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USC researchers develop plastic substitute from mineral found in seashells

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According to UNESCO, plastic waste makes up 80% of all marine pollution, with 8-10 million metric tons of plastic making its way into our oceans each year. 

USC Viterbi researchers have discovered a mineral commonly found in seashells could be the key to a safer plastic alternative — one that could someday put an end to the upsetting imagery of marine life tangled in soda can packaging rings and plastic bags.

The research is led by Eun Ji Chung, the Dr. Karl Jacob Jr. and Karl Jacob III Early-Career Chair at USC Viterbi School of Engineering and a leading expert in engineered nanoparticles for clinical applications. Developing a substitute for plastic may seem like an unexpected research pivot for her. However, Chung has a background in biomaterials, and her lab recently developed a new biocompatible plastic alternative by adding calcium carbonate from seashells into poly (1,8-octanediol-co-citrate) (POC), an FDA-approved biodegradable material used in orthopedic fixation devices. The Chung Lab research was published in MRS Communications.

During the pandemic, Chung said she became acutely aware of the excess waste she saw from disposable masks and gloves and our increasing reliance on single-use plastics. She began to consider possible replacements.

“I started thinking about how, even in our lab, everything is single-use plastic because everything has to be sterile. Nothing can be contaminated. It all just started to feel very overwhelming for me personally,” Chung said.

Chung began to revisit work she had done as a graduate research student, where she worked on a biodegradable polymer made of citric acid, which is found in oranges. The research from this work was geared towards creating polymers for biomedical applications for sutures and tendon fixation devices.

“In graduate school, we added hydroxyapatite, which are these calcium particles that are in your bone, and I fabricated them together, and they are now biodegradable materials that are already. FDA approved.”

“I started thinking that seashells have calcium, too. That’s why they’re stiff like bone. But they have a different kind of calcium particle. So, I basically adapted what I did and replicated it to be more suitable for an alternative plastic material.”

Chung said the citric acid polymer’s texture is sticky, like a gum. When the calcium particles are added and it is heated and cured in an oven, it forms a plastic-like material. The resulting material, POC-CC, was developed into a prototype and cut into the formation of soda can beverage holder rings that were robust enough to hold cans.

The team hypothesized that the POC-CC material would be a biocompatible plastic substitute that could degrade in marine environments while maintaining sufficient strength for industrial applications.

To test this, POC-CC was synthesized with varying concentrations of calcium carbonate. Over six months, they observed various factors including the weight degradation rate in ocean water and the effect the material had on the pH of the water after long-term incubation.

“Our results show the degradation rate increases with increased POC content, and the addition of CC maintains the pH of ocean water,” Chung said.

Another benefit of the material is its biocompatibility — it doesn’t cause harm to marine life in the way that introduced microplastics do. The research team incubated a type of green algae (Scenedesmus sp.) alongside the POC-CC material, housing them in simulated ocean water for six months. The team noted high cell viability, confirming the fact that the POC-CC plastic substitute was biocompatible with marine microorganisms.

Chung and her team are now planning an improved second-generation version of the material to help it degrade faster.

Chung added that the material had many potential applications, such as in the production of biodegradable straws that were stronger than bamboo or paper straws and safer than reusable metal ones.

The Chung Lab research was supported by a USC Sea Grant, a federal-state-university partnership that aims to solve issues arising from managing people and natural resources in an intensely urban and developed coastline.

China has developed an underwater drone boat Blue Whale

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This 11-meter-long drone, with a displacement of 12 tons, is capable of reaching speeds of up to 40 knots on the surface and remaining undetected at depth for an extended period.

While in the underwater position, it can remain motionless for more than a month, similar to a stealthy nuclear submarine.

The Blue Whale can reach a surface speed of up to 36 knots (66 km/h) and an underwater speed of up to 4 knots (7.5 km/h).

It is primarily intended for civilian use and is expected to make a significant contribution to ocean research.

The vessel can sail hundreds of kilometers without refueling and dive to a depth of 60 meters to hide from storms, and while passing through the storm area, it is able to collect data.

The artificial intelligence decision-making system uses deep learning algorithms to increase the efficiency of work in difficult conditions.

Special coatings help reduce the noise level during the vessel’s operation to the ambient ocean level, allowing for more accurate hydroacoustic monitoring for scientific research.

The drone is equipped with an intelligent monitoring network that includes water quality sensors, underwater cameras, and bioacoustic detectors, enabling real-time monitoring of the ocean’s situation.

The Blue Whale’s versatile design allows it to carry more than 20 types of payloads, including equipment for meteorological research, underwater mapping, photography, water sampling, and inspections of submarine cables and pipelines.

Large underwater unmanned technologies are not a new development. Recently, a large underwater technology demonstrator was launched in the UK.

Source: Militarnyi

Bollinger Shipyards to commence full production on U.S. Coast Guard Polar Security Cutter

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This milestone builds upon Bollinger’s recent award of a $951.6 million Fixed-Price-Incentive-Firm Target (FPIF) contract modification, advancing the Detail Design and Construction phase of the PSC Program. The decision significantly enhances America’s strategic maritime capabilities, especially in the increasingly competitive Arctic regions.

“Today’s announcement is a historic achievement not only for Bollinger Shipyards but also for American shipbuilding,” said Ben Bordelon, President and CEO of Bollinger Shipyards. “Securing the green light for full production underscores the confidence the U.S. Government places in Bollinger to deliver the nation’s first heavy polar icebreaker in nearly fifty years. Our team at Bollinger Mississippi Shipbuilding has worked tirelessly to put the PSC program on a solid path forward, ensuring this vital national security asset will be built by American hands.”

The PSC program has already significantly contributed to regional economic growth and job creation. Since acquiring Singaporean-owned VT Halter in November 2022, Bollinger has invested over $76 million into its Mississippi facilities and increased its Mississippi workforce by over 61%. Production roles at Bollinger Mississippi Shipbuilding alone have risen by more than 178%, driven in part by Bollinger’s industry-leading Bootcamp workforce development programs.

“Our investment in developing the next generation of skilled American workers not only strengthens our competitive edge in the shipbuilding industry but also underscores our commitment to fostering economic growth and American innovation,” added Bordelon. “We are committed to providing high-quality careers that positively impact the families and communities we support across America.”

The Polar Security Cutter will substantially enhance U.S. operational capability in polar regions, critical for safeguarding national security, economic stability, and maritime interests. Completion of the first PSC is anticipated by May 2030, marking a new chapter in American maritime dominance.

CLdN launches new Zeebrugge-Cork-Dublin container shipping service

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CLdN announces the launch of a new weekly service between Zeebrugge and Ireland. CLdN has chartered an 800 TEU lift-on / lift-off (LoLo) cargo vessel (M/V JSP Rover) that will ship container cargo between its Albert II terminal in Zeebrugge and Cork / Dublin.

The introduction of the new LoLo service will also enable a further optimization of CLdN’s roll-on / roll-off (RoRo) fleet deployment, thereby increasing customer options on the routes between Zeebrugge and Ireland. The addition of a LoLo service at the Port of Cork marks a strategic expansion of CLdN’s offering for customers through this important access point to and from the Republic of Ireland.  

The new service responds to continuing growth in customer demand to move freight between mainland Europe and Ireland. It builds on the successful combination of LoLo and RoRo services being offered from CLdN’s Rotterdam terminals since last year, and is part of CLdN’s broader LoLo strategy that includes the construction of new-build container vessels for delivery as from January 2027. The additional LoLo sailing complements the four RoRo sailings each week from Zeebrugge to Ireland (two to Cork and two to Dublin). It brings to 14 the number of weekly return sailings between Ireland and CLdN’s main continental hubs of Rotterdam and Zeebrugge. The new service will start on Saturday 10th May.   

CLdN has grown its presence on the Irish trades significantly since the inception of its first cargo service to Ireland in 1999, with the most recent expansion being announced in August last year with the addition of new services between its Rotterdam Distriport terminal and Dublin. Today, CLdN ships in excess of 500,000 cargo units a year to / from the Republic of Ireland, making it the largest mover of ferry freight between Ireland and mainland Europe / Great Britain.

Russia claims Ukrainian naval drones now armed with guided missiles

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Footage of the incident, allegedly filmed by a Russian reconnaissance drone during the overnight hours of May 1–2, 2025, was released by Russian military-linked channels.

The video appears to show a naval drone launching a missile before making a U-turn on the opposite course.

While previous reports confirmed the use of unguided thermobaric rockets, specifically RPV-16s, mounted on Sea Baby drones, the latest footage suggests a more advanced system.

Ukrainian drones have also been observed with R-73 infrared-guided air-to-air missiles adapted for ground and surface targets. A Magura drone was previously shown with an inclined launcher designed for such missiles.

However, the missile trajectory in the new video differs from the known profiles of these weapons. Observers noted in-flight course correction, consistent with the characteristics of guided systems. The poor video quality prevents positive identification, but analysts suggest it could be a type of anti-tank guided missile adapted for naval use and integrated into the drone.

The footage also shows a second Ukrainian USV deploying a small drone, likely an FPV loitering munition, presumably for battle damage assessment or a follow-up strike.

Ukraine’s uncrewed naval systems have evolved significantly since their early use as kamikaze boats. They have been documented carrying naval mines, machine guns, unguided rockets, surface-to-air missiles, torpedoes, and loitering munitions.

These expanded payloads enable broader mission profiles — coastal strike, convoy protection, maritime patrol, and counter-drone or sabotage operations. Some USVs now carry drones onboard, creating a multi-domain capability from a single platform.

The UK is also developing naval drones dubbed Wasp and Snapper to support Ukraine’s maritime defense. The design specifications reportedly include missile payloads with 80 kg high-explosive fragmentation warheads and ranges between 30 and 100 kilometers.

The pocurement of the new systems was scheduled to begin in Q1 2025, with full-scale trials expected in late 2025 or early 2026.

Source: Militarnyi

Scottish Government agrees to open the way for offshore fish farms

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The Scottish Government will change the law later this year to enable fish farmers to apply for developments between three and 12 miles from the shore, it has announced.

In 2007 the definition of “development” in the Town and Country Planning (Scotland) Act 1997 was amended to include fish and shellfish farming out to 12 nautical miles. But another planning rule only designated Scotland’s marine planning zones out to three nautical miles. This means that there is currently no designated planning authority to which a developer may submit an application for a farm located between 3-12 nautical miles.

The Scottish Government published a consultation on extending marine planning zones on its website on September 18, 2024 and closed the consultation on December 11. There were 53 responses from individuals and organisations, and 40 of those agreed with the extensions.

One of the respondents that disagreed was the Scottish Association for Marine Science (SAMS), which said some local authorities lack sufficient resources to deal adequately with either with operational planning (permission for single sites) or strategic planning (e.g. allocating zones for aquaculture) in offshore waters.

SAMS suggested that a joint Regional Marine Planning Partnership (RMPP) should be established for the waters of the West Coast and Western Isles to define zoning plans for aquaculture, with the RMPP including a role for local authorities, key stakeholders and potentially local academic researchers. It also suggested that funding the extra work of local authorities could be achieved through drawing on Crown Estate Scotland’s fish farm lease income or through a production tax on farms.

Trade body Salmon Scotland also said that local authority marine planners are under resourced and noted the opportunity to develop a more streamlined system between 3 and 12 nautical miles, reducing the number of separate regulatory bodies involved in aquaculture consenting.

Salmon producer Scottish Sea Farms, which neither agreed nor disagreed with the proposal to extend marine planning zones, stated that there was opportunity to consider different approaches to fish farm consenting processes, such as removing fish farming from the planning system, introducing sectoral planning for fish farming, having planning applications determined by Scottish Government and investigating the implementation of a new Aquaculture Act.

The Scottish Government, however, has decided to stick with its original plans, which will keep planning permission in the hands of local authorities.

“Scottish ministers’ view is that the extension of marine planning zones and maintaining the role of local authorities is the most effective solution to closing the existing regulatory gap within the context of the existing regulatory framework, and in line with the Verity House Agreement (between local authorities and the Scottish Government) whilst ensuring a consenting system that will maintain high regulatory standards,” the government says on its website.

But it adds: “Scottish ministers do not rule out considering alternative options further in the future.”

Source: fishfarmingexpert

Wärtsilä expands methane slip reduction capabilities by introducing NextDF technology for third engine

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Technology group Wärtsilä has introduced its NextDF technology for a third engine, the Wärtsilä 46TS-DF dual-fuel engine. While operating on liquefied natural gas (LNG), the Wärtsilä 46TS-DF engine with NextDF feature reduces methane emissions to less than 1.4 percent of fuel use across all load points, achieving as low as 1.1 percent in a wide load range. 

This is nearly three times lower than the default methane slip factor of 3.1 percent, specified in the FuelEU Maritime and IMO Lifecycle Guidelines for Otto-cycle four-stroke dual-fuel engines. Through improvements made to the combustion control, and through optimising engine performance, the new feature also minimises nitrogen oxide (NOx) and CO2 emissions.

LNG is an important transition fuel as the marine industry strives to reduce its carbon footprint. However, the main component of LNG is methane and when burned as a fuel, a small amount may not combust properly, leading to methane escaping into the atmosphere. Across the shipping industry, the use of LNG and cutting methane emissions is one of the most effective ways to decrease overall greenhouse gas (GHG) emissions from engines over the next decade, complementing other efforts to reduce CO2 emissions.

“NextDF technology reduces the environmental impact of vessels that use LNG as fuel, without compromising on performance or operational stability. Importantly, this makes it easier for ship owners to comply with increasingly stringent decarbonisation targets and legislation,” comments Stefan Nysjö, Vice President of Power Supply, Wärtsilä Marine.

Launched in 2022, the Wärtsilä 46TS-DF engine has a two-stage turbocharging to deliver high levels of efficiency and power density across a wide operational range for vessels in all segments of the industry. This level of efficiency reduces fuel consumption and lowers emissions, while being easily retrofittable for sustainable fuels as they become widely available. By applying the NextDF feature, the engine will have the lowest methane emissions and GHG emissions in the 1MW+/cylinder power range.

The Wärtsilä 46TS-DF with NextDF feature was developed as part of the EU co-funded GREEN RAY project*. The initial installation of the Wärtsilä 46TS-DF engine with NextDF feature will be onboard the cruise ship, MSC World Asia, being built by Chantiers de l’Atlantique (CdA) in Saint-Nazaire, France for the Geneva-based cruise operator MSC Cruises.

Nysjö continues: “Owners and operators increasingly need engines with higher efficiency, lower emissions, increased fuel flexibility and lower operating costs. The Wärtsilä 46TS-DF engine already meets these needs, representing a flexible, future-proof solution that can be upgraded in response to sustainable fuel availability. By making our NextDF technology available for the Wärtsilä 46TS-DF engine we enable operators to go even further in lowering GHG emissions and harmful local pollutants.”  

The Wärtsilä 46TS-DF engine is the third Wärtsilä dual-fuel engine to be made available with NextDF technology. In 2023 and 2024, Wärtsilä introduced the new technology for its Wärtsilä 31DF and Wärtsilä 25DF engines.  

Water salinity cuts the risk of harmful bacteria riding on microplastics from freshwater to the sea

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Microplastics are a growing global concern, with much research looking at their transport in the environment and potential effects on ecosystems and human health. One aspect of plastic waste which may have health implications is the presence of biofilms – a layer of microorganisms which collect on their surface. When plastics end up in water bodies they can be transported over large distances, taking their ‘plastisphere’ community of microbes with them.  

Despite such concerns, there remain research gaps around how this microbial community changes with environmental stressors, as it moves through freshwater to the sea, and the extent to which pathogens potentially harmful to human and animal health are harboured on water-borne plastic.  

French researchers embarked on a seven-month mission on a boat traversing nine major European rivers, including the Seine and the Rhine, from the sea to a point upstream of the first heavily populated city on each river. They sampled water at four or five points along a salinity gradient on the rivers, then sub-sampled to analyse nutrients, particulate matter and bacterial diversity. They also collected microplastics using a special mesh trawl, analysing these to identify the species present in the plastisphere, their virulence and ability to form biofilms.  

To explore the bacterial colonisation of microplastics in the same waters, a month prior to the arrival of the boat, a land-based group placed pristine polyethylene, polyoxymethylene and nylon mesh in secured cylindrical cage structures, which the scientists on the boat then collected a month later.  

The team extracted all microplastics in the study using alcohol and flame-sterilised forceps before immediately freezing them in liquid nitrogen until DNA extraction, to avoid the risk of contamination. They carried out DNA sequencing of all the bacteria sampled and used an infrared spectrometer to analyse the composition of the sorted microplastics they recovered. They looked at bacterial communities in each river separately, paying particular attention to the colonisation of potentially harmful species such as those that may cause toxic algal blooms, illness in humans, and fungi.  

From their analyses, the scientists found that bacterial communities on microplastics were highly distinct when compared to free-living bacteria and those attached to organic particles in surrounding waters.  

Crucially, their data also uncovered distinct communities on microplastics in freshwater and the sea, with estuaries differing from both. Marine microplastics harboured significantly lower richness, evenness and diversity in their bacterial communities than those from rivers. They identified the potential pathogen genera Aeromonas, Acidovorax, Arcobacter and Prevotella in freshwater samples, but not in the sea; while Vibrio1 was the dominant pathogen in the sea. They found no pathogen transfer between the two.  

This evidence highlighted what the scientists described as a “strong selective pressure exerted between freshwater and marine environments,” representing a limit to the dispersal of microorganisms from freshwaters to the sea as part of the plastisphere.  

The potential risks of bacteria travelling on microplastics was underlined by the team recording the pathogen Shewanella putrefaciens on microplastics for the first time, exclusively in river water. Although rare, S. putrefaciens can infect humans, causing intestinal, skin and soft tissue disease. However, the salinity barrier identified in the study suggests that the chance of such pathogens travelling from rivers to the sea is low.  

The approaches used in the study recovered microplastics which would be typically expected in the watercourses, with polyethylene the dominant component, accounting for 45% of what was found and polypropylene the second most recovered, at 12%. The researchers found the chemical composition of polymers did not significantly affect the plastisphere community, although previous work has suggested a link2. The researchers suggesed this may be due to those studies looking at long-term colonisation, rather than sampling directly from the environment.  

Bureau Veritas joins NavHyS Project to advance liquid hydrogen innovation in shipping

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Bureau Veritas Marine & Offshore (BV) announces its participation in NavHyS, a new European research project dedicated to advancing the use of liquid hydrogen (LH₂) in maritime applications.

Working closely with ArianeGroup, BV has played a key role in developing the project proposal and consortium structure and contributed its expertise in safety, rule development, and classification to support innovation in hydrogen-fuelled vessels. In particular, NavHyS focuses on one of the most technically ambitious aspects of hydrogen deployment at sea: the use of below-deck Type C LH₂ tanks as marine fuel for service operation vessels (SOVs).

As part of this effort, BV will deliver three Approvals in Principle (AiPs) through its Design Assessment activities, covering the liquid hydrogen storage system, fuel system, and their integration into an SOV. In addition to classification and AiPs, BV will further lead safety research and rule development specific to liquid hydrogen in maritime environments. The project will also examine shore-based hydrogen supply solutions and the lifecycle of hydrogen-fuelled vessels.

NavHyS officially launched in January 2025, and will run for 36 months, with an EU contribution of €5 million. The project is expected to reach Technology Readiness Level (TRL) 8-9 by 2030, enabling scalable, real-world deployment by 2035-2040.

By combining maritime design with the space sector’s experience in cryogenic storage, NavHyS aims to deliver a breakthrough concept for SOVs supporting offshore wind farms. The design envisions storage tanks of 200-300 m³, capable of carrying 12-18 tonnes of liquid hydrogen, bunkered at 10 tonH2/hour, and providing up to 10 days of autonomous operation.

NavHyS is coordinated by ArianeGroup, bringing together leading organizations and LH₂ experts including ENGIE, Gas and Heat, INERIS, RISE (Swedish Research Institute), and Vard.

Matthieu de Tugny, President of Bureau Veritas Marine & Offshore, said: “BV is proud to support the NavHyS project and contribute to overcoming the technical and safety challenges linked to liquid hydrogen deployment in shipping. Our involvement in this innovative consortium reflects our commitment to supporting advanced technologies that accelerate maritime decarbonization, helping to shape a safe, scalable future for hydrogen-powered vessels.”

Nicolas Hardouin, Program Manager at ArianeGroup, said: “The design of the liquid hydrogen fuel system, relying on our heritage of space system architectures and technologies, and its below-deck integration in the ship, represent a disruptive innovation in comparison with previous maritime projects and design guidelines.”

Kongsberg selects Corvus Energy battery systems for Matson’s LNG-powered containerships

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Matson Navigation Company’s three new 3600 TEU Aloha Class containerships, the largest container ships built in the United States, will use Kongsberg Maritime Hybrid Electrical Systems that incorporate Corvus Energy Orca ESS.

Corvus Energy has been selected by Kongsberg Maritime to supply marine Energy Storage Systems (ESS) for Maston Navigation Company’s new LNG-powered Aloha Class containerships designed by KOMAC. 

With a carrying capacity of 3,600 TEU, the 260-metre (854-foot) Matson Aloha Class vessels are the largest container ships built in the United States. Matson is expanding its fleet of two Aloha Class vessels with the addition of three, new Jones Act-compliant container ships. 

The vessels will feature a next-generation, LNG-ready design that is optimized for energy efficiency and emissions reduction. Equipped with “green ship technology” and dual fuel engines, the ships will be able to operate using either conventional marine fuels or liquefied natural gas (LNG). 

Due to the vessels’ large-scale size and energy-saving capacity, Matson’s expansion of their Aloha Class fleet represents an important advancement towards more sustainable shipping.

The new LNG-powered container ships play a key role in Matson’s emissions reduction strategy. The Company set corporate goals to achieve a 40 percent reduction in Scope 1 greenhouse gas (GHG) fleet emissions by 2030 and net-zero Scope 1 GHG emissions by 2050. (Source)

Fundamental to the vessels’ energy-efficient design, Kongsberg Maritime will supply a range of integrated technologies designed to optimise energy use and reduce emissions. Notably, each of the three new container ships will be equipped with a Kongsberg Maritime Hybrid Electrical System packaged solution that includes a Corvus Energy ESS. 

According to Kongsberg Maritime, “Matson Navigation Company, through their investment in three new LNG-powered container ships, is making a clear commitment to decarbonise its operations. We are delighted to be supporting their environmental goals through the supply of a range of green ship technologies, like our hybrid shaft generator system. That, together with the batteries supplied by Corvus Energy, will optimise energy usage and reduce emissions,” said Lasse Brynsrud, Senior Sales Manager Marine Transportation in Kongsberg Maritime.

Each vessel will be outfitted with a 1492 kWh Corvus Orca system. The Corvus Orca ESS is the most installed marine battery system worldwide, used onboard more than 700 maritime vessels around the world. 

According to Tor-Gunnar Hovig, SVP Sales Americas for Corvus Energy, “Corvus is pleased to have been selected by Kongsberg Maritime to supply energy storage for the Matson Navigation Company Aloha Class Containerships, which will help to reduce emissions generated by the largest container ships built in the United States.”

Within the shipping sector, Corvus Energy ESS power hybrid merchant, cargo, bulk carrier, tanker and containership vessels operating around the world. Hovig explains, “while vessel electrification is more common for near shore applications, such as ferries and tugs, the use of battery systems within the shipping sector is also increasing, particularly due to advances in ESS technology and escalating focus on emissions reduction. This project with Matson is one example of trends we’re seeing towards hybridization in the shipping sector.”

Construction is underway at Philly Shipyard for the first of the three new container ships, with vessels scheduled for delivery to Matson in 2026 and 2027. 

The new ships are being built to provide additional capacity and speed benefitting Matson’s Hawaii and China-Long Beach Express (CLX) service routes.

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