequent instrument calibration to prevent reference electrode drift, resulting in lengthy sensor downtime. Glass electrodes are also more fragile and require storage in very specific conditions.
Unlike conventional pH sensors, the new Teledyne Valeport pH leverages Teledyne Valeport’s respected engineering expertise and ANB’s patented calibration-free technology to create a leading pH sensor.
This advanced sensor is self calibrating, preventing instrument downtime, reducing calibration-related costs, and significantly extending deployment periods. The sensor is also highly durable and easy to store, making it a resilient and superior alternative to traditional pH sensors.
Engineered for versatility, the sensor is rated to depths of up to 1250 meters (4,101 feet) and delivers exceptional accuracy of ±0.1 pH. Its rugged titanium housing ensures reliability in harsh marine environments, making it suitable for a wide range of applications, including fixed site monitoring, buoys and frames, ROVs, AUVs, and ASVs.
What sets the Teledyne Valeport pH sensor apart is its combination of simple operation, ruggedness, and ease of handling and storage. It is particularly well-suited for long-term deployment scenarios due to several unique features:
- Robust solid-state technology – for durability in extreme marine conditions
- Reference drift compensation – to maintain accuracy over time
- Calibration-free operation – in situ self-calibration eliminates the need for frequent recalibrations
- Biofoul solution – a low concentration of biocide is produced at the sensor head to keep the transducer clean and ensure reliable data collection
- More responsive temperature compensation – improving measurement accuracy in varying ocean conditions
Designed with practicality in mind, the Teledyne Valeport pH sensor features Valeport’s signature titanium housing and measures 204 mm in length with a diameter of 47 mm. It operates on 9-28 V DC power with a consumption of <32 mA @12 V DC and weighs less than 1 kg in air.
Rough Seas: The Marine Engineering Podcast
“Rough Seas: The Marine Engineering Podcast” will return for its second season on August 1, bringing listeners even deeper into the world of marine innovation, adventure and challenge. Season two will dive further into the cutting-edge trends and untold stories shaping the future of marine engineering.
Produced by Daniel Baugh at the engineering firm Enginuity, the podcast features guests from the marine tech, naval defense, and ocean science sectors in Canada and abroad. For example, season one featured the COVE founder Jim Hanlon, as well as Eva Martinez, the first female United Nations military observer, who oversaw the demilitarization of the civil war in Guatemala, among other experts.
Season two will cover sustainable ship design, offshore renewables and advances in underwater robotics: all topics that are pertinent in today’s geopolitical climate.
Market Forecast: Submarine Cable Fleet
By Alan Mauldin
As international bandwidth demand continues to surge, the need for net new submarine cables often makes the headlines. But cable capacity isn’t the only issue: There are looming capacity issues with the international cable maintenance vessel fleet and whether it will be able to sustain current service levels as the cable ecosystem expands.
A projected 48 percent net increase in total cable kilometers are estimated to be deployed in the world’s oceans by 2040, driven by rising bandwidth demands and the need for network redundancy and resilience. But by the same year, approximately 64 percent of cable maintenance vessels will have reached the end of their service life, with about half (47 percent) of the global fleet of cable ships also approaching this milestone. These trends will significantly impact the marine maintenance sector—influencing repair vessel demand and utilization—and raise important considerations regarding the long-term sustainability of maintenance agreements and the efficacy of existing operational structures.
We now have data and analysis to shed light on the future challenges for the marine maintenance sector and the compounding results of decades of underinvestment in maintaining this infrastructure—a stark contrast to sizable investments made in the infrastructure itself. Mike Constable of Infra-Analytics, my TeleGeography colleague Lane Burdette, and I have been studying these issues to create a common, data-based reference for industry stakeholders to understand and address the challenges for the security and resilience of submarine digital infrastructure.
Our new report, “The Future of Submarine Cable Maintenance: Trends, Challenges, and Strategies,” details what is needed to sustain current service levels and reduce repair delays for the undersea cables that carry global internet traffic. We analyzed data sets relating to the maintenance vessel fleet and cable investment projections to forecast how the anticipated increase of new cable kilometers and corresponding cable faults may influence the demand for repair vessels. Our analysis also considers the context of the evolving regulatory and geopolitical macroenvironment that will continue to shape the submarine cable ecosystem.
The data show the global submarine cable fleet’s inadequacy to take on the challenges ahead. The fleet includes purpose-built vessels or vessels converted from those produced for the oil and gas industry. The service life of purpose-built vessels is around 40 years, with conversion vessels topping out at a maximum of 35 years.
The current global fleet is composed of roughly 60 percent purpose-built vessels, and 80 percent of them were commissioned more than two decades ago. Data analysis of the fleet engaged in contracted and ad hoc maintenance shows that, currently, six vessels (12 percent) have surpassed a 40-year service life, and within the next decade, an additional six vessels, representing 26 percent of the maintenance fleet, are poised to reach the 40-year threshold.
So where do we go from here? Meeting the challenges of the rapidly expanding submarine cable ecosystem and an aging cable ship fleet will require an investment of roughly $3 billion to sustain current service levels and avoid repair delays. This would entail the acquisition of 15 replacement ships and five additional ships to serve the global subsea internet infrastructure. The vast majority (13) of replacement vessels will be needed from 2026 to 2035.
The majority of new vessels will be needed in Asia, where eight of these replacement vessels will be required by 2040, with the additional five new ships needing to be deployed in the region. These forecasts only assume refreshing the existing fleet on a one-to-one basis, while retaining their current home port locations.
The coming years are critical for cable maintenance. Up until now, high capital costs, market uncertainty, and maintenance agreement economics have been factors behind the sporadic investment in new vessels and the prevailing trend to introduce used/secondhand vessels to the global maintenance fleet—but the future of marine maintenance can be different.
The sector’s success hinges on balancing commercial viability, operational efficiency, and the increasing demands for resilient, secure submarine cable infrastructure. We need substantial and timely investment in new maintenance vessels, and it also may be necessary to adjust commercial and operational models to enhance the efficacy of maintenance agreement structures, ensuring that adequate investment in new assets meets long-term service quality requirements.
IMAGE ’25: Aug. 25-28, Houston
IMAGE ’25, the premier event for geoscience professionals, will take place August 25 to 28 at the George R. Brown Convention Center in Houston, Texas. This is an opportunity to connect with industry leaders, explore cutting-edge technologies, and gain invaluable insights that will shape the future of energy.
IMAGE ’25 kicks off with the dynamic Opening Session on Monday, August 25 from 4:30 to 5:30 p.m. This engaging session, included with your registration, will delve into the persistent challenges of exploring and developing complex reservoirs.
Over the past two decades, the industry has seen giant discoveries that push the boundaries of technical and production capabilities. Even with these advancements, difficult financial factors and the complexities of fluid and rock properties have rendered some recent giant discoveries uneconomic.
Moderated by Bob Fryklund, chief upstream strategist at S&P Global Commodity Insights, an expert panel will address these critical issues. Featuring a welcome address from American Association of Petroleum Geologists (AAPG) President Brian Horn and Society of Exploration Geophysicists (SEG) President John Eastwood, the discussion will focus on how to better predict and develop these challenging reservoirs. The panel will also examine the crucial roles of technology, data and operations in these processes.
The distinguished panelists include:
- Chris Olson, vice president and head of exploration, Murphy
- Danielle Carpenter, general manager, Global Exploration Review Team, Chevron
- Kristian Johansen, CEO, TGS
- Ahmad Faisal Bakar, vice president (exploration) of upstream business, PETRONAS
This is a must-attend session for anyone involved in exploration and production.
New Agreement on Ocean Affairs Signed Between Iceland and EU

The European Union and Iceland have signed a new Memorandum of Understanding (MoU) to enhance cooperation on fisheries and ocean affairs. The MoU establishes a framework for deeper and broader cooperation between the EU and Iceland on key priorities, including sustainable fisheries, scientific research, and marine conservation. The arrangement also reinforces joint efforts in protecting marine biodiversity and supporting the energy transition of the fisheries and aquaculture sector.
The agreement, signed by Commissioner for Fisheries and Oceans, Costas Kadis, and Iceland’s Minister of Industry, Hanna Katrín Friðriksson, reaffirms the strong partnership between the EU and Iceland, built on shared values, mutual interests, and long-standing cooperation.
A key feature of the MoU is the establishment of an annual high-level dialogue, hosted alternately by the EU and Iceland, to monitor progress and advance cooperation in areas of common interest. The first meeting is scheduled to take place at the beginning of 2026.
Commissioner Kadis and Minister Friðriksson discussed various fisheries and ocean-related issues, including the need for a comprehensive agreement on shared stocks in the Northeast Atlantic, sustainable blue economy, as well as cetacean conservation and welfare.
Both sides emphasized the importance of international cooperation to ensure policies are guided by the best available scientific advice.
The EU and Iceland also acknowledged the importance of aligning efforts to follow up on global biodiversity commitments, including those outlined in the Kunming-Montreal Global Biodiversity Framework, to ensure sustainable human activities and the protection of vulnerable species.
The EU and Iceland underscored the urgency of swiftly ratifying the Biodiversity Beyond National Jurisdiction (BBNJ) Agreement, a landmark treaty that will enhance the protection and sustainable use of marine biodiversity in areas beyond national jurisdiction. Both parties reaffirmed their commitment to advancing global ocean governance through effective multilateral cooperation.
The EU and Iceland have a well-established partnership in fisheries and ocean affairs, with a long history of cooperation. This MoU strengthens this cooperation by providing a solid framework for enhanced collaboration in areas of common interest.
The signature of this MoU reinforces the EU‘s leadership in ocean diplomacy, one of the key objectives of the European Ocean Pact. By promoting effective ocean governance globally, the EU aims to safeguard the health of our oceans, protect biodiversity, and support the well-being of communities that depend on them.
WWII Wreck Discovered off Solomon Islands
A team of scientists and explorers aboard the Ocean Exploration Trust’s EV Nautilus has discovered the wreck of the World War II Japanese Navy destroyer Teruzuki on the seabed, beyond 800-m depth in the Solomon Islands.
Using ROVs to investigate a target found during seafloor mapping operations by the University of New Hampshire’s USV DriX, the team found the ship resting in Iron Bottom Sound.
Teruzuki was sunk in WWII’s battles off Guadalcanal. Using historical references, experts confirmed the identity of the ship. The expedition team gathered survey details of the wreck, including a 19-m-long severed segment of Teruzuki’s stern littered with depth charges, which disproves a long-held theory that it was depth charge explosions that sealed the ship’s fate. Severed by torpedo strikes, Teruzuki’s stern was found more than 200 m from the hull and located by high-resolution ROV sonar scans. The ship was found with its forward artillery turrets pointing skyward.
Apply: MIT Sea Grant STREAM Awards, Massachusetts
MIT Sea Grant is now accepting proposals through the STREAM Awards program, open to a broad range of Massachusetts applicants. STREAM Awards support one-year projects up to $9,999.
Short, innovative projects are sought, including:
- Small research projects and seed funding for exploratory or innovative efforts in industry, education, extension, or research
- Undergraduate/graduate student support to expand a classroom or independent research project into a larger project with a more significant educational or outreach component
- Innovative ideas to bring coastal and marine science and engineering into P-12 classrooms, after-school activities, and community events
- Rapid response projects that necessitate timely action in response to a current situation or driver.
Proposals that align with one or more of the following are encouraged:
- Advancing areas of emerging interest (e.g., community resilience, marine debris, contaminants of concern) or focusing on other important resources and issues
- Connecting communities with coastal and marine science, and exploring the intersection between art and science
- Providing innovative approaches to solving problems and leveraging opportunities in resource management, development, or public outreach.
Those interested should request eSeaGrant access by September 12, 2025.
Applications are due September 15, 2025.
NOIA ESG Excellence Award Contest
Entries are being accepted for the 2025 NOIA ESG Excellence Award to recognize outstanding leadership in environmental, social, and governance (ESG) performance within the offshore energy service and supply sector.
Strong entries will demonstrate:
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Support for NOIA’s Foundational ESG Principles
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Established and institutionalized programs or initiatives
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A clear ESG achievement backed by data or measurable outcomes
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Potential for scalability or adoption across the industry
Entries will be reviewed by an independent panel of experts representing a cross-section of the offshore energy industry, consulting firms and sustainability leaders.
Submissions may be made by offshore service and supply companies in good standing with NOIA. They should be no longer than 20 pages in PDF form.
The deadline to submit is September 5, 2025 to Justin Williams at: jwilliams@noia.org.
Hydrogen Power for World’s Largest Inland Port
Rolls-Royce and Duisburger Hafen AG have opened a CO2-neutral and self-sufficient energy system for the new Duisburg Gateway Terminal, located in the Rhine-Ruhr industrial region of Germany. The core components are two mtu combined heat and power units designed for operation with 100-percent hydrogen: in use for the first time worldwide. The setup is supplemented by an mtu battery storage system, mtu fuel cell systems and a photovoltaic system, integrated via an intelligent energy management system.
Duisport is the world’s largest inland port. This Enerport II flagship project, funded by the German Federal Ministry for Economic Affairs and Energy, sets new standards for sustainable energy supply in large logistics centers and is considered a model for other ports, infrastructure projects and industrial facilities.
Webinar July 23: Insights into Coexistence of Offshore Wind and Fisheries
Marine Renewables Canada will host a webinar July 23 to explore a critical question: Can offshore wind (OSW) and fisheries coexist? This webinar is part of the “Ask an Expert” series.
For generations, the fishing industry has been the cornerstone of rural coastal communities. Its ability to coexist with offshore wind is critical to growing the sector. In this session, you’ll gain firsthand insights into how fisheries engagement is being approached across different jurisdictions and what’s working.
This dynamic session will feature two expert speakers offering perspectives from opposite sides of the Atlantic. A speaker from the U.S. (Maine) will share lessons learned from early-stage fisheries engagement in the OSW planning process. A speaker from Aberdeen, Scotland, will share real-world insights from co-existence efforts at operational floating offshore wind sites.
If you work in policy, development, fisheries, or community engagement, this session offers practical examples and lessons that can inform your approach to offshore wind and ocean co-use.
RFI: Overtopping Breach Mitigation
The U.S. Army Engineer Research and Development Center’s (ERDC) Geotechnical and Structures Laboratory (GSL) seeks to identify and investigate emerging solutions that can help reduce flood-induced overtopping of earthen levee embankments. There is a pressing need to proactively prevent or to mitigate erosion during embankment overtopping.
The objective of this project is to assist ERDC and its civil works customers, including the U.S. Army Corps of Engineers (USACE), in the identification of potential innovative solutions (e.g., novel soil treatments, barriers, etc.) that can be assessed for use in the field. Comprehensive information is required to evaluate emerging solutions that prevent overtopping erosion and breach of earthen levee embankments.
The following criteria are requested to be addressed in the request for information (RFI) responses:
- Type of mitigation technology/solution
- Vendor or developer name, contact information, and relevant experience
- Engineering specifications
- Implementation examples (if available)
- Installation methods (labor, special tools, etc.)
- Typical cost of materials and installation
Deadline for RFI submissions is July 31, 2025.
Resources may be allocated in fiscal year 2026 to assess proposed technologies at a demonstration site or in the laboratory.
Nuclear Energy in Maritime Series
ABS has launched the Nuclear Energy in Maritime Series to explore advanced nuclear technology in maritime, public perception, and its potential to become a safer, sustainable, efficient, and affordable fuel within the industry.
The key themes covered in the series are: advancement in nuclear marinization; safety and environmental impact; and future prospects.
Ocean Plastic Pollution GIS Map
Utilizing data from the San Diego area, ArcGIS Online, and the Living Atlas, OpenOceans has completed a dashboard, toolkit, and predictive model that defines and maps each beach and shoreline within a region and creates a visual understanding of how plastic might travel to that shoreline.
Called the Pathways of Ocean Plastic Pollution (POPP), the Esri Geographic Information System (GIS) dashboard includes geospatial methods to plot individual beaches while highlighting rivers, storm drain outlets, watershed regions that drain to beaches, illegal trash dumps, etc. The dashboard also includes access to ocean current observations that indicate how plastic might have migrated from other areas.
Because 75 percent of ocean plastic is located on a beach or another shoreline, those coastal areas are an appropriate proxy for ocean plastic pollution.
OpenOceans has assembled the following elements to identify these pathways and to help local and regional stakeholders using the dashboard to find and stop the leaks of plastic into the environment before it reaches the ocean:
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Watershed data enable dashboard users to click on the name of a beach and see what watershed affects that beach, including, where available, storm drains, flow lines (intermittent streams), and rivers.
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The Trace Downstream tool enables users to follow the source of a contaminant downstream. Visualizations of ocean currents are also available to help identify which river(s) might have contributed plastic to a shoreline.
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A Plastic tracing tool (PTT) determines how ocean plastic might have reached a given shoreline from an offshore source, including from fishing operations.
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A digital library of solutions to help users of the POPP toolkit find solutions that have been implemented in other parts of the world.
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Stakeholders: organizations that own, maintain or clean up the beach are listed by beach.
OpenOceans is implementing a POPP technology pilot in Ecuador.
Read OpenOceans’ article in Sea Technology‘s January 2025 issue here.
$8.6 Billion Approved for U.S. Coast Guard Icebreakers

President Donald Trump has approved a massive $8.6 billion budget to expand the U.S. Coast Guard’s icebreaker fleet, aiming to boost America’s Arctic presence. The move comes as Russia and China continue strengthening their operations in the polar region. The new funding will support the construction of multiple heavy, medium, and light Arctic Security Cutters with advanced icebreaking capabilities.
Specifically, the budget includes $4.3 billion for up to three heavy Polar Security Cutters and $3.5 billion for medium cutters. An additional $816 million is allocated for other icebreaking vessels. These ships will feature reinforced hulls and specially angled bows to break through thick Arctic ice and operate efficiently in extreme conditions. The Coast Guard currently operates only three Arctic-ready icebreakers.
Trump’s administration is also promoting domestic shipbuilding to reduce reliance on foreign suppliers and challenge China’s maritime dominance. U.S. companies like Bollinger Shipyards and Edison Chouest Offshore have joined forces to form the United Shipbuilding Alliance (USA) and will bid to construct the new vessels. However, some past projects have faced delays and cost overruns, raising concerns about timely delivery.
As Arctic ice melts due to climate change, new sea routes are opening between major economies. Russia and China have formed partnerships to explore and control these emerging trade paths. In response, the U.S., Canada, and Finland created the “ICE Pact” to build 70–90 icebreakers over the next decade to secure Arctic interests and uphold international rules.
Trump has frequently called for building up to 40 new icebreakers, stressing the region’s importance for national security and future energy exploration. These vessels are expected to support oil, gas, and mineral logistics, while also maintaining open supply lines in harsh conditions. Russia already leads with 57 ice-capable vessels, while China is rapidly expanding its fleet.
Although U.S. shipbuilders are leading the effort, international players like Canada’s Davie Shipbuilding and Singapore’s Keppel Amfels have shown interest. However, foreign-built vessels would require a presidential waiver. The U.S. Coast Guard recently took delivery of its first polar icebreaker in 25 years, a sign of renewed focus on Arctic readiness.
New AI-Driven Trade and Tariff Platform to Navigate Customs

Maersk has introduced the Maersk Trade & Tariff Studio, a digital platform designed to help global cargo owners navigate the complexities of an unpredictable trade landscape.
This AI-driven solution addresses challenges such as rising tariffs, increased regulatory oversight, and disrupted customs processes through a centralized system for managing customs and tariffs.
After extensive testing with major clients, the platform became available for cargo imported into the U.S., with a global rollout planned for August.
It integrates seamlessly with Maersk’s logistics services but can also operate independently for cargo owners.
Many global companies currently rely on a fragmented network of up to 40 local customs brokers, resulting in disjointed data, reduced transparency, and overpaid duties. Maersk’s data indicates that an average of 5–6% of tariffs are overpaid due to a lack of centralized data and optimization. Additionally, 20% of shipment delays are attributed to inadequate customs preparation.
Only 50–55% of trade eligible for Free Trade Agreements (FTAs) fully capitalizes on these opportunities, despite the availability of more than 650 FTAs globally, according to the company.
The Maersk Trade & Tariff Studio features AI-powered tariff engineering and optimization, ensuring accurate application of over 6,000 product codes and more than 20,000 sub-codes. It also includes upstream compliance risk screening to prevent delays, detentions, and penalties, while providing real-time updates through data partners and Maersk’s network of 2,700 customs experts worldwide.
The platform also assists companies in complying with complex regulations, including product safety, labor standards, and emerging environmental mandates such as the EU’s Carbon Border Adjustment Mechanism (CBAM), as non-compliance can lead to significant fines and market restrictions.
Maersk Trade and Customs Consulting global head, Lars Karlsson, stated “Today’s environment is defined by unpredictability, with newly imposed and suddenly postponed tariffs creating what many of our customers describe as ‘tariff chaos.’ Maersk Trade & Tariff Studio is our answer to this challenge—bringing clarity, compliance, agility, and cost optimization to global supply chains when goods are crossing borders.”
Recently, Maersk unveiled a new class of 17,480TEU vessels featuring dual-fuel methanol propulsion, built at Hyundai Heavy Industries in Ulsan, South Korea.
These container ships will improve Maersk’s services by linking Eastern Asia with Northern Europe.
Teledyne Photo, Data Contest
Teledyne Marine invites customers to participate in the 2025 edition of its annual Photo & Data Contest. This competition encourages contestants to share captivating images of Teledyne Marine products in action–whether in the office, lab, or field–or data samples collected using Teledyne Marine’s technologies.
Deadline is September 30.
Optimizing Fossil Fuels to Decarbonize
By Rob Mortimer
In the race to decarbonize maritime transport, the sector has become distracted by technologies that look good on paper but do little in practice. Too many current strategies are engineered to win headlines rather than reduce emissions. The fastest and most effective path forward is to focus on optimizing the fuels we are already using. That means improving combustion efficiency, measuring real output, and holding technologies to the same standard of performance and transparency.
The maritime industry continues to emphasize so-called transition fuels, such as biofuels. On the surface, these seem like a win. They are renewable, supported by incentives, and can be blended into existing systems. But the moment you factor in energy density and real combustion performance, the story falls apart. Most biofuels release less energy per unit mass than conventional marine diesel or heavy fuel oil, so vessels require more fuel to generate the same power, increasing fuel mass flow and emissions in real terms.
This is not decarbonization. It is accounting sleight of hand.
The more intelligent route is to optimize conventional fuels. Technologies such as hydrocarbon reformers and combustion conditioners are already delivering verified results. Fuelre4m’s own platform, for instance, has demonstrated up to 20 percent reductions in fuel consumption and emissions, without the need for retrofits or operational change; no change to bunkering, no additional load on crew, and no impact on vessel scheduling.
To get serious about emissions, the sector must move away from legacy metrics such as specific fuel oil consumption (SFOC). SFOC has turned into a flawed approximation that averages behavior and hides inefficiencies. It does not account for actual output, nor does it track variations in power delivery under real-world conditions. The only metric that matters is: fuel in, power out. Why are engine manufacturers let off the hook by not being forced to report the actual power and efficiency of their engines on real, used fuels?
The only meaningful measurement of performance is what happens at the shaft. That means tracking torque, shaft RPM, net thrust, delivered power and mass fuel flow as standard. This is how we uncover inefficiencies, benchmark optimization technologies and expose underperformance. These parameters tell us what the engine is really doing, how much force is being applied to move the ship, and how much fuel is being burned to do it.
If these metrics became the regulatory standard, we would immediately reveal gaps in fuel and propulsion efficiency across the fleet. We would identify the true cost of “low-energy” fuels and expose the operational impact of degraded engine performance. Better still, we would unlock immediate emissions savings at no capital cost. This is proven, accessible and measurable.
Critically, this approach gives the industry time. Time to test new fuels properly. Time to work out bunkering logistics for ammonia or hydrogen. Time to develop propulsion systems delivering reliable thrust at scale. But all of this is only worthwhile if future fuels are held to the same measurement standards: power output, fuel flow, torque, thrust; not extrapolated claims or idealized simulations. Until we bring rigor and real metrics to the center of emissions reduction strategy, we will keep wasting money and time.
Optimizing fossil fuels is not a step backward. It represents progress that can happen right now. It reduces emissions, lowers operating costs, demands accountability. And it creates the space we need to build the technologies of tomorrow on a foundation of real, measurable performance, not promises.
The future will be clean. But right now, we must be accurate.
Webinar July 15: US Army ERDC Patent Commercialization
The U.S. Army Engineer Research and Development Center (ERDC) has developed patented technologies to address real-world challenges in aquatic environments and infrastructure management. These innovations present strong potential for business expansion and market diversification.
An informational webinar will take place July 15 from 10 to 11 a.m. CST to explore how licensing or commercializing these technologies can create new business opportunities.
This session is ideal for companies with manufacturing or distribution capabilities looking to bring advanced, field-tested solutions to market.
Attendees will have the opportunity to engage directly with ERDC inventors and discover how ERDC’s streamlined licensing process makes it easier to evaluate and pursue market potential of ERDC innovations that have dual-use applicability.
Participants will be introduced to the following ERDC patents:
- Acoustic Camera Systems and Methods: an advanced fluid flow analysis in large-scale, high turbidity environments
- Autonomous UV and Brush Apparatus for Well Fouling Prevention (Wellbot): an innovative method for relief well cleaning and maintenance
- Modular Bathymetry: bathymetric modeling method with computer numerical control programming
- Sand Boil Filter: a lightweight filter kit that simplifies sand boil treatment to speed remediation
Attendees will also learn how they can submit innovative solutions for funding consideration by ERDC.
Registration deadline is July 11.
Batteries, Energy Systems Provide Reliable Power at Depth

SubCtech battery storage skid (BSS) placed on seabed for operational use.
By Sören Johannsen
SubCtech, an award-winning leader in underwater technologies, founded in 2010 by applied physicist Stefan Marx (CEO), has grown into a maritime powerhouse based in Kiel, Germany. This medium-size enterprise, composed of a diverse team of skilled mechanical and electrical engineers and software specialists, is dedicated to next-generation R&D, custom project consulting, thorough prototype testing, and high-quality manufacturing according to international standards.
The great benefit for customers is a safe and reliable field-tested technology that not only significantly reduces CAPEX and OPEX costs but also greatly reduces the CO2 footprint through less downtime and service calls and longer life cycles; a win-win for industry, the blue economy, and the environment.
Ocean Power Products
SubCtech’s ocean power products are crucial for offshore oil and gas companies; environmental monitoring stations; manufacturers of AUVs, USVs, and ROVs; and other subsea applications. The company’s flagship product line, PowerPacks, features advanced lithium-ion (Li-ion) battery systems with configurations for basic, subsea, vehicle, and custom battery needs, including advanced charging and battery management systems (BMS). These modular and flexible battery power blocks (SPBs), encased in a custom housing, are depth-rated to 6,000 m and designed for a life span of up to 20 years.
One of the key factors in SubCtech’s success with its subsea batteries is the unmatched reliability and adherence to strict safety standards. The Li-ion cells as well as the entire PowerPacks undergo rigorous testing to meet UN T38.3, MIL-STD, DNV, and API 17F compliance standards, along with further customized requirements.
These subsea batteries are specifically engineered for high-capacity, uninterruptible power supply for subsea energy production facilities, capable of operating even in extreme conditions. Our batteries undergo intensive testing for heat resistance, shock and vibration tolerance, and electromagnetic compatibility to ensure they meet the stringent standards our clients expect and heavily rely on.
The batteries automatically protect themselves from potential issues, safeguarding the system from damage and ensuring operational safety. They are equipped with features to disconnect in case of over- or undervoltage, over temperature, overcharge, overcurrent or short circuits, with a high number of sensors and new KI-based algorithm to eliminate false alarms and detect critical states. Compared to traditional alkaline primary batteries, Li-ion PowerPacks provide robust high-current operation, functioning at sub-zero temperatures, able to handle peak currents efficiently, and suitable for long storage or operating times. These attributes precisely meet demanding subsea and offshore applications.

An illustration of SubCtech’s 2-MWh energy storage skid, depicting two BSS and one power skid/converter.
Subsea Energy Storage System
Recently, SubCtech developed a 2-MWh subsea energy storage system (ESS), setting a milestone in its commitment to sustainable energy storage solutions. This ESS stands out due to several key innovations. Its design is based on scalable and independently operable SPB modules, allowing for flexible configurations, from small kilowatt-hour setups to multimegawatt-hour installations. The ESS uses field-proven, DNV GL-certified lithium-ion batteries, ensuring reliability and safety.
The advanced BMS provides real-time diagnostics, redundancy, intelligent balancing, and autonomous subsea operation with minimal maintenance. It is applicable for both energy storage and powering AUVs, sensors, and subsea equipment. This combination of technical maturity, scalability and autonomy sets it apart in the global subsea energy market.
The ESS, with a Technology Readiness Level of 6 (TRL 6 according API 17Q), is currently in operational use in the oil and gas sector. The system has proven its value in the field, where it effectively supports the demanding power requirements of offshore operations.
One of SubCtech’s customers, a major international oil and gas company based in North America, impressed by the ESS’s performance and reliability, recently placed an order for an additional complete system. This order underscores the ESS’s success and the growing demand for sustainable, high-capacity power solutions within the subsea industry. It represents a milestone in the commercialization of large-scale subsea battery systems.

2-MWh energy storage skid ready for shipment after factory acceptance test.
Global Growth
As the global demand for ocean power products increases, SubCtech has been experiencing rapid growth, supplying products to clients around the world. To accommodate this growth, SubCtech has doubled its workforce to 76 employees and plans a significant expansion of its production facilities in 2025.
Our UN T38.3-certified Li-ion batteries are safely transported worldwide via airline cargo, thanks to our professional sales partner network that ensures seamless service availability even in diverse regions.
Future Vision
Looking to the future, SubCtech is committed to advancing as a global leader in ocean power solutions, as well as ocean monitoring systems, such as our OceanPack RACE system, currently deployed on German research vessels, such as the RV Polarstern. It performs continuous CO2 and pH monitoring; meteorological and hydrographic data logging (salinity, temperature, oxygen, etc.); and real-time satellite transmission to global networks, including the Integrated Carbon Observation System and SOCAT, which brings together, in a common format, all publicly available surface water data from the global oceans. SubCtech’s systems contribute critical data to climate research and carbon cycle modeling, and they are recognized for their reliability in extreme polar and tropical environments.
The company actively seeks strategic partnerships to extend its network and deepen its impact in the international oceanology sector. With continued innovation in subsea energy storage and monitoring, along with a robust commitment to environmental responsibility, SubCtech is well-positioned to set new standards in sustainable marine technology.

An illustration of a subsea tech ecosystem with multi-use energy storage system and several charging options.
SubCtech is a trusted partner in the marine and subsea technology sectors, known for its innovative solutions, such as Li-ion PowerPacks and the pioneering Subsea ESS. These products deliver reliable, field-proven technology that meets the demanding standards of the offshore industry.
The key benefit for customers lies in significantly reducing CAPEX and OPEX costs. Longer operational intervals, fewer service calls, and reduced downtime not only optimize efficiency but also lower the CO2 footprint—offering a clear win for industry, the blue economy, and the environment.
The recent success of the ESS in operational deployment within the oil and gas sector and the subsequent re-order by a key customer further underscores the effectiveness and reliability of SubCtech’s solutions in real-world applications. As SubCtech continues to innovate and grow, it solidifies its role as a pioneer in sustainable power and monitoring technologies for the marine environment.
For more information, visit www.subctech.com or contact: info@subctech.com.
Sören Johannsen is the COO and marketing manager of SubCtech.
Sustainable Propulsion with Smart Navigation

Zodiac Milpro featuring RAD 40 electric propulsion in Southampton, U.K., 2024.
By Dan Hook
There’s a seismic shift in the industry as pressure mounts to reduce emissions and embrace sustainability. This is causing vessel operators to increasingly turn toward electric propulsion as a practical and future-proof alternative to traditional combustion engines.
Innovators driving this revolution include the team here at U.K.-based RAD Propulsion, where our cutting-edge technology is reshaping how commercial operators and leisure users think about power on the water.
At the heart of our offering is the RAD 40 electric drive, a lightweight, intelligent, 60-hp-equivalent propulsion system that combines top performance and innovative technology while being simple to install and maintain. The RAD 40 also enables boat builders to maximize space on board thanks to its compact and space-saving design. The integrated steering and flush transom provide more room for features such as bathing platforms or extra seating.
With a fully integrated drive-by-wire throttle and steering system, our drive offers precise, responsive control. The ±90° steering enables 180° maneuverability, making complex handling effortless. Its ultralow maintenance requirements further enhance reliability, which is crucial for vessel owners and operators and ensures peak performance in demanding applications.
We’ve ensured users have no charging concerns with CCS DC fast charging in under an hour and AC charging solutions for use with 16- and 13-A shore power sockets. It was important to us to optimize turnaround times between uses to meet the real-world needs of our customers. Integrated battery management systems (BMS) also ensure safety and performance, while adapting to variable environmental conditions, from -10 to +55° C.
Smart Navigation
Earlier this year, we were proud to announce a new partnership with Savvy Navvy, a marine navigation technology company, to integrate our electric propulsion systems with smart range technology.
This collaboration combines both power management and route planning, allowing boaters to receive real-time updates on their range based on dynamic environmental conditions such as wind, tides, and weather. With more than 2 million downloads globally, Savvy Navvy’s intuitive mobile charts are already transforming how boaters approach trip planning. By feeding RAD’s Propulsion data into this ecosystem, users gain unprecedented accuracy and confidence in every journey, ensuring they can make the most of their voyages. This partnership validates our broader approach that clean marine propulsion needs to be part of a connected and intelligent system.

RS Electric Pulse 63 RIB with RAD 40 propulsion in London, March 2025.
Power Console System
Another breakthrough product from the RAD Propulsion team is our Power Console system, a fully integrated, all-in-one outboard console designed for rapid deployment. We wanted to design a product which appealed whether you are a commercial operator needing fast turnaround or a leisure user desiring a hassle-free setup. This system brings professional grade performance in a compact, user-friendly format, perfect for inflatable ribs such as the Zodiac MK 5.
Two versions are available currently. The Power Console features a 21-kWh battery and a range up to 21 nautical mi. (nm) at low speed, and the Power Console+ features a 42-kWh battery and a range up to 41 nm at low speed. Both systems are designed for ease of deployment. Mountable in forward or aft positions, they require no complex wiring and can be installed in under 15 min. The systems are also engineered for environmental robustness, operating in air temperatures from -10 to +55° C and water temperatures down to -5° C.
Their low noise and thermal output make them ideal for eco-sensitive missions, scientific research, and defense operations. The RAD 40’s thermal imaging footprint is negligible, a key advantage where detection or disruption is a concern. Likewise, our product’s underwater acoustic signature is significantly quieter than combustion alternatives, enhancing its utility in marine biology, conservation, and tactical uses. A cruise line successfully used the product in Antarctica during the winter, just to name one customer.

RAD Power Console system.
The Future
At RAD Propulsion, we’re working hard to demonstrate what electric marine systems can achieve, proving that clean boating doesn’t require a compromise in performance or capability. Whether it’s through reduced environmental impact, intelligent smart range navigation, or ease of deployment and maintenance, our solutions are set to help the marine industry in its move toward a more sustainable and reliable future.

RAD Propulsion’s multifunction displays.

Dan Hook is the CEO of RAD Propulsion.
Partnership for USV Build Will Enable Surveys at Scale

The REAV-47 USV Bris built for Nordic USV AS in Bergen to conduct oceanographic surveys. (Credit: Nordic USV)
By David Hull • Lennaert van den Berg
In recent years, the untapped potential of USVs as a transformational capability for marine data acquisition has been well-studied and documented as an alternative to traditionally crewed survey platforms. At the forefront of this evolution is HydroSurv, a U.K.-based pioneer in the design and deployment of industrialized, turnkey USV solutions for inland, nearshore, and coastal environments. Since its founding in 2019, the company has delivered more than 90 successful projects, deploying 25 USVs globally across a wide spectrum of hydrographic, geophysical and oceanographic applications.
HydroSurv’s portfolio is anchored by the rapid environmental assessment vessel (REAV) series, based on an agile platform concept engineered to deploy quickly in environments with limited infrastructure, or in remote locations, often where data are otherwise inaccessible or unreliable. These values underpin HydroSurv’s broader vision to democratize ocean data by making non-invasive, efficient and cost-effective autonomous systems accessible across the supply chain.
A Third-Generation Milestone: REAV-47
HydroSurv’s mission to make autonomous systems accessible relies on technology that is industrialized, trusted, available and field-proven. The company’s latest REAV-47 platform represents the newest step in optimizing performance, endurance and efficiency.
Purpose-built for nearshore, multi-day coastal surveys, REAV-47 combines Mastervolt energy systems with a new electric propulsion system developed by the innovative Dutch company Rim Drive Technology. This milestone marks the first integration of a rim-driven thruster onto a HydroSurv platform.
The first-of-class vessel, named “USV Bris,” was delivered to Nordic USV AS of Bergen in early 2025. It is the first of three REAV-47s to be supplied to Nordic USV this year, supporting the company’s mission to deploy low-emission uncrewed survey capabilities in Northern Europe.
In parallel, HydroSurv is delivering a REAV-47 order from a key customer in Nigeria, scheduled for handover June 2025.
A Choice of Electric and Hybrid Powertrains
The REAV-47 is available in two variants: a fully electric, 24-kWh battery configuration and a 12-kWh battery-hybrid configuration designed for extended operation in remote locations. In its hybrid form, the vessel is powered by two 6-kWh Mastervolt lithium-ion (MLI Ultra) batteries and a highly efficient 4-kW, 24-V DC generator from Fischer Panda, which consumes less than a liter of fuel per hour under normal operating conditions. HydroSurv has relied on Mastervolt battery technology since the introduction of the REAV-60 in 2022, and the REAV-47 is the first to implement the system in a higher 48-V configuration, offering improved energy density and reduced cable losses.
The powertrain delivers an operational endurance of 72 hr. while reducing CO2 emissions by more than 97 percent compared with small diesel workboats used for similar missions. This underscores the environmental value of hybrid electric USV systems, even where they utilize conventional fuels.
However, where mission frequency is a more important consideration than endurance, the REAV-47 may be optimally installed with an automated mooring and charging system that will recover and recharge the vessel for a hand-off operation. An evaluation unit is installed on USV Bris, and a second unit will be extensively tested by HydroSurv this summer. Afterward, the technology will be available on all third-generation REAV platforms.
Virtual Watchkeeper for Remote Operations
At the heart of the REAV-47 lies HydroSurv’s proprietary Virtual Watchkeeper vessel control system, a patent-applied PLC-based control and monitoring suite that manages propulsion and power systems and controls the vessel’s onboard systems. Designed with fault tolerance and safety in mind, the system integrates redundant power supplies, backup uninterruptible power supply and multi-channel overcurrent protection, providing the resilience customers expect from industrialized USV platforms deployed to remote work sites.
The propulsion system of Rim Drive Technology is integrated with an updated firmware build of the Dynautics SPECTRE autopilot HydroSurv has been using since 2019, allowing for precise maneuvering and dynamic positioning.
Electric Propulsion
Rim Drive Technology develops, manufactures, and sells rim drive motors from 0.5 to 75 kW for private, commercial, industrial, and underwater applications. In order to guarantee and monitor the quality of their products, Rim Drive Technology’s production, R&D and office are located in the Netherlands. The motors are 100 percent electric and can be used as either main propulsion or secondary drives. In addition to motors, Rim Drive Technology provides a wide range of customizable complementary products, including batteries, monitors, throttle controls, motor controllers and cables.
Rim Drive Technology’s electric motors are designed to excel in the most demanding environments. Whether navigating through polluted waters or areas with heavy sediment and sand, these motors deliver outstanding reliability and efficiency. Thanks to the unique design, featuring no center shaft, there is minimal risk of entanglement from ropes, nets, or debris, making them an ideal solution for autonomous surface vessels and other critical applications.
Compact and lightweight, the motors easily fit into even the smallest installations, while also reducing drag to enhance efficiency and speed. At the same time, full system access through the motor controller gives users immediate insight into all essential motor and battery data, simplifying integration. Wireless, CAN-based control adds another layer of flexibility, eliminating the need for physical connections while ensuring smooth performance.
Maintenance is often a major cost driver in marine operations, but not with Rim Drive motors. With only one rotating part, the simplified mechanism drastically reduces wear and tear. The result is lower maintenance needs and reduced operational costs.
Rim Drive Technology also offers direct, high-quality service. By partnering with the company, HydroSurv gains from short communication lines, expert support, and quick access to updates and spare parts, ensuring reliable performance.

POD assembly.
Propulsion Range
Rim Drive Technology offers a wide range of propulsion options, providing efficient and reliable solutions for various vessel types and applications. For main propulsion, we provide fixed PODs, steerable PODs and outboard options.
The Rim Drive pod features a minimalist design with only one rotating part, requiring straightforward maintenance and delivering over 90 percent efficiency at medium speeds, ideal for cruise operations. The fixed pod is available from 0.5 to 75 kW and is fully waterproof (IP68). The steerable pod configurations include an entry-level option as a cost-effective solution that integrates easily with existing systems, available from 2.5 to 15 kW. Another option is the steerable pod available from 2.5 to 75 kW, with 320° rotation for superior maneuverability. It can be controlled by joystick, steering wheel or CAN interface.
For outboards, the steerable outboard offers 320° rotation and 360° propulsion, with remote adjustment capabilities. It’s mountable on the transom or a tilt-and-trim bracket and is available in 11 and 15 kW. The entry-level outboard, available from 2.5 to 15 kW, provides affordable propulsion with a manual tilt-and-trim bracket. This outboard is compatible with all standard steering cylinders, perfect for easy refitting.
For secondary propulsion, the company also offers a range of bow and stern thrusters, available from 0.5 to 75 kW. The bow thruster box makes it easy to access the motor because installation of the lid of the box is above the waterline, eliminating the need to take the boat out of the water. The thruster tunnel set is designed for difficult conditions, where the bow thruster remains protected.
Driving Innovation, Together
The REAV-47 is equipped with two entry-level Outboard 5.0 propulsion systems. The motor controller is separate from the outboard and can be installed inside the hull, allowing for an IP68-rated system without the need for additional sealings or oils.
The entry-level Outboard 5.0 is a compact and efficient solution designed for straightforward integration. Operating at a nominal voltage of 48 V with a current draw of 104 A, it delivers a static thrust of 60 kg. The unit weighs just 23 kg and features a propeller diameter of 133 mm and a total length of 967 mm. With the two Outboard 5.0 units, REAV-47 achieves a cruising speed of 4.1 kt. and a maximum speed of 6.5 kt., operating at a combined power output of 10 kW.
Rim Drive Technology’s electric motors are a natural fit for HydroSurv, not just technically but strategically. Both companies are ambitious and committed to continuous innovation in the field of autonomous marine technology. As HydroSurv expands its fleet with versatile platforms such as the REAV-47, Rim Drive Technology’s range of compact, scalable motors supports that growth with propulsion solutions tailored to vessels of all sizes.
The company’s fully waterproof, shaftless rim drive systems reduce drag, require minimal maintenance, and provide real-time access to motor and battery data; a necessity for remote nearshore survey. Combined with Rim Drive Technology’s global service partner network, this ensures that HydroSurv can support its USV customers efficiently and reliably around the world. It’s a strategic alignment rooted in shared vision, technical compatibility, and a commitment to shaping the future of marine autonomy.

Entry-level outboard.
A Scalable USV Platform
Looking ahead, HydroSurv is extending the benefits of the Rim Drive propulsion system into its upcoming REAV-25. Based on the popular REAV-28 platform, the REAV-25 has been reiterated to comply with U.K. Maritime Guidance Note 702, offering a 24-V version of the Rim Drive Technology configuration for day-works-capable USVs, with a focus on evolving regulatory and safety standards for small maritime autonomous surface ships.
As demand grows for clean, compact, and versatile survey platforms that can be delivered quickly and generate a rapid return on investment for their users, HydroSurv sees strong market traction for its third-generation USVs from a diverse pool of customers seeking to lower operational carbon emissions while increasing data availability.
HydroSurv’s latest collaboration with Rim Drive Technology demonstrates the power of engineering partnerships in realizing the promise of industrialized, forward-looking robotic solutions for the marine sector’s toughest challenges.

David Hull is the founder and CEO of HydroSurv.

Lennaert van den Berg leads international sales at Rim Drive Technology.
Subsea Cable Introduces Broadband to Tiny Maine Island

Isle au Haut installed its first subsea telecommunications in November 2024. The 10-km submarine cable now connects Isle au Haut to Stonington on Deer Isle, which has terrestrial connections to the U.S. mainland. (Credit: Donna Hopkins, Isle au Haut Broadband Committee)
By Bob Munoz • Gavin Tully
Isle au Haut, a small Island off the coast of Maine, is home to approximately 75 year-round residents and around 250 in the summer. It’s small, it’s tight-knit, it’s quaint—in fact, around half of the island’s 100-sq. mi. land mass is part of Acadia National Park. It has a one-room schoolhouse (with currently seven students) and is only accessible from the U.S. mainland via a 45-min. ferry ride.
Until recently, it also completely lacked access to broadband internet. It took a village, and more, to get connected.
A Hometown Challenge
Recognizing that high-speed internet is necessary to remain a viable year-round community, the town formed a broadband committee in 2016. The goal was to find a way to bring universal fiber-to-the-home broadband to the island, replacing a microwave link and DSL service that left most of the island “under-” or “unserved,” as defined by the federal Infrastructure Investment and Jobs Act. The legislation deems an “unserved” location as one with no broadband service at all, or with internet service offering speeds below 25/3 Mbps. It defines an “underserved” location as one without broadband service offering speeds of at least 100/20 Mbps.
The previous internet service relied on a microwave tower located close to the town center, and performance was impacted by rain, snow, or fog—all common realities on Isle au Haut. From the microwave tower, the signal was distributed by copper DSL lines, through which the signal significantly deteriorated over distance, leaving only a trickle of service at the furthest points.
The impact was severe, especially for those not living in the center of town. One small business owner who lives at the far end of the island reported that it took 10 min. to upload one new picture to her website. As for the town’s seven students, most did not have internet access at home, significantly hampering assignments, projects and research. In an age of telecommuting, a lack of reliable internet makes it hard for a place like Isle au Haut to attract serious long-term residents and young people to stay and help the community thrive.
To remedy this situation, the Isle au Haut select board appointed committee members, all volunteers. A select-person who is a full-time resident provided the primary link to the town government for the committee throughout the project. Altogether, volunteers invested more than 4,000 hr. to achieve their mission of bringing broadband to the isle.
The committee determined that a 10-km subsea fiber-optic cable connecting to the mainland via Stonington on Deer Isle would be the ideal solution, as they sought to build a future-proof system while avoiding large microwave towers that would disrupt natural vistas near Acadia National Park.
Funding
Funding for this project came in the form of a $1.2 million grant from the National Telecommunications and Information Administration and the state of Maine, as part of a larger $28 million grant being administered by the Maine Connectivity Authority to support broadband expansion into underserved, especially rural, communities.
Building the Team
Axiom Technologies was brought on to spearhead the project, having designed and constructed more than 100 access points that connect more than 2,500 sq. mi. across rural Maine.
“Like municipal power and introduction of telecommunications before it, access to high-speed internet is a transformational project for Isle au Haut,” said Mark Ouellette, president and CEO of Axiom.
“Broadband is a critical link for sustainable communities. It can support local businesses, attract year-round residents, encourage remote workers to settle on the island, and enhance the cultural and economic life of the whole community.”
Ouellette commissioned Pioneer Consulting to provide key advice and connect the project to pivotal resources. Pioneer Consulting Director of Marine Services Bob Munoz took the lead, with assistance from Managing Partner Gavin Tully.

View of Isle au Haut (Robinson Point) Light. (Credit: Bob Munoz, Pioneer Consulting)
Planning the Route
Generally, cable routes span hundreds, even thousands of miles. Sophisticated—and expensive—surveying equipment is deployed to map the seafloor and design a cable route.
In this case, both the challenges and solutions were much more home brewed. While surveying the site, Munoz referenced the planning and engineering of a resident, Parker Waite, who, as an independent diver, personally swam and surveyed the seabed in 1983 before installing the island’s first power cable. As a local scallop diver, Waite knew the seabed like the back of his hand. His knowledge of the seabed allowed for the power cable to be installed along the rugged seabed profile, where it has provided uninterrupted service for the last 42 years. Fortunately, Waite’s maps and cable routing notes were preserved by the Isle Au Haut Electric Power Co. Waite was present at Stonington to witness the completion of the fiber-optic cable installation.
Cable Sourcing
The entire process of sourcing cable took about two years from start to finish. With no experience purchasing subsea cable or managing such a project, Isle au Haut Broadband Committee members initially picked up their phones and cold called suppliers. Since the project was small in terms of distance, many companies did not even respond to inquiries, as their normal orders often spanned entire oceans. The one company initially willing to work with Isle au Haut was based in Europe, and the cost of shipping and importing the cable alone was prohibitive.
Once Pioneer Consulting was brought on board, acquiring the cable was much more within reach. Pioneer Consulting has extensive prior experience working with SubCom, which manufactures submarine cable not far from Isle au Haut, in Newington, New Hampshire. SubCom offered its state-of-the-art SL17 special purpose application (SPA) fiber-optic cable to ensure long-term survivability, and the cable was made more affordable in part because SubCom allowed the islanders to arrange transportation of the cable in a 40-ft., open-top shipping container.
“Connecting communities is what we’re all about,” said David Coughlan, CEO of SubCom. “And as a New England company, it’s a special opportunity to take part in connecting a place we know and love so well.”
Laying the Cable
Various permits were required for the project, both from the state of Maine and the U.S. Army Corps of Engineers (USACE). The timeline for approving submitted permits was approximately one year. Preparation of the submissions took approximately six months.
The USACE permit was received on November 21, 2023. The permit window for the marine installation was limited between November 8 and March 14, 2024, due to considerations for essential fish habitat.
There were two primary challenges when it came to the laying the cable: the cable laying equipment and the weather.
The use of a large ocean-going cable ship was not viable logistically or financially for the project, so Isle au Haut hired a local barge that was fitted with cable-laying equipment and an experienced installation team from GAEAquatics, a company based in Middleburg, Florida. The weather proved more formidable. The cable needed to be laid during a very narrow weather window: between high season for tourism and fishing and the onset of the frigid, forbidding Maine winter. Although November 8, 2024 was initially selected for installation, high winds of up to 30 kt. caused a two-day delay.
On November 10, 2024, the installation process began around 4:30 a.m. with a cable landing at Isle au Haut. The cable lay took 3 hr., and the Stonington cable end landed around 11:30 a.m. without a hitch, connecting the submarine cable between Isle au Haut and Stonington on Deer Isle. The two ends of the submarine fiber-optic cable were later spliced to terrestrial cables, providing fiber-optic connectivity between Isle au Haut and the worldwide web.

The Isle au Haut town store displays its first-ever Wi-Fi sign, welcoming broadband internet to the island. (Credit: Axiom Technologies)
The Little Island that Could
Now, for the first time, Isle au Haut’s town store boasts a “WiFi” sign on its door. Life is changing for the town; more connectivity means more year-round residents, and longer summers for seasonal residents who can now work from their island homes. For Isle au Haut, the future is now, thanks to a big effort from a small group of people.

Bob Munoz is the director of marine services at Pioneer Consulting.

Business Tech Platform Unifies Client, Internal Processes
Machinio System (MS), a provider of end-to-end website and customer relationship management (CRM) solutions for equipment dealers, has entered the marine industry.
The MS Marine team sees a rising demand from boat dealers and marinas eager to leverage technology to streamline operations and scale growth. The company’s tech platform enables clients to own their marketing channels and embrace unified systems that optimize customer acquisition and internal operational processes.
Documentary: ‘Rigs to Reef’
“Steel to Sanctuary: The Rigs to Reef Story” is a new documentary presented by Arena Energy that will premiere in Washington, D.C., July 15, highlighting the Rigs to Reefs program and its environmental legacy of transforming decommissioned oil rigs into artificial reefs.
The screening will be hosted by the Congressional Sportsmen’s Foundation. This event will bring together policymakers, conservation advocates, and offshore energy leaders for an evening of storytelling, insight, and celebration.
The deadline for RSVP is July 8.
First Subsea Cable Connecting Chile to Oceania Planned

Chile has signed an agreement with Google to lay a submarine cable connecting Chile to Oceania.
Desarrollo País S.A., a state-owned infrastructure developer, and the Office of Posts and Telecommunications of French Polynesia will be responsible for installing the cable. Google joined the consortium in January 2024.
There are currently no subsea cables laid across the South Pacific.
The Humboldt Cable will establish a 14,000-km (8,699-mile) cable from Valparaiso, Chile, to French Polynesia. There are provisions for branches to additional locations, including Juan Fernandez (islands 670km [416 miles] off the coast of Chile), Easter Island, New Zealand, and Antarctica. Cost estimates range between $450 million and $650 million.
This will be connected to the Google-backed South Pacific Connect cable, which connects Australia, Fiji, French Polynesia, and the U.S.
The cable will be owned equally by both parties.
The project’s development timeline started in 2016. Construction is set to begin this year and is estimated to become operational in Q4 2026.
Chile’s existing subsea infrastructure mainly connects it to Central and North America, with cable landing stations (CLS) straddling its extensive coast.
Chile has seen growing interest from American hyperscalers, including Amazon, which will invest $4 billion in a Chilean cloud region by the end of 2026. But serious concerns about the country’s water scarcity have delayed Google’s plans to develop its own data center.
Wireless Communication for Subsea Piloting
Hydromea, a specialist in high-speed wireless subsea optical communication, and Blue Logic, a specialist in underwater inductive power and data transfer, are collaborating on wireless communication beneath the waves to enable human-in-the-loop remote piloting of an underwater drone without an umbilical.
Blue Logic’s Subsea USB inductive connectors provide robust underwater power and data transfer without galvanic contact, and Hydromea’s LUMA optical modems deliver real-time, high-bandwidth communication through water at speeds up to 10 Mbps. The combined solution allows for seamless data flow and accurate remote operation of subsea assets, reducing deployment risks for service companies and asset owners. This partnership also dramatically reduces time to market for the combined solution in highly regulated environments by negating the need for expensive certifications.
The tech integration enables rapid, flexible setup of subsea wireless networks, supporting real-time data streaming and remote control of subsea drones. The combined system works from splash zones to depths of 6,000 m and is suitable for both new installations and legacy infrastructure retrofits. Inductive technology eliminates the risk of corrosion and short circuits, and optical communication ensures high-speed, low-latency data transfer and remote control without requiring direct line of sight. Applications include offshore operations and defense.
ABS Approves Development of Floating Nuclear Power Module

The American Bureau of Shipping (ABS) has issued approval in principle (AIP) to HD Hyundai Heavy Industries (HHI) and HD Korea Shipbuilding & Offshore Engineering (HD KSOE) for an innovative floating small modular reactor (SMR) power module. The design aims to generate electricity offshore and near shore, providing power to port facilities and onshore communities.
This marks a significant step in maritime decarbonization efforts and represents ABS’s latest contribution to achieving net-zero emissions in shipping by 2050.
“Floating nuclear power facilities show promise in supporting power grids, microgrids, industrial and port operations, data centers, and other uses,” said Patrick Ryan, ABS senior vice president and chief technology officer. “Today’s advanced nuclear technology has a different risk profile from traditional reactor technology with state-of-the-art designs and lower enrichment fuels, making commercial offshore and maritime applications more viable.”
The economic case for nuclear maritime applications appears compelling. According to ABS Chairman and CEO Christopher J. Wiernicki, “When you account for fuel differentials, the cost of compliance, and residual value, it costs roughly the same as fossil options, only with zero carbon operations. And it gets much more attractive when compared to the high cost of green fuels.”
The approval is part of HD KSOE’s broader nuclear initiative. “This barge design not only eliminates the inconvenience of selecting onshore sites by being installed at sea but also offers the advantage of an integrated design for thermal energy production,” explained Dr. Kim Sung-Jun, director of future technology at HD KSOE. “This increases the potential to support the production of eco-friendly ship fuels like ammonia or methanol.”
Recent research has shown the viability of nuclear applications in maritime settings. An ABS study with Herbert Engineering showed that a 15,000 TEU containership equipped with two 30MW fast reactors could operate for 25 years without refueling, while a Suezmax tanker with four 5MW microreactors would need only one refuel over the same period.
ABS has also already issued an AIP to HD KSOE for a 15,000 TEU-class containership utilizing SMR technology.
ABS and Herbert Engineering have also proposed a novel solution that combines floating nuclear power with AI data centers. The concept uses SMRs on barges in coastal waters and river estuaries, utilizing the surrounding water for both server cooling and reactor systems. This design aims to address two key challenges: the increasing power demands of AI computing and the burden on existing power grids.
The broader industry is seeing gaining momentum with nuclear power, with major players like Lloyd’s Register and CORE POWER partnering with Maersk to study nuclear-powered containerships. Simultaneously, Newcleo has collaborated with Fincantieri and RINA to develop specialized maritime SMRs.
However, implementation challenges remain. Key hurdles include the need for new public-private partnerships, insurance model updates, regulatory framework development, and comprehensive crew training programs.
“The ultimate boundary condition for this technology will be safety, and we need to ensure we engage and educate the public about the advanced safety performance of these new reactors,” Wiernicki stated.
The floating nuclear designs offer additional advantages beyond emissions reduction, including higher power with faster transit speeds, increased cargo storage due to the elimination of fuel storage, and the potential for reverse cold ironing where vessels can power ports.
Ocean Census, JAMSTEC Expedition for Species Discovery
The Ocean Census JAMSTEC-Shinkai expedition is a 20-day research mission that was scheduled for completion June 23. It was a collaboration between the Japanese Agency of Marine-Earth Science and Technology (JAMSTEC) and The Nippon Foundation-Nekton Ocean Census to explore a range of deep-sea ecosystems within the Japanese Exclusive Economic Zone for new species of marine life.
The expedition relied on the deep-sea sampling capabilities of the DSV Shinkai 6500 human-operated submersible over 10 dives. The submersible was deployed from the RV Yokosuka and custom equipped with a variety of biological sampling equipment and high-resolution cameras to aid in species discovery and documentation.
All species discoveries from the expedition will be shared openly via the Ocean Census Biodiversity Data Platform, supporting global access to new scientific knowledge.
In late 2025, a Species Discovery Workshop will be hosted at JAMSTEC headquarters, where Japanese and international scientists will work together to identify and catalog the samples collected.
Boxfish Robotics Hovering AUV
Boxfish Robotics has launched the first generation of its fully autonomous tetherless hovering Boxfish AUV (HAUV), equipped with Boxfish’s latest proprietary autonomy software. The easy-to-use graphical user interface, SafePath Planner, offers a high level of customization and ensures that the AUV can navigate complex underwater environments with ease. Users can also monitor the progress of the mission and intervene if required.
The AUV supports benthic photogrammetry work, seabed mapping, natural and artificial coral reef monitoring, coral bleaching studies, fish studies, and invasive species studies. It operates tetherless at depths of up to 600 m, with future enhancements planned to reach 1,000 m. The HAUV can carry sensors to measure water quality and take high-quality video, complemented by stereo cameras for fish census surveys. It was designed differently from traditional torpedo-shaped autonomous vehicles and provides a combination of the return-to-surface function and the Boxfish satellite tracker for recovery of lost vehicles.
€1.6 Billion for Spain-France Electricity Interconnection
The European Investment Bank (EIB) has pledged €1.6 billion to finance the construction of the Bay of Biscay electricity interconnection between Spain and France. With a total route length of 400 km, 300 km of which will be underwater, it will become the first submarine electricity interconnection between Spain and France.
The EIB financing for the Bay of Biscay project takes the form of loans to Spanish and French transmission-system operators Red Eléctrica and RTE Réseau de transport d’électricité.
The parties have signed first loan tranches totaling €1.2 billion at the EIB headquarters in Luxembourg.
A €578 million EU grant has been allocated to this project under the Connecting Europe Facility. This is a landmark Project of common interest in which the EIB, the European Commission, Red Eléctrica and RTE are joining forces to strengthen cross-border electricity interconnections and, thus, the overall European energy system.
Construction of the Bay of Biscay link is already underway by Inelfe, the joint venture by RTE and Red Eléctrica. It is due to become operational in 2028. The project will almost double the electricity exchange capacity between France and Spain to 5,000 MW.
First Ship-to-Ship Transfer of Ammonia at Anchorage
The first-ever ship-to-ship transfer (STS) of ammonia at anchorage has been completed in Australia. This marks a major milestone in paving the way for ammonia as a viable marine fuel.
This milestone is part of a landmark maritime decarbonization initiative led by the Global Centre for Maritime Decarbonisation (GCMD). Yara Clean Ammonia, the world’s largest trader and distributor of ammonia, played a key role in the STS.
Under the supervision of the Pilbara Port Authority, the pilot took place within the anchorage area of Port Dampier, simulating real-world bunkering conditions and demonstrating that ammonia transfer can be executed safely and effectively offshore.
Yara supplied the ammonia used in the transfer; chartered one of the two gas carriers used in the operation; and contributed technical expertise and industry knowledge to the safety studies, risk assessments, and emergency response planning.
The trial builds on the insights from GCMD’s prior safety study in Singapore and confirms that, with the right controls in place, ammonia STS transfers at anchorage are both safe and scalable.
CCS Investment Soon to Reach $80 Billion
Cumulative investment in carbon capture and storage (CCS) is expected to reach $80 billion over the next five years, according to DNV’s new Energy Transition Outlook: CCS to 2050 report.
DNV, the independent energy expert and assurance provider, forecasts that capture and storage capacity is expected to quadruple by 2030. Up to now, growth has been limited and largely associated with pilot projects but a sharp increase in capacity in the project pipeline indicates that CCS is at a turning point. The immediate rise in capacity is being driven by short-term scale up in North America and Europe, with natural gas processing still the main application for the technology.
Maritime onboard capture is expected to scale from the 2040s in parts of the global shipping fleet.
As the technologies mature and scale, the average costs will drop by an average of 40 percent by 2050.
Framework to Assess Marine CO2 Removal Impact
Selected by the nonprofit Ocean Visions, Fugro will lead the development of a standardized environmental impact assessment framework for marine carbon dioxide removal (mCDR), a set of emerging technologies that enhance the ocean’s natural ability to store carbon. This initiative aims to support the permitting of mCDR projects by providing a transparent, evidence-based approach to environmental review.
Carbon removal is increasingly seen as a critical complement to emissions reductions in meeting global climate goals. By drawing carbon dioxide out of the atmosphere, mCDR can help offset residual emissions and contribute to climate stability. mCDR strategies include approaches such as enhancing ocean alkalinity, cultivating seaweed, and extracting carbon dioxide directly from seawater. While these methods show promise in helping to meet global climate goals, they must be carefully evaluated to ensure they are safe for marine ecosystems and the communities that depend on them.
The two-year project will involve designing, refining and testing a framework that can be applied across a range of mCDR strategies. Joining Fugro on the project are the U.S.-based Integral Consulting and the U.K.’s National Oceanography Centre.
The final framework will be openly accessible as a critical tool for researchers, regulators, and communities evaluating whether and how to host mCDR projects. Ocean Visions plans to publish the completed framework in 2027.
Apply: Blue Tech Entrepreneur Support Network
Seaworthy Collective, a Miami-based nonprofit blue tech (ocean innovation) entrepreneur support organization and community, has announced the opportunity to join its revamped mentor, collaborator, and investor network.
Seaworthy has supported 40 blue tech startups and 78 founders who have raised more than $22.5 million since 2021, and it has the support of $14 million from the NOAA Ocean Enterprise Accelerators partnership, The Continuum.
Individuals and organizations around the world interested in contributing their networks, resources, knowledge, and experience are invited to support Seaworthy founders and startups.
With the recent launch of Seaworthy’s community and network platform, The Shoreline, automation of matchmaking members of their network with the most aligned ocean impact startups is now possible.
Deadline to apply to the network is July 11.
World Sea Turtle Day
World Sea Turtle Day is June 16, the closing day of NOAA’s World Sea Turtle Week.
Among sea turtle conservation efforts is the work of the New York Marine Rescue Center (NYMRC), the state’s only marine mammal and sea turtle rehabilitation facility, which is leading critical efforts to rescue, rehabilitate, and release endangered marine life. In partnership with Canon U.S.A., NYMRC uses satellite tracking to monitor rehabilitated sea turtles and seals, collecting vital data on their migration, dive patterns, and ocean health.
But the impact goes beyond science. Together, NYMRC and Canon have launched a hands-on marine science lecture series for middle school students, featuring expert talks, fieldwork, a beach cleanup, and a seal or turtle release. Students write stories about their rescued animals, which Canon prints as books, with the proceeds supporting NYMRC. The initiative fosters youth environmental stewardship and showcases the power of corporate-community collaboration.
Over the past three decades, NYMRC has rescued and rehabilitated more than 3,900 marine animals, including 119 sea turtles, 762 seals, and seven cetaceans.
Apply: StartBlue Ocean Enterprise Accelerator
The StartBlue Ocean Enterprise Accelerator program at UC San Diego is now accepting applications. The program is designed to launch and scale the latest ocean-based scientific research into actionable, commercially viable solutions from early-stage to small and medium ocean-based startups across the United States.
The deadline to apply for this year’s cohort is July 31, 2025.
This immersive four-month program combines the entrepreneurial expertise, training, and leadership of the Rady School of Management with the ocean expertise, technical development resources, and innovation of Scripps Institution of Oceanography.
The program welcomes applications from innovative startups developing an ocean/freshwater technology, product, or service that supports the economic growth, maritime security, coastal resilience, and resource management needs of the U.S. and the blue economy.
Eligible startups will be accepted into one of two tracks: “Launch” for early-stage startups and “Scale” for later-stage startups.
Kongsberg Unveils Real-Time Emissions Monitoring System

Kongsberg Maritime has launched a Continuous Emissions Monitoring System (CEMS) to provide real-time exhaust emissions data for shipowners and operators. The system helps owners and operators monitor and control vessel emissions – supporting compliance with increasingly stringent environmental regulations – as well as identify opportunities for operational improvements and cost savings.
It uses sensor technology to provide accurate and continuous measurement of key greenhouse gases, including CO₂, CH₄, SOx, NOx, and CO. According to the global marine technology company, unlike traditional calculation methods based on fuel consumption monitoring, its CEMS offers a comprehensive and real-time analysis of exhaust emissions from all combustion sources, allowing informed decision-making for decarbonization strategies.
“Shipowners need to comply with upcoming regulations that are tightening, year by year. The key to future proofing vessels is emissions monitoring, and Kongsberg CEMS delivers the reliable data from sensor to cloud that our clients demand,” said Randi Østern, senior project manager at Kongsberg.
It is fully integrated with Kongsberg’s K-Chief vessel automation system, which automates emissions data through a unified interface, while the modular design of CEMS ensures easy installation on both existing vessels and newbuilds. Integration with K-Chief also means diagnostic support can be done remotely with full cybersecurity protocols in place.
In February 2025, Kongsberg Maritime revealed a range of innovative methods designed to industrialize the transportation and installation (T&I) of floating offshore wind turbines.
US Center for Maritime Innovation Online
The U.S. Department of Transportation’s Maritime Administration (MARAD) has announced that the MARAD-supported U.S. Center for Maritime Innovation website is now live at: www.usmci.org
The center and its secretariat, the American Bureau of Shipping (ABS), will promote the study, research, development, assessment, and deployment of emerging marine technologies and practices related to the maritime transportation system. It will be critical for engaging industry, academia, government, and other stakeholders in setting and executing multi-year research priorities that drive innovation in support of the Trump Administration’s priorities for restoring America’s maritime dominance.
The website facilitates the dissemination of information and communication with the U.S. shipping community regarding activities associated with maritime innovation projects.
June 20: Opening of Maritime 3D Printing Hub
On June 20, the Maritime Application Center (MAC) will hold an opening event in Delft in the Netherlands to introduce the dedicated R&D hub that will advance maritime applications through large-format additive manufacturing, also known as 3D printing. The MAC will be a catalyst for innovation, driving the adoption and development of microfactories tailored to the maritime industry.
The maritime sector is under increasing pressure to adopt more efficient, customizable and sustainable solutions—challenges that traditional manufacturing methods struggle to meet. The MAC bridges this gap by developing applications and technology that push the industry forward.
US Navy Tests NORBIT Sonars
U.S. Naval Surface Warfare Center Panama City Division (NSWC PCD) and NORBIT have successfully conducted operations involving NORBIT’s GuardPoint 70 and GuardPoint 100 intruder detection sonars.
As underwater threats continue to evolve toward more use of underwater drones, including AUVs of all sizes, NORBIT sonars were tasked accordingly. Over the weeks-long testing, NORBIT sonars successfully detected and tracked multiple AUV form factors through many range and depth scenarios. With the GuardPoint systems deployed, data were recorded and used under the conditions of the recent five-year extension to a cooperative research and development agreement between both parties.
Climate Trends in the Subsea Cable Industry

Projected rates of sea level rise and elevation change at cable landing stations by 2052. A: Sea level rise under SSP1–2.6 scenario. B: Sea level rise under SSP5–8.5 scenario (Clare et al, 2023).
By Rebecca Firth
Telecommunication and electrical service providers use subsea telecommunication cables to transmit data and power between landmasses separated by bodies of water. The entirety of a submarine telecommunication or power cable system is exposed to the potential hazards associated with climate change.
A subsea telecommunication cable system comprises two or more cable landing stations connected by a fiber-optic cable. The cable landing stations house equipment such as routers, switches and power feed. The fiber-optic cable may incorporate branching units that allow a cable to serve multiple landing points and repeaters that boost transmitted signals.
Subsea power cables commonly carry high-voltage direct current for long-distance transmission. Cable landing stations are located close to existing electrical substations or grid connection points to integrate power from the subsea cable efficiently into the regional or national electrical grid.
Impacts of Sea Level Rise and Storms
Sea level rise is a significant consequence of climate change, primarily driven by two factors: thermal expansion of seawater and the melting of ice sheets and glaciers. Between 2006 and 2015, the rate of global mean sea level rise was 8 mm per year, which is 2.5 times the rate for the period between 1901 and 1990 (1.4 mm per year).
Clare et al (2023) assessed the projected sea level by 2052 (over a 30-year operational life of a cable system) at cable landing stations, estimating that the rate of sea level rise is not geographically uniform. Moreover, within 100 years under the SSP1–2.6 scenario (warming to 1.5 to 2° C above pre-industrial levels), more than 50 percent of cable landfall locations are projected to experience more than 500 mm of sea level rise compared to 97 percent under the SSP5–8.5 scenario (warming exceeding 4° C above pre-industrial levels).
The majority of cable landing stations are located near tidally active regions and terminate at colocation facilities and points of presence that are designed to be weather and water resistant. However, they are not designed to be surrounded by or submerged in water. Durairajan et al (2018) investigated the impacts of sea level rise on terrestrial network infrastructure in the U.S., concluding that projected sea level rise by 2030 may immerse thousands of kilometers of terrestrial cable not designed to be submerged in water. The potential effects of tidal inundation include physical damage and corrosion, leading to signal loss. In addition, buried cables will be exposed continuously to these threats, and cables deployed over the past 20 years will be particularly vulnerable to damage due to the age of seals and cladding.
The risk of inundation increases in areas where there is a higher likelihood of storm surges. For example, in the Gulf of Mexico, it is anticipated that a 1-in-100-year storm surge may become a 1-in-30-year event by the end of the 21st century. At present, 4.1 percent of cable landing stations could be inundated by 1-in-100-year events, which increases to 7 percent by 2122 in the SSP5–8.5 scenario (Clare et al, 2023).
Hurricanes/typhoons/cyclones are also intensifying due to warmer oceans and shifting atmospheric conditions that promote wetter and more destructive storms.
In September 2017, Hurricane Irma caused widespread disruption to telecommunications services across the Caribbean and the U.S. East Coast, leaving millions cut off by inundated terrestrial cables. Subsea cables connecting Florida to the Caribbean islands were damaged, disrupting connectivity to the British Virgin Islands, the U.S. Virgin Islands and Puerto Rico. Typhoon Morakot, which struck in August 2009, caused extreme river discharge that led to significant damage to subsea cables connecting Taiwan to Guam and other parts of Asia. Subsea cables were damaged when debris-charged river waters plummeted to the seabed and down Gaoping Canyon. A second, more damaging sediment density flow arose three days later when river levels were near normal, damaging cables down to water depths beyond 4,000 m.

Projected shoreline change at beaches where climate-driven erosion is predicted to occur by 2100 under SSP5–8.5 scenario, based on median predicted values in Vousdoukas et al (2020).
Erosion
Erosion is another climate factor that puts subsea cables at risk. The severity depends upon the weather, wave climate, nearshore bathymetry, coastal topography, sediment supply, sea level rise and the presence of coastal ice.
Under the SSP5–8.5 scenario, the global median of predicted shoreline retreat is 128 m by 2100. Approximately 15 percent of the world’s sandy coastlines could experience severe (>100 m) erosion by 2050, escalating to 35 to 50 percent by 2100. Subsea cables on the continental shelf traveling to shore can be at risk where erosion exposes them to currents and waves.
For example, in 2012, Hurricane Sandy triggered considerable erosion, with numerous beaches and dunes losing up to 6 m vertical height, which permitted waves to travel further inland. Global Marine Systems conducted a site visit to Long Island, New York, one week following Hurricane Sandy making landfall. Hurricane Sandy caused severe erosion of beach sand and significantly changed the local beach profile. The lower shore dropped. At the top of the beach, near the boardwalk, the beach level was higher than normal, where sand had been driven up the beach by the large storm surge.
Two open plots of land were designated to store the sand washed inland during the hurricane, called “Mount Sandy” by the locals. The aftermath of this massive sand displacement reduced the sediment cover over subsea cables and pipes buried on the beach. Extensive beach nourishment was required, which involved the U.S. Army Corps of Engineers pumping millions of cubic yards of sand to restore the beach.

“Mount Sandy,” the pile of sand washed inland by the hurricane on Long Island in 2012. (Credit: Global Marine Systems)

Pipe exposed due to massive sand displacement on Long Island Beach during Hurricane Sandy. (Credit: Global Marine Systems)
Coastal permafrost erosion is another risk, affecting more than 30 percent of Earth’s coastlines situated in Arctic regions. Over the period of 1950 to 2000, the mean coastal permafrost change rate was -0.5 m a year across the Arctic. As permafrost thaws, the shoreline weakens and becomes less stable, leading to loss of coastline. Sea ice acts as a protective barrier, reducing the impacts of waves and storms, but as Arctic sea ice cover declines, coastal retreat is amplified. Consequently, permafrost thaw and coastal erosion may compromise the stability of subsea cables coming to land on Arctic coasts.
A Shifting Fishing Industry
In Europe, as sea temperatures rise, many fish species that prefer warmer waters are migrating up to the North Sea, a trend called “tropicalization.” Species such as sea bass, red mullet and John Dory, which were once more common in southern European waters, are increasingly being found in the North Sea. These species are thriving in the warmer conditions, leading to shifts in the ecosystem and causing fishing fleets to follow.
This trend is expected worldwide and can bring fishing activities closer to where submarine cables are laid. Increased fishing in new regions can result in heightened risks of cable damage from trawling, especially in areas where deep-sea trawling or other high-risk fishing methods may not have been prevalent before. Cables in these areas become vulnerable to anchor drags, net entanglements and other gear impacts, which can sever or displace cables.
Coldwater species such as cod, haddock and plaice are struggling with rising temperatures. For example, the North Sea is warming faster than many other marine regions, and this is driving some coldwater species to deeper, cooler waters or further north toward the Arctic Circle.
Cod populations, which have been central to North Sea fisheries, are moving to cooler regions, and this shift affects their abundance and reproduction rates, making it harder for fisheries to maintain sustainable catches.
Furthermore, submarine cables in deeper waters may become more exposed to new fishing pressures, particularly from larger vessels and more intensive fishing operations, resulting in a higher likelihood of cable strikes.
New Shipping Routes
Climate change is opening up new shipping routes in the Arctic as ice melts, which has significant implications for submarine cables and global data infrastructure.
The Northern Sea Route that runs along the Russian Arctic coast is becoming more navigable as ice melts earlier and forms later in the year, providing a shorter path between Europe and Asia. The Northwest Passage traversing the Canadian Arctic archipelago is also becoming more accessible, offering another potential path between the Atlantic and Pacific Ocean. As more vessels travel through Arctic waters, there is a higher risk of cables being damaged by ship anchors or fishing activities in high latitudes. As traffic increases, the potential for accidents rises.
Monitoring the life cycle and extent of the sea ice will be necessary throughout the life of a cable system. If the present trends of decreasing sea ice persist, cables in shallow water will be increasingly prone to abrasion. Additionally, ice scouring caused by the keels on multiyear ice is a commonly cited risk to cables. Ice scour from icebergs or multiyear sea ice occurs when they ground on the seabed and gouge out the sediments. Ice gouges have been found to occur in water depths up to 70 m and can range in incision depth up to 5.5 m.
Mitigation and Adaptation
The International Cable Protection Committee (ICPC) published a recent paper on climate change stating that “the global climate has been and will likely continue warming at an unprecedented rate as a result of human-induced greenhouse gas emissions.”
The ICPC commented further at a consultative meeting of the United Nations on sea level rise and its impacts: “It is critical that sea level rise and climate change be considered in future route and landing station planning, as well as assessing the risk posed to existing systems.”
Current mitigation and adaption strategies to protect against the impacts of climate change include: increased armoring and/or cable burial protection at shore-ends where erosion is increasing; liaising with fishermen, route clearance of discarded fishing gear, and use of more resistant cable; avoiding low-lying areas for beach manholes and cable landing stations; learning local environmental conditions and historic events; and geographical information system (GIS) analysis using various geospatial data sets incorporated into desktop studies to identify optimal routes and landing points.
Projections of climate drivers known to damage cables as discussed in the ICPC paper are on the rise, implying that cables will likely be exposed to more hazardous conditions. Where achievable, resilient cable routing should avoid submarine canyons and channels subject to turbidity currents and other sediment flows.
This particularly applies in regions exposed to cyclones. Additionally, establishing redundant paths in the design of routes to allow for alternative channels if a primary cable is damaged would help to maintain connectivity and reduce potential service disruptions.
To appropriately evaluate the impact of climate-driven changes, it is critical to verify site-specific environmental conditions. In particular, coastal erosion is determined not solely by ocean and atmospheric conditions but also by local morphology, substrate, and human-built coastal structures. The rates at which erosion may occur at cable landing stations (and along their shore approaches) should be calculated to inform how erosion may change over the design life of a cable system.
Cable technology advances may be required to address Arctic-specific challenges, such as more durable, ice-resistant materials and smart cable systems that can monitor conditions and automatically report damage or interruptions.
Given shifting fishing patterns, submarine cable operators may need to adapt their protection measures. These could include increasing the burial depth of cables in regions now more exposed to fishing activity, reinforcing them with armoring in higher-risk areas, and utilizing deepwater areas with less fishing activity. As fish populations migrate, tensions could increase between the fishing industry and cable operators. Collaborative management strategies could mitigate risks, such as information sharing on cable locations and fishing routes and creating policies that balance the interests of both sectors.
Conclusion
The impacts of climate change will be diverse worldwide, and these changes are already being felt. The subsea cable industry is embracing numerous mitigation and adaptation strategies. Cable routes should be developed based on the analysis of local conditions, and both short-term events and long-term impacts should be considered.
As cable routes traverse higher latitudes, there is a risk of new hazards. Multiple geospatial data sets should be integrated, and future routing should consider oceanographic, atmospheric, and geological components on a case-by-case basis. Being mindful of the current and anticipated challenges is key for building resilient global communications and power networks.
Rebecca Firth is a route engineer and project assistant at OceanIQ.
Reviving the MIRs: Russia’s Famed Deep Manned Submersibles

MIR-1 and MIR-2 were transported aboard the RV Akademik Mstislav Keldysh for various dives around the world over 24 years.
By Dr. Anatoly M. Sagalevich
The deep manned submersibles MIR-1 and MIR-2 were created by the Finnish company Rauma-Repola by the engineering group headed by myself and the Russian scientist Dr. Igor Mikhaltsev. The head of the Finnish group Sauli Ruohonen also made a great personal contribution to the construction of the MIRs.
The vehicles’ high technical and scientific level was confirmed by 24 years of intensive use. Despite major changes in the state structure of Russia, the MIRs were operated practically without any breaks, thanks to international partnerships. For example, joint expeditions on the RV Akademik Mstislav Keldysh with the MIRs on board were organized together with the National Geographic Society, NOAA, and universities from the U.S., England, Germany, and other countries.
Prominent figures of the international underwater community participated in MIR dives to the Titanic, the German warship Bismarck, and hydrothermal fields in the Atlantic and Pacific Oceans. Don Walsh, an oceanographer who was the first to reach the deepest part of the ocean (with Jacques Piccard); oceanographer and explorer Sylvia Earle; oceanographer Peter Rona; biologist Shirley Pomponi; photographer Emory Kristof (who was on the expedition that discovered the Titanic); and other luminaries in ocean research and exploration made dives in the MIRs to various sites throughout the ocean.
Hydrothermal Discoveries
The MIRs have been instrumental in several discoveries. Scientific dives on the vehicles resulted in the discovery of 23 hydrothermal fields in the global ocean, including the underwater volcano Piipa in the Bering Sea and the methane-rich Haakon Mosby mud volcano in Arctic deepwater. Deep hydrothermal circulation in the ocean crust was discovered in the Logatchev field at 14°45’ N on the Mid-Atlantic Ridge via MIR-1 with the crew of geologist Dr. Yury Bogdanov and myself. This circulation comprises high-temperature fluid that is formed in the deep layers of ocean crust, practically on the border with the mantle. Serpentinite rocks were found near black smokers on the seafloor at 3,100-m depth.
Russian scientists discovered tens of new species of animals in hydrothermal fields found by the MIRs, types of life that are based on chemosynthesis. Big deposits of sulfide ores in the Atlantic and Pacific were investigated. The approximate volume of the deposits was measured, and chemical analyses were conducted of samples that were lifted by the MIRs from the bottom of the sea. Along the Trans-Atlantic Geotraverse, the largest hydrothermal body on the ocean bed was discovered: the MIR zone, containing millions of tons of sulfide ores. This discovery was achieved together with Peter Rona, who was part of Rutgers University, during a dive in MIR-1.

Don Walsh, Anatoly Sagalevich and Alfred McLaren before a dive to the Rainbow hydrothermal field on the Mid-Atlantic Ridge.
Pioneering Cinema
The MIRs were integral to the pioneering cinematic work of filming deep-ocean images for the IMAX documentary “Titanica” and the Hollywood picture “Titanic,” plus four more films with the director James Cameron.
James Cameron conducted six expeditions with the MIRs: three of the Titanic, one of the Bismarck, and two of hydrothermal fields in the Atlantic and Pacific Oceans. In each expedition, technical innovations were implemented, such as detailed observation of the Titanic’s interior using mini-ROVs that were controlled from pilot cabins in the MIRs via fiber-optic cable. A live TV broadcast from the Titanic was conducted with Cameron using the MIR submersibles, with the world watching the show on the Discovery Channel.
Historic Work
The MIRs operated on missions to the sunken nuclear submarines Komsomolets and Kursk that enabled decision making for the conservation of the Komsomolets and for the lifting of the Kursk from the bottom of the ocean.
The MIRs provided vehicles for operations on the deepest military submarine wreck, the Japanese I-52, which sunk in the Atlantic at 5,430-m depth in 1944, as well as on a deep wooden wreck near The Bahamas at 4,700 m. (Both expeditions were done with private American companies.)
Historic work was done using the MIRs at the geographical North Pole under the ice at a depth of 4,300 m. This was considered the discovery of “the real North Pole,” with the installation of Russia’s flag on the seafloor to commemorate the find.

The mini-ROV GNOM.
How to Revive the MIRs
The RV Akademik Mstislav Keldysh with the two MIRs on board enabled a truly international deep-ocean research complex and provided a wide spectrum of work at great depths.
Unfortunately, in 2011, the MIRs stopped operations, despite the fact that they were in good shape and could have continued to dive for tens of years.
There is a push to rehabilitate the MIR submersibles for scientific research and technical operations, particularly at ocean rift zones and hydrothermal vents on the seafloor, which are the most active and interesting sites for science.
Several steps are required to restore the MIRs to working condition. First, the power block of the submersibles must be changed. Originally, nickel-cadmium batteries with a total power of 100 kWh were used. They were big and heavy but reliable, providing underwater power up to 24 hr., including for scientific and navigational equipment. The redesign would use lithium-ion batteries with the same power level. This would reduce the weight of the vehicles and allow for an increase in payload. The next step would be full disassembly of the MIRs: updating the systems and testing the main and ballast spheres in high-pressure chambers. Following this would be reassembly and testing of the vehicles in the lab. Finally, sea trials in shallow water and then at depth will be conducted.
Anticipated total time for rehabilitating the MIRs would be two to three years. The mini-ROV GNOM, which was developed at Russia’s Shirshov Institute of Oceanology, will be tailored to operate at maximum ocean depth (11,000 m).
We have applied for financing of this project, with the hope that we will be able to begin technical work in the second half of this year. The real adventure would then begin in 2027/2028.
We seek support from the international underwater community. If you are interested in being a part of this project, please reach out to: sagalev38@gmail.com.

Depiction of the basic operating framework of the proposed deep manned submersibles (DMS) revival. The mini-ROV GNOM would be tethered to the MIR in the ultra-abyssal.
Acknowledgments
This work was completed on state assignment No. FMWE-2024-0026.
How to Reduce Whale Ship Strikes

By Matthew Zimmerman
Whales have fascinated humanity for millennia, inspiring myths, music and maritime culture. Anyone who has had the rare opportunity to witness these majestic creatures up close knows that it’s an awe-inspiring and deeply emotional experience. However, a number of whale species are shockingly close to the brink of extinction, and ship strikes are a leading cause.
Ship strikes—when vessels collide with whales—pose a significant threat to these animals and are one of the two leading causes of death for great whales. These incidents can be fatal, especially when large commercial vessels or yachts collide with whales resting or surfacing for air. Even non-lethal encounters often result in injuries that compromise the whales’ ability to feed, migrate or reproduce—factors that can still lead to death indirectly.
With only about 370 animals remaining and fewer than 70 breeding females, the North Atlantic right whales capture a lot of the public’s attention in the U.S. when it comes to species at risk of extinction. For these whales, ship strikes account for the plurality of their deaths over the last seven years.
However, this issue is not limited to that species. We’ve already hunted the Atlantic gray whale to extinction, and only about 300 Western gray whales remain. Furthermore, in the Eastern Mediterranean, sperm whales number between 200 and 250, with ship strikes also their leading cause of death.
Beyond the emotional and ethical implications, the ecological impact of losing whales is profound. Whales play an integral role in maintaining healthy global ecosystems and helping to regulate climate systems.
The Role of Whales in Ecological Processes
Phytoplankton are microscopic marine algae that serve as the foundation of the marine food web. They are responsible for producing about 50 percent of the Earth’s oxygen, and they absorb an estimated third of human-generated carbon dioxide. “Whale pump” is the name of the process that describes how whales feed at depth and defecate near the surface, releasing nutrients vital for phytoplankton growth. Much of the public isn’t aware of how critical phytoplankton are to all life on Earth and how essential whales are in supporting phytoplankton.
Another ecological process coupled to whales is the “whale conveyor belt,” which refers to the horizontal transfer of nutrients across vast distances as whales migrate between feeding and breeding grounds. This redistribution fertilizes nutrient-poor waters, boosting productivity across diverse marine ecosystems and helping sustain commercially valuable fish species.
Even after death, whales contribute to the marine environment through “whale fall” events. When a whale dies and its carcass sinks to the ocean floor, it delivers an enormous amount of organic material to deep-sea ecosystems. This serves as a long-term food source for a wide range of marine life and facilitates carbon sequestration, as the carbon locked within the whale’s biomass is deposited into ocean sediments for hundreds or even thousands of years.
If global whale populations were restored to pre-industrial levels, the benefits would be immense. Increased whale populations would amplify the whale pump and conveyor belt effects, promoting more phytoplankton growth and enhancing oxygen production and carbon capture. A thriving whale population would improve biodiversity, bolster fisheries, stabilize ocean ecosystems, and strengthen our planet’s resilience to climate change.

Humpback whale suffering ship strike wounds in Hawaii. (Credit: NOAA, taken under NOAA HIHWNMS, MMHSRP Permit #932-1489)
Vessel Strike Mitigation
The maritime community is not blind to this crisis. Existing mitigation strategies primarily rely on vessel routing changes and speed reductions. For instance, shifting shipping lanes away from high-risk zones—such as the Eastern Mediterranean, where the MSC Group rerouted to protect sperm whales—has proven effective.
Speed reduction is another widely promoted tactic. Slower-moving ships reduce the probability and severity of collisions, giving whales and crew more time to react.
Yet, these methods have limits: Not all waters are monitored, and not all vessels comply with routing advisories or voluntary speed limits.
Over the past few years, above-water camera systems have grown in popularity, and when coupled with AI-driven image processing, they can provide automated detection of whale spouts and breaches in suitable conditions. However, whales spend the majority of their time below the water. So, above-water camera systems can only catch a glimpse during the brief periods that whales break the surface. This is where underwater technology becomes crucial.
Underwater sensors such as 3D forward-looking sonars (3D-FLS) are a clear complement to above-water sensors. When coupled with camera systems, they provide vessels with an even more robust risk reduction system.
FarSounder’s Argos 3D-FLS technology bridges this critical detection gap. Unlike above-water systems, Argos sonars continually scan the water column ahead of the vessel, offering dynamic real-time images of objects up to 1,000 m away (more than half a nautical mile).
FarSounder’s range of 3D-FLS products have been installed on a variety of vessel types, including USVs, naval and coast guard vessels, icebreakers, research vessels, yachts, and cruise ships. These systems can detect obstacles not visible at the surface, such as whales, rocks, corals, ice and containers at navigationally significant ranges.
The original motivations of FarSounder’s founding team over 24 years ago were environmental: How can we help vessels to avoid hitting rocks, thus preventing oil spills, and how can we help vessels not to hit whales?
Therefore, it is important that FarSounder’s systems are designed not only with the safety of the vessel in mind but also the safety of the marine environment. All sonar signals are not the same, and those transmitted by FarSounder sonars are safe for the whales and the environment. The FarSounder engineering team has followed the strict guidelines established by the U.S. National Marine Fisheries Service (NMFS) to prevent acoustic harassment of marine mammals. Regular internal reviews are conducted, and participation in industry-wide discussions takes place to ensure products align with best practices for marine environmental stewardship. This commitment reflects our guiding principle that protecting marine life must be a foundational element of maritime innovation.
When paired with above-water systems and included in a vessel’s voyage planning, the sonar becomes a key layer in a multifaceted whale protection strategy. It’s a tool not only for collision avoidance but for more responsible and informed vessel operations around the world.

Temporary pole mount deployment of Argos 1000 sonar installed aboard the MV Encourager during a whale research project. (Credit: FarSounder)
Citizen Science
Mitigating whale strikes isn’t just the responsibility of governments and conservation agencies. Everyone in the maritime community can play an important role by participating in citizen science initiatives to expand our collective knowledge and response capabilities because, without widespread data, we can’t focus conservation efforts.
One simple way to participate in citizen science is by contributing crowdsourced observations to organizations such as Ocean Wise and Whale Alert. Understanding the value of such widespread observations, FarSounder is committed to contributing to this movement, and the company’s entrée into facilitating crowdsourced data collection began over six years ago by enabling its customers to collect and anonymously share bathymetry (Sea Technology, January 2024). The bathymetry data are passed on to the International Hydrographic Organization’s (IHO) Data Centre for Digital Bathymetry and integrated into Seabed 2030’s efforts to map the entire seafloor of the global ocean.
Last year, FarSounder upgraded its data sharing capabilities with an optional cloud service that is provided at no charge to its customers. This cloud service allows users to anonymously share their collected bathymetry map across the FarSounder fleet and with Seabed 2030. In return, they receive the aggregate map created from all of the FarSounder user contributions.

Adult right whale with calf. (Credit: NMFS, NOAA)
This year, new citizen science capabilities were added to the FarSounder system. A recent software update added a simple interface for logging both whale sightings and floating trash. If users opt-in, these logs are automatically uploaded to FarSounder’s cloud service and will be anonymously passed on to a variety of conservation organizations, including Ocean Wise, Whale Alert, and Eyesea. These systems consolidate public reports with verified sightings from research institutions, expanding the available data used for marine mammal protection.
FarSounder’s crowdsourced bathymetry and observation logging capabilities enable its customers to easily make meaningful contributions without impacting the vessel’s normal operations. Citizen science can turn every ship into a potential research vessel, creating a distributed network of environmental stewards.
Clearly, the installation of below-water sensors such as 3D forward-looking sonar and above-water sensors such as cameras with automatic recognition software provide a great benefit to the vessel on which they are installed. However, when it comes to reducing the risk of whale ship strikes, not every vessel can justify installing such systems. That’s why FarSounder is proud to support the Whale and Vessel Safety Taskforce (WAVS), which is working on a holistic, industry-wide risk reduction strategy.
The WAVS initiative is building an aggregated whale activity database by fusing data from satellite imagery, aerial surveys, citizen science observations, shipboard sensors and government research programs. The data will then be analyzed to find areas of high whale density. The ultimate goal is to feed this intelligence into navigational tools, such as multifunction and ECDIS displays aboard any vessel.
By identifying and broadcasting zones of high whale density, WAVS empowers mariners to make safer routing decisions, even without specialized hardware on board.
The initiative also promotes the integration of whale risk information into standard marine navigation interfaces to improve industry-wide adoption.
FarSounder’s contributions to the taskforce include helping to develop the technical roadmap, including on-ship sensors such as its own 3D-FLS, as well as other sources of whale sightings and outreach for this important initiative.
Through the development process of its products over the past few decades, the FarSounder team has learned a lot about whales and how to operate safely around them. In the overall task of protecting whales, FarSounder understands that not only are technology and data vital, but so is human knowledge. That’s why FarSounder is launching a Whale Spotting and Safe Vessel Operations training course based on everything the team has learned over the years. This class is not a FarSounder product class. Rather, it is an industry topic class, designed for captains, bridge officers and crew. Class topics include: how to spot and identify whales and how to operate vessels safely in areas with whales. The class also covers the basics of whale biology, discusses the threats they face, and how individuals can get involved with various citizen science initiatives.
This course was developed in collaboration with Amy Whitt from Azura, an environmental services company that provides protected species observers for government and commercial projects. Guest lecturers from leading marine science and conservation organizations have also been recruited to help present the materials. Details about the class can be found at: http://www.farsounder.com/whales.
Conclusion
Whale ship strikes are a preventable tragedy. With advances in sonar, integration with camera systems and powerful citizen science tools, we now have the ability to reduce this risk vastly. FarSounder is committed to being part of the solution through its technology products and by contributing to global efforts via training and industry collaboration.
The maritime sectors have both a responsibility and an opportunity to lead. By adopting tools such as 3D-FLS, contributing to WAVS, participating in training programs, and logging sightings, every vessel can become a protector of marine life.
Because saving whales isn’t just good for the ocean— it’s good for the planet and all mariners.

Multibeam Echosounder and Surface Drones Offer Survey Versatility

Podlet is paired with BlueRobotics BlueBoat for a simple, cost-effective survey solution. (Credit: Picotech Ltd.)
By Melanie Tibbs • JP Cheminade
Rapid developments in technology, including portability, have created opportunities for new approaches to shallow-water hydrographic and bathymetric surveying in recent years. The holy grail is high-resolution imaging and accurate mapping using light, robust, agile, low-power and low-cost solutions.
New to the market for 2025 is Picotech Ltd.’s innovative Podlet multibeam sonar package in combination with Blue Robotics’ BlueBoat USV. Together they form the ultimate one-person-portable survey solution.
A leading innovator for more than a decade, Picotech Ltd. has long been a specialist in the design and manufacture of miniature multibeams. Its products’ small size, low weight, and class-leading power consumption enable rapid mobilization, simple launch and recovery, and long endurance. In 2016, Picotech Ltd. ventured into a new market with the PicoMB-120, which enabled one-person-portable, high-resolution USV multibeam echosounder (MBES) surveys at faster rates in confined spaces. In 2020, Picotech Ltd. released PicoPOD-130, the precursor to Podlet, with a new MBES, which now has a network of global users.
Podlet is a lightweight multibeam package that provides a turnkey solution for International Hydrographic Organization (IHO) Special Order surveys. With low power consumption, it delivers long endurance for seamless, high-precision hydrographic data collection—all in a portable package with a combined mass of just 21 kg. BlueBoat+Podlet fits fully rigged in the trunk of a small hatchback and can be hand-launched and recovered at the point of survey.
Podlet is supported by industry-standard acquisition and processing software: BeamworX, EIVA NaviSuite, Xylem HYPACK, Teledyne PDS, and QPS QINSy. It also offers bathymetry and backscatter (snippets) as standard. Compatible with low-cost RTK base stations such as the Reach RS2 and built to include an SBG Ekinox Micro INS, Podlet is highly competitive at its price point. The system also opens up the world of hydrography to many traditionally land-based geomatics companies.

A construction studies class from St. Colman’s College, Midleton, County Cork, Ireland, visited the Celtic Interconnector Project in east Cork recently. The project is being developed by EirGrid and Réseau de Transport d’Électricité. The students visited the landfall at Claycastle Beach in Youghal where the submarine circuit will come ashore. (Credit: GreenC Marine)
Multibeam Sonar Applications
Picotech Ltd.’s multibeam sonars offer unparalleled capabilities in underwater surveying, imaging and mapping. Multibeams revolutionize underwater imaging by focusing and processing multiple beams of sound waves simultaneously. By covering a wider area and capturing more data points than single-beams, multibeam sonars produce highly detailed three-dimensional maps of the seafloor with much greater accuracy. This capability makes them indispensable in various fields, including marine research, underwater archaeology, offshore exploration and hydrographic surveying.
The bathymetry and snippets/backscatter outputs of Picotech multibeam sonars make them vital tools across a wide range of industries and applications. Snippets (backscatter) data outputs come as standard and provide invaluable additional information on bottom type (hardness). This combination means images show the same geographical extents, with each providing a different insight into the same environment.
In the hydrographic sector, Podlet allows for accurate mapping of navigable waterways, harbors and coastal areas. Detailed bathymetric data provide information for safe and efficient maritime navigation, as well as aiding the planning and construction of marine infrastructure projects. IHO Special Order surveys are achievable and routinely carried out all over the globe with PicoMB and Podlet.

Before and after images of dredging work in the Baltic. (Credit: K2sea/Czerwony Szkwał Maritime Works)
Similarly, in the ports, harbors and marinas sector, PicoMB multibeams play a vital role in bathymetric surveying for both hydrography and dredge support. Podlet with BlueBoat can access areas that larger vessels cannot, causing far less disruption to ongoing port/marina operations and enabling complete surveys to be carried out.
The agility of the system also lends itself to scour and accretion monitoring surveys, which look at spatial and temporal changes in bathymetry following the installation or removal of civil engineering works, such as dams, quay walls, flood defenses, tunnels, and bridges, as well as utilities surveying in aquatic areas, especially where depth, access, or flow rates limit the options for larger sonar systems and/or traditional crewed survey craft.
In the field of marine research, Picotech sonars play a crucial role in studying underwater ecosystems and mapping underwater topography and ecology. They have been used by the University of Southampton for the study of seagrass distribution and Newcastle University for the study of geomorphology in the Mekong Delta, to name just two examples.
In the skilled hands of surveyors, researchers, engineers, and explorers, Podlet unlocks the secrets of the underwater world in areas never before accessible, with unprecedented clarity and precision.
The Celtic Interconnector
A survey system comprising an MBES on a USV was deployed in April 2025 for the Celtic Interconnector cable, which will facilitate the transfer of 700 MW of electricity between Ireland and France, spanning a total distance of 575 km, with 500 km of the cable submerged underwater.
GreenC Marine was hired to handle the construction required to bring the cable ashore. The project involved creating a 95-m cofferdam, within which 4 m of material would be excavated. To ensure accurate dredging levels and maintain the required depths, Tower Software was brought on board to supply GreenC Marine with a survey system.
Tower Software selected Picotech’s Podlet, which integrates the PicoMB13P multibeam echosounder and a high-precision motion reference unit. This system was paired with the Blue Robotics BlueBoat, a compact, one-person-portable USV capable of operating autonomously for up to 6 hr. The Podlet proved ideal for the landfall site, where shallow waters and spatial constraints demanded a small yet powerful solution with sufficient range to meet the project’s unique needs.
The USV performed several key tasks, including confirming the cofferdam’s location, monitoring the dredge depths, and verifying the placement of concrete girders used to secure the pipes in place.

Baltic dredger with drone alongside, carrying PicoMB131. (Credit: K2sea/Czerwony Szkwał Maritime Works)
Dredging in the Baltic
The PicoMB can be a powerful tool in the dredging industry when properly integrated with a reliable USV. In this example, the USV mKurs 2.0 by K2sea in Poland was used for a dredging control survey in February 2025 to provide the dredger crew with information on the progress of the dredging process. The demanding task was performed at the entrance to a South Baltic harbor under significant time pressure.
The Polish dredging company Czerwony Szkwał Maritime Works tested the option of acquiring mid-dredge bathymetric data using the rapidly deployed USV. K2sea was able to provide an affordable solution by integrating the mKurs with the PicoMB131, positioned using SBG Ekinox Micro, along with water column parameters measured by AML Oceanographic sensors.

Groupe E’s marine drone carrying PicoMB131 is deployed to map the bottom of the body of water located upstream of a hydroelectric dam in Switzerland. (Credit: Maritech France and EscaDrone)
Managing Hydroelectric Infrastructure
Swiss company Groupe E is a utility active in the production, distribution, sales and trading of electricity, as well as energy-related services (telecommunications, district heating, public lighting), and it has acquired a French-made Bathydrone USV carrying a PicoMB130. The company uses the Picotech multibeam to measure the siltation level of some of Groupe E’s artificial lakes upstream of hydroelectric dams.
The stakes are high: Sediment deposited at the bottom of bodies of water reduces the volume of water available for electricity production and can compromise the safety of the structures. Previously, Groupe E carried out bathymetry operations using a motorboat.
“This new tool allows us to better document the state of our lakes and be more responsive,” said Project Manager Stéphane Dupont. “It can be deployed quickly, for example, to observe the consequences of a flood. We can also verify certain hypotheses.”
Sediment deposits risk causing dams worldwide to lose nearly a quarter of their storage capacity by 2050, according to a UN study published earlier this year. In Switzerland, dams have already lost approximately 23 percent of their initial capacity. By 2050, this loss could reach nearly 33 percent, according to the study, published in the journal Sustainability. Surveys carried out using PicoMB aboard Bathydrone enable successful dredging projects that lower sediment deposit risk.
Conclusion
The technologies developed by Picotech continue to drive new discoveries and insights in subsurface survey and inspection.
For more information about Picotech’s solutions, visit www.picotech-ltd.com or contact: sales@picotech-ltd.com.
Melanie Tibbs is a director of Picotech Ltd.
JP Cheminade is a director and hydrographic surveyor at Geodesea Ltd.
Florida Seafloor Mapping Initiative

The Fugro Brasilis, a purpose-built survey vessel collecting high-resolution bathymetry in deepwater areas, primarily south of the Florida Keys and off the southeastern coast for the Florida Seafloor Mapping Initiative.
By Richard Goosen • Dr. Cheryl Hapke
Florida’s extensive coastline, where the Gulf of Mexico meets the Atlantic, is a major economic driver. It contributes billions of dollars in revenue to the state each year through tourism, fishing, and maritime transportation. It also sustains three-quarters of the state’s population. This critical economic and population center faces increasing risks from intensifying storms and accelerated coastal erosion. Recognizing the profound impact of these changes to both lives and livelihoods, the state has implemented the Florida Seafloor Mapping Initiative (FSMI), a comprehensive program designed to enhance understanding of this complex coastal system.
Meeting Multiple User Needs
Administered by the Florida Department of Environmental Protection (DEP), the FSMI is a $100 million investment dedicated to providing high-resolution bathymetry data for Florida’s state coastal waters. It’s a project that directly supports a wide range of critical coastal adaptation and mitigation activities.
For storm preparedness, high-resolution bathymetry enhances the ability to predict floodwater heights and aids in identifying erosion-prone areas. In terms of infrastructure planning, these data help identify stable locations for new development while ensuring the avoidance of sensitive habitats. The mapping also bolsters environmental stewardship by pinpointing critical habitats for conservation, including coral reefs, oyster beds, seagrass meadows and mangroves, while also informing fisheries management for healthy marine ecosystems. For coastal tourism, the detailed bathymetry data allow for the identification of optimal recreational and navigation sites, ensuring these locations are both accessible and environmentally sustainable, thus safeguarding delicate coastal ecosystems. Furthermore, seafloor mapping data are essential to locating and assessing offshore sand resources for beach nourishment and the prediction of sediment transport.
Early Coordination Efforts
Serving multiple stakeholders and applications, the FSMI was informed by the efforts of the Florida Coastal Mapping Program (FCMaP), a coordinating body of federal and state agencies that are working to coordinate and facilitate the mapping of Florida’s coastal waters. Prior to FCMaP’s formation in 2017, seafloor mapping in Florida was conducted on an ad-hoc basis, primarily to support specific projects rather than broader, multi-stakeholder uses. To address this limitation, FCMaP advocated for a more comprehensive mapping approach, recommending seafloor mapping from the shoreline to the 200-m isobath, near the continental shelf break. To achieve this, they also recommended data collection standards: 1- to 3-m bathymetric models in shallow water (0 to 20 m) and a 10-m resolution in waters from 20- to 200-m water depth.
In 2019, FCMaP developed priorities through rigorous stakeholder engagement and an online digital interface where stakeholders allocated virtual currency to indicate their highest-priority mapping areas. (These priorities were further refined through formal consultation with federal, state, and academic agencies with a vested interest in coastal resilience and the marine economy for their highest mapping priorities.) Survey areas were generated from a heat map of these priorities minus any existing high-resolution data.
The FSMI Takes Shape
The FSMI encompasses a strategic, comprehensive “map once, use many times” approach. This ensures statewide data consistency and maximizes the value of collected information. The integrated survey design and standardized data acquisition protocols deliver a seamless, high-fidelity bathymetric data set that can be used at the local, regional, or statewide level for consistency in analysis and resource management. FDEP prioritized data collection using the foundation laid by FCMaP, augmented with further prioritization efforts statewide.
With funding secured for the program in 2022, DEP went about identifying available technologies and contractors capable of performing the work. To maximize efficiency and to address stakeholder priorities, the program was separated into two phases: an airborne lidar bathymetry (ALB) phase starting in 2023 to collect as much data as possible from the coastline to the 20-m (66-ft.) contour; and vessel-based sonar phase starting in 2024 to collect the remaining priority data, including areas where lidar proved ineffective due to turbidity, from 5 m (16 ft.) to the edge of the continental shelf at 200 m (660 ft.). Data collection will continue through 2025, with final mapping data scheduled for 2026. Working in concert with Florida’s Geographic Information Office, data will be made available to the public through a web portal, with data sharing to federal users, including the U.S. Geological Survey and NOAA.

Example of high-resolution bathymetry acquired by the Fugro Brasilis in the Florida Keys.
Fugro’s Role
Fugro has participated in both project phases and is contracted to perform 65 percent of the state’s required vessel-based surveying. Stretching approximately 1,350 mi., the coastal regions of Florida pose multiple mapping challenges. For instance, to map the continental shelf around the state from the coastline to a depth of 200 m (660 ft.) is a huge undertaking, especially on the west Florida shelf, considering the distances involved and the complexity of the environment. Here, the area of interest stretches from close inshore to over 100 nautical mi. offshore, all the way from the southern Gulf Coast down to the Florida Keys. On the East Coast, the shelf break can be as close as 3 nautical mi. from shore, but this proximity often means surveying directly into a 3- to 4-kt. current in the Gulf Stream. This can slow the vessel to a crawl when transiting to the Keys from the Cape Canaveral area, not to mention the many reefs and heavy recreational vessel traffic posing navigational hazards to survey vessels.
Fugro’s award of more than 40,000 sq. km of acoustic collection spans both coasts, requiring tailored mapping solutions that are efficient in vast shallow-water flats as well as steep continental drop-offs in all seasons. Given the scope of work and the relatively short time to achieve all data collection, upon contract award in 2024, Fugro immediately started sourcing, contracting, and then mobilizing three offshore vessels, capable of getting to and from the survey area at relatively high speed.
While normally used to resupply offshore installations and to perform crew transfers, the vessels were provided with research status by the U.S. Coast Guard following application for and proof that the vessels would be used exclusively for survey purposes for the duration of the project. All three of these craft were fitted with a proprietary hydrodynamic gondola mounted to a recoverable survey pole over the side of the vessel. Inside the gondola is a dual-head multibeam echosounder. Essentially two sonars fitted at an angle to each other to increase possible coverage, the dual-head technology allows for wide swath coverage in one pass. The vessels were calibrated over the same site to ensure that collected data would conform and meet project specifications.
To enhance efficiency in deepwater, Fugro also tasked one of its owned vessels to collect high-resolution data in deeper water, primarily south of the Keys and off the southeast coast of Florida. This hugely capable vessel, the Fugro Brasilis, can accurately map the seabed from a minimum of 10 m (33 ft.) to a maximum of 7,000 m (23,000 ft.) using a hull-mounted multibeam echosounder system. Fugro also tasked one of its smaller boats, the 32-ft. catamaran Pelagos, to collect data in depths less than 10 m (33 ft.). This vessel was also equipped with a dual-head multibeam echosounder to map the shallow-water region and reefs close to the operating areas of the bigger vessels.
Data from all program support vessels are transmitted via satellite to the cloud. There, a combination of automated processes and a dedicated team of data processing specialists compiles and analyzes it for coverage, quality, and completeness. This allows the team to provide near-real-time feedback to the vessels, shifting the traditional onboard processing role to shore-based personnel. Furthermore, all onboard systems can be controlled remotely, enabling a lean vessel-based team, enhancing data collection efficiency, and improving the safety profile of Fugro’s fieldwork.
These near-real-time data and coverage results are also uploaded to Fugro’s VirGeo cloud-based geodata engagement and delivery platform. Beyond internal project awareness and progress monitoring, VirGeo enables DEP to track the project using the same high-resolution portal. Notably, VirGeo was also successfully employed during the ALB phase, providing DEP with up-to-date information throughout the lidar data collection portion of the program.

Multibeam data over the USS Oriskany. Intentionally sunk in 2006 off Pensacola, Florida, this “Great Carrier Reef” is the world’s largest artificial reef, attracting marine life and divers.
Overcoming Mapping Challenges
The planned acoustic acquisition period, extending beyond a year, requires comprehensive preparation for the diverse weather conditions that Florida’s marine environment can present. The project’s commencement in the lead-up to winter was met with frequent frontal systems traversing the area, resulting in considerable weather-related operational delays. While the associated winds posed challenges for personnel, the quality of the collected data has consistently been high.
A key reason in the selection of the vessels was their ability to quickly relocate in response to developing weather systems. This capability is vital for ensuring the safety of personnel, assets and equipment while allowing operations to continue as effectively as possible. The vessels utilize a wide range of weather information sources, including the expertise of Fugro’s own meteorological forecasters, to make well-informed decisions, particularly in preparation for hurricane season.
Maintaining up-to-date knowledge of weather trends and forecasts is crucial for maximizing opportunities to acquire high-quality data. The three primary vessels are equipped with advanced wide-swath sonar systems, enabling them to gather 3D data from an area up to six times the depth of the water below the sonar.
Continuous progress is further supported by a Fugro-designed moving vessel profiling system. This innovative system allows for the collection of sound velocity profiles of the water column while the vessels continue to acquire multibeam data, eliminating the need to slow down or stop. This information about water characteristics is essential for accurately predicting how sound travels through the water, thereby ensuring the seabed depth and position data obtained by the sonar system are as precise as possible.
By early April 2025, despite the significant impact of winter weather, more than 40 percent of the planned data collection has been completed, and the rate of acquisition is increasing with the arrival of more favorable weather. Progress is being carefully tracked to ensure that all data can be delivered and accepted by early 2026. Additionally, the possibility of deploying further assets remains an option to assist DEP in ensuring a successful program that achieves all its goals for coverage, accuracy and timely completion.
A Blueprint for Coastal Resilience
The FSMI represents a strategic investment in the state’s future. By adopting a comprehensive and coordinated approach to large-scale baseline mapping of its coastal waters, government and industry stakeholders will have access to the information needed to enable effective storm preparedness, responsible infrastructure planning, robust environmental stewardship, sustainable coastal tourism, and informed sand resource management.
Fugro is proud to have a significant role in this initiative, bringing cutting-edge technology and extensive expertise to the FSMI. By working closely with the DEP and leveraging advanced survey vessels and innovative data processing techniques, the company is contributing valuable data toward a future where Florida’s coastal resources are healthy and abundant.
As final mapping data are published in 2027, Florida will possess an invaluable asset to guide its coastal management decisions for decades to come, ensuring the resilience and sustainability of its economically and ecologically significant shoreline.
References
For a full list of references, contact Cheryl Hapke at: c.hapke@fugro.com.
Richard Goosen is the operations manager for Fugro’s marine hydrography operations in the Americas.
Dr. Cheryl Hapke is Fugro’s technical leader for coastal resilience in the Americas.
Cruise Ship Converted to Floating Carbon Capture Research Lab

Ocean wildlife restoration company Positive Polar has ventured into combining cruise ship travel with marine carbon dioxide removal (mCDR) research, converting a cruise vessel into a floating research lab.
The company’s flagship vessel, called the Polar Angel, is a premium cruise ship that also serves as an ocean restoration hub and biotechnology laboratory.
Equipped with cutting-edge scientific facilities and a research lab, the ship also features interactive areas where cruise guests can participate in ongoing work as citizen scientists. Through this innovative creation, Positive Polar offers them a chance to experience scenic vistas while observing, participating in, and funding ocean biotechnologies onboard.
Inspired by the ocean’s “biological carbon pump,” Positive Polar has developed an environmental solution that mimics the positive environmental impact of whales.
As a marine species, whales play a vital role in supporting the continuous carbon processing cycle in oceans. By circulating nutrients in the ocean water, these giant mammals enable a feedstock for phytoplankton, the microscopic organisms that produce oxygen, keep the ocean water less acidic, and boost its CO2 intake capacity.
Positive Polar intends to use the revenue generated through its innovative cruises to channel funding towards proprietary technologies that help transform ship waste into tools that build up the ocean’s health.
The company will be able to host 200 guests onboard each cruise ship, expecting to have 5,000 passengers per ship annually. Through its novel cruise ship travel approach, Positive Polar is providing customers with a guilt-free sea travel experience that is focused on contributing towards a healthier climate.
Looking ahead, the company plans to scale its environmental impact by licensing its technology, hoping to generate hefty financial gains for its investors and power reinvestments into ocean restoration.
Recently, the company launched its first equity crowdfunding campaign, where interested parties can choose to support its solution and gain a part of the cruise line in exchange.
Kevin Lunday Nominated for Commandant of US Coast Guard
U.S. President Donald Trump has nominated Adm. Kevin Lunday to serve as the 28th commandant of the Coast Guard (USCG). Lunday will continue serving as acting commandant until confirmed by the U.S. Senate.
His previous assignments include vice commandant, Atlantic area commander, commander Fourteenth Coast Guard District and commander Coast Guard Cyber Command. A judge advocate and military judge, Lunday has served in a number of intelligence, legal, and operations assignments, including command afloat and ashore.
The 28th commandant will lead the Coast Guard through a historic period of change that will include the establishment of the first Coast Guard service secretary and the implementation of Force Design 2028 (FD28).
FD28 aims to: create a more agile, capable, responsive fighting force; implement contracting and acquisition reform; deploy cutting-edge technology; and enable relentless effectiveness and maximum return on investment.
Web Tool to Calculate Total Mooring System Energy
Samson Rope Technologies Inc. has launched a web tool designed to calculate total system energy in high-performance mooring systems—an essential step in preventing dangerous snap-back or recoil events.
Snap-back, the sudden and violent release of tension in a mooring line system, remains one of the most serious hazards in marine vessel and terminal operations. This new tool enables users to evaluate how energy is distributed and stored throughout a mooring system, supporting informed design decisions that prioritize crew safety.
Total system energy is the combined energy stored in all connected system components, taking into account material and deployed length for both the mainline and the mooring tail, and the lengths and materials of both of these. Safety solutions under consideration need to be thoroughly evaluated and tested for recoil protection, as many aren’t designed to account for total system energy.
Empire Wind Construction Resumes
Empire Offshore Wind LLC (Empire), a subsidiary of Equinor ASA, has been informed by the U.S. Department of the Interior’s Bureau of Ocean Energy Management (BOEM) that the stop work order has been lifted for the Empire Wind project, allowing construction activities to resume in the designated area of the U.S. Outer Continental shelf off the coast of New York.
The stop work order was issued in April 2025. It has been lifted following dialogue with regulators and federal, state, and city officials.
Equinor will perform an updated assessment of the project economics in the second quarter. Empire aims to be able to execute planned activities in the offshore installation window in 2025 and reach its planned commercial operation date in 2027.
Empire will engage with suppliers and regulatory bodies to reduce the impact of the stop work order.
The project is currently more than 30 percent complete.
Cellula Robotics to Expand Market Presence in Northern Europe
Cellula Robotics Ltd. has entered into a sales and representation agreement with Subsea Europe Services GmbH (SES) and its defense division, FLANQ. This partnership will expand the market presence of Cellula’s advanced AUV technologies across Northern Europe.
Under the agreement, SES will promote and represent Cellula’s full AUV portfolio—including the Envoy, Porter, and Guardian AUVs; the Subsea Warden hovering AUV for ship signature management; and the Subsea Sentinel system for passive acoustic monitoring—in both the commercial and scientific sectors. SES will focus on customers in academic research, offshore survey, and geophysical industries, while FLANQ will engage with defense, maritime security, and government clients.
This new partnership will support customers in Germany, Denmark, Norway, Sweden, Poland, Lithuania, Latvia, Estonia, and Finland, offering local expertise and direct access to Cellula’s underwater platforms and sensors.
Report: Maritime Electrification
Bureau Veritas Marine & Offshore (BV) has called for greater clarity regarding standardized safety regulations that will advance the development of maritime electrification technologies, following the publication of its new technology report, “Maritime Electrification: Maritime Battery Systems and Onshore Power Supply.”
The report explores how electrification technologies, specifically energy storage systems (ESS) and onshore power supply (OPS) solutions, can support maritime decarbonization strategies.
While OPS benefits from existing international standards, battery systems remain under-regulated, despite growing safety concerns. The risk of thermal runaway incidents within lithium-ion (Li-ion) battery technology poses a serious challenge to crew members. Thermal runaway, a rapid, uncontrollable increase in battery temperature can lead to fires that are difficult to extinguish and poses a significant hazard to crew welfare. Despite the increasing deployment of ESS across the global fleet, current safety guidance remains fragmented and largely nonmandatory.
Battery adoption is accelerating, with more than 1,000 battery-powered ships in service globally. Meanwhile, OPS systems are already supported by EU regulation, with FuelEU Maritime establishing the mandatory use of OPS systems for container and passenger ships docked at EU ports from 2030, followed by all EU ports with OPS facilities from 2035.
The new BV report follows the International Maritime Organization’s decision in April 2025 to set ambitious emissions reduction targets through 2040. However, current projections indicate the 2030 goals may not be met, prompting renewed focus on all viable low-emission technologies, including electrification. Comprehensive, enforceable international standards are needed to ensure the safe deployment of Li-ion technologies at scale and pace.
Today: NAMEPA Safety at Sea Seminar, ABS DC
The North American Marine Environment Protection Association (NAMEPA) will host the annual Safety at Sea Seminar and the U.S. Coast Guard’s (USCG) Automated Mutual Assistance Vessel Rescue (AMVER) Awards today, May 22, at the headquarters of the American Bureau of Shipping (ABS) in Washington, D.C., during National Maritime Week.
This seminar is open to all members of the maritime community and stakeholders interested in shaping a safer, more resilient future for global shipping.
This highly anticipated event brings together maritime industry leaders, government officials, and subject matter experts to explore critical topics in maritime safety and seafarer well-being while also recognizing outstanding contributions to safety at sea through the AMVER Awards.
The seminar will open with welcome remarks from David Walker, vice president of global government services at ABS. Joe Hughes, chairman of NAMEPA, will then provide a strategic overview of the seminar and share his perspectives on maritime risk management in today’s complex operating environment.
Delivering the opening keynote address on the “U.S. Coast Guard and Safety” will be Capt. Rob Compher, director of USCG inspections and compliance.
He will be followed by Joan Bondareff, senior counsel at Blank Rome who is an expert on maritime policy. Her address, “A Maritime Renaissance from the View of Congress and the White House,” will offer valuable insights into federal maritime initiatives and the regulatory landscape impacting the sector.
The first panel discussion is titled: “Keeping Shipping Safe and Secure.”
Following a networking coffee/tea break, the seminar will reconvene for the second panel: “Keeping Our Mariners Safe and Secure.”
The day will conclude with the AMVER Awards ceremony, honoring vessels and their crews who have voluntarily participated in the U.S. Coast Guard’s global ship reporting system that supports search and rescue efforts worldwide.

