Tuesday, October 27, 2026

Oil spills wreak havoc on the bottom of the ocean, even a decade later


Photo: Getty Images

From Wired by Bob Berwyn
THIS STORY ORIGINALLY appeared on Inside Climate News and is part of the Climate Desk collaboration.

While oil is known to float, new research finds that over time it can permeate even extremely deep marine habitats, with animal populations declining by as much as 80 percent.


ACROSS HUNDREDS OF miles of the northern Gulf of Mexico, a deepwater ecosystemcollapsed after the massive 2011 Deepwater Horizon oil and gas spill, and recovery is uncertain, new research concludes.

The study, published Monday in the Proceedings of the National Academy of Sciences, found that animal populations—including octopus, krill, squid, and shrimp—declined by 60 to 85 percent in the three and a half years after the spill, with few signs of recovery since.
Krill and lanternfish, both foundational species in the Gulf’s food web, were among the hardest hit.
The findings also suggest that the die-off is causing genetic bottlenecks that could further hinder ecosystem recovery.

The researchers identified it as the “fastest and most severe faunal decline reported for Earth’s largest ecosystem type” ever documented.
The widespread die-off of marine organisms may also reduce the ocean’s ability to transport carbon dioxide from the atmosphere to the deep sea.
After ruling out other factors, such as water temperature and oxygen levels, the researchers identified the Deepwater Horizon blowout as “the most parsimonious explanation” for the ecosystem’s collapse.

Comprehensive natural resource damage assessments and restoration efforts involving federal, state, and tribal trustees are ongoing.
In 2016, BP agreed to a $20.8 billion settlement, including up to $8.8 billion for environmental restoration.

The 4.9 million barrels of oil that spewed out of BP’s Deepwater Horizon drilling operation after the rig exploded in 2011 spread widely through the Gulf of Mexico, and a new study documents the damage and limited recovery to species in remote deep-water habitats.
Credit: NOAA
 
Remote ocean depths and habitats miles below the surface may seem buffered from the impacts of human activity, the authors wrote, but their findings suggest an industrial disaster pushed part of it into a diminished state with “limited resilience to facilitate recovery.” They said their findings also show that proposed industrial deep-sea mining could damage the ecosystem before baseline conditions are assessed.

A transoceanic drilling rig, operating for BP about 50 miles southeast of the Mississippi Delta, exploded on April 20, 2010.
The explosion and fire killed 11 people and triggered the largest accidental marine oil spill in history.

Oil and gas spewed uncontrollably from the broken well nearly a mile deep for 87 days, ejecting 4.9 million barrels of oil at a rate of about 400 tanker trucks per day, enough to fill up 1.2 million cars.
The spill also released about 7.7 billion cubic feet of fossil gas into the deep sea at a rate of 88 million cubic feet per day, enough to supply about 820,000 US homes.
State and federal agencies, including the Environmental Protection Agency, also authorized BP to apply 1.84 million gallons of chemical dispersants to try to reduce the impacts.

Some of the oil and gas dissipated and was transported out of the deep Gulf of Mexico region.
Some coated barrier islands and devastated coastal wetlands and shellfish habitat, and some settled onto the ocean floor, where currents can stir it back into the water.
But enough hydrocarbon and chemical-dispersant remnants stayed suspended long enough to do almost immeasurable harm.

A series of studies since the spill have shown a wide range of toxic effects on marine organisms, from impaired development and reproduction to increased mortality and lasting health problems in dolphins and whales.
The new paper suggests that lingering pollutants may interfere with some species’ ability to find mates in the dark by disrupting their highly developed sense of smell.

The impacts continue to ripple through the ecosystem, said lead author Tracey Sutton, a professor of marine and environmental sciences at Nova Southeastern University in Florida.
A 2024 study found an 80 percent decline in deep-diving toothed whales, he said.

“We used to have a big resident population of sperm whales right off the Mississippi River, but we haven’t seen a sperm whale in 10 years,” he said.
Large predators need big, occasional dense patches of prey, and those have disappeared, he added.

Scientists have developed accurate ways to count fish.
For this study, they started with a baseline from nine months of sampling in 2011 and compared it with nine subsequent surveys between 2015 and 2023.
The researchers sampled deep-pelagic habitat along a large grid around the spill site from about 650 feet below the surface to about a mile down.
The deep-pelagic zone accounts for about 90 percent of the Gulf’s total volume.

Across a grid of stations, scientists on slippery decks lowered and hoisted nets that open and close at different depths, with experts from different species groups to identify the catch.
They sampled around noon and midnight to account for species that migrate vertically each day.
Ship-mounted scientific echosounders provided an independent check, measuring sound reflected by marine life in the water column.

The research is “comprehensive and carefully composed,” marine biologist Bruce Robison, a senior scientist at the Monterey Bay Aquarium Research Institute, said via email.
“There is no other study that I know of with such an incredible number of net samples,” added Robison, who did not participate in the new study.

The research focuses on species that are not commercially fished and shows for the first time that human impacts can deplete marine life even in very deep ocean water, he said.

“It is important for the public to understand just how disastrous this oil spill was,” Robison said.
“The Gulf has not recovered, and it’s been over 15 years.”
Robison said other activities, such as deep-sea mining, could also have severe negative consequences for deepwater pelagic ecosystems by discharging wastewater containing metals or lubricants.

Three lines of evidence—net hauls, acoustic surveys, and genetic sampling—corroborate each other, which is “unusually strong evidence to support his conclusions,” said Jeffrey Drazen, a marine ecologist at the University of Hawaii at Manoa, who did not participate in the new study.

The study examines all possible causes of the decline and shows only one aligns with the scientific evidence, he said.

“Through logical elimination,” he said, “and without actually pointing a finger, they leave no doubt that the oil spill is the cause of the decline.”

Monday, October 26, 2026

Germany launches cleanup to remove dumped munitions from WWI and WWII

Munitions on the seabed just off Lubeck, Germany (GEOMAR)

From The Maritime Executive

Germany has embarked on an immediate project to recover tons of munitions that were scattered on the floor of the North and Baltic seas at the end of World Wars I and II.
The discarded bombs and shells are becoming a threat to the marine environment due to the release of toxic chemicals.

More than 1.5 million tons of ordnance were intentionally dumped in German waters at the end of WWII, with around 300,000 tons of unexploded ordnance lying in the German Baltic Sea and the rest in the German North Sea.

A study by the GEOMAR Helmholtz Centre for Ocean Research Kiel last year found that the ordnance was increasingly becoming a risk to the marine environment owing to corrosion and the release of toxic chemicals.
Ammunition-related chemicals were detected in water samples collected from the Baltic Sea, with concentrations in some samples approaching critical toxicological thresholds.
(The concentrations in most samples were well below all relevant limits for health and safety, including drinking water limits.)

As corrosion progresses, contamination is expected to increase, raising the risk to the environment.
The threat is exacerbated by rising temperatures and increased storm activity due to climate change, which further accelerate the release of chemicals.

Following a push for the dumped ordnance to be classified as “historical contaminants of emerging concern,” the German federal government has launched a project to remove the munitions.
As an immediate task, the government has contracted for the construction and operation of a platform that will be used to remove dumped ordnance.

As part of the project, the research vessel Heincke has also been deployed on a two-week expedition to visit several dumping sites in the German Bight to map hidden munitions under the sand and prepare a pilot recovery operation.
The research team aboard the 55-meter vessel, which is operated by the Alfred Wegener Institute (AWI), will also investigate how chemicals released by the munitions are affecting marine life by sampling water and sediments around wrecks lying on the seabed, most of which have been mapped and documented.

During the expedition, the team intends to survey the wreck of SMS Mainz, a German World War I light cruiser that sank in the North Sea in August 1914 during the Battle of Heligoland Bight and is among the wrecks that have already been the subject of research.
The team will also visit the wreck of the battle cruiser Blücher.
For both wrecks, the researchers will analyze their condition, and specifically the threat their munitions pose to the marine environment.

“After over 100 years on the sea floor, there is a heightened risk that the wrecks will collapse.
That is why it’s important to monitor their condition.
In addition, with increasing corrosion, toxic and carcinogenic explosives are released from the remaining munitions.
These pollutants pose a threat to marine life, food safety and human health,” said Matthias Brenner, leader of the REMARCO project.
 
Links :

Sunday, October 25, 2026

The impressive mathematics behind the system that enables ships to anchor

Saturday, October 24, 2026

Storm Austen captured from space


Le Four Lighthouse (Posporden) during the Austen storm in northern Finistère 
©Emmanuel Roger.
 

Friday, October 23, 2026

Marina mania: super-rich compete for superyacht slots

The Monaco Yacht Show is one of the highlights of the boating calendar 
© Valery Hache/AFP via Getty Images
 
From FT by Ivan Levingston
 
A shortage of places to park the world’s growing fleet of luxury vessels is driving up prices — and turning marinas into a hot new asset class for investors

A group of white yachts — sails down, masts tall — float off the Greek island of Corfu, waiting to dock at the Gouvia marina in the late afternoon sun.
It is the first Friday in September and the weather is perfect for sailing — hot, with an occasional breeze.
 
Gouvia Marine in the GeoGarage platform (HNHS ENC)

The Gouvia marina occupies the site of a former Venetian shipyard, built during an Ottoman invasion in 1716.
It now encompasses circa 200,000 sq m of green-blue waters, protected from the choppier Mediterranean Sea.
Across its pontoons, it can dock 1,300 craft, from small motorboats to multistorey yachts, and today there seem to be almost that number in residence, hardly a spare berth in sight.

“You see each year more and more boats in the Mediterranean Sea, and it is super-tough to build new marinas,” says Oliver Dörschuck, chief executive of D-Marin, which owns the port at Gouvia and more than 20 others in the region.
“We normally have three to four boats inquiring for one berth.”
 
The marina at Gouvia is one of about 400 premium marinas located in the Mediterranean, the global capital of the yachting industry, with around a thousand in total in the region.

It is in the same league as the likes of Port Hercule, host of September’s Monaco Yacht Show, and Porto Montenegro.

Port Hercule, venue for the annual Monaco Yacht Show © Alamy

Yet while the number of yachts is flourishing, the number of marinas is not.
 
Port Hercule, Monaco with the GeoGarage platform (SHOM raster chart)
 
Thanks to regulatory barriers, environmental restrictions and a limited supply of suitable locations, it remains difficult to build a port.

This mismatch is turning an overlooked sector into big business.
Earlier this year D-Marin was sold by its private equity owners, CVC, to the French investment group InfraVia for more than €1bn.
The sale auction drew interest from numerous companies, the latest deal to underscore the attraction of the business model.
Industry executives expect further acquisitions.

Marina mania is more than a business play, although it is certainly that.
The market is fragmented, with few large-scale players, and demand has grown from clients around the world.
But what gives the phenomenon its real spice is that it forces the super-wealthy into competition with each other for a defiantly limited, slowly expanding stock of berths.
They may have all the money in the world, but that does not mean they can dock where they please.

Josephine De Luca, who runs an independent consultancy representing boat owners, says that she never had trouble finding a berth at Port Vauban in Antibes for her clients before the pandemic ignited the yacht boom.
“It’s actually about scarcity now, for me that’s really key,” De Luca says.
“Berthing — it’s not just more expensive but because the yachts are bigger and there’s a finite amount of berths, the bigger change is being able to get the berth you want.”
Boating consultant Josephine De Luca says some berthing fees have doubled in 10 years

Difficulty finding ideal yacht mooring risks frustrating owners who are used to having their way.
“The egos are only getting bigger,” she says.
“Unfortunately there are some people in this industry that have come into a lot of money really quickly and perhaps they don’t quite get the nuances of decorum required.”

As the ranks of the ultra-rich have grown in the past decade, swollen by buoyant stock markets, their minds have turned to what they can spend that wealth on.
It never takes long to hit on a yacht.

The total number of yachts longer than 12 metres, which are too big to easily store on land, was set to reach about 210,000 last year, according to data compiled by consultancy McKinsey, rising by about 8,000 per year.
That compared with just 160,000 marina berths for such vessels.

The surge is even more pronounced at the top end of the market.
The global fleet of superyachts — longer than 30 metres — grew around 40 per cent to reach 6,239 in the decade to 2025, according to industry publication SuperYacht Times.
Oceanco and Feadship in the Netherlands and Benetti in Italy are among the top shipyards that have fulfilled orders for the likes of Amazon founder Jeff Bezos in recent years.

The pandemic helped — a cohort of consumers looked to the water for fresh air during government lockdowns — as has the rise of satellite internet.
It is now possible to work from anywhere including the most remote sailing locations, a trend branded “yacht-desking”.

“We’ve definitely seen a lot more younger people buying boats, and especially very big boats,” says Merijn de Waard, founder of SuperYacht Times.
“A lot of people realise now they can work remotely with Starlink, there’s very good internet.
And there’s just enormous wealth being created.”

Of about 6,000 global coastal marinas, 65 per cent are in the US, according to McKinsey.
The remainder are scattered elsewhere in Europe and in the Caribbean, with a nascent industry in Asia and the Middle East.
Meanwhile, about 6,500 yachts are delivered each year and a new marina typically takes between five and 10 years to build, adding on average only about 300 berths, McKinsey said.

“The fact that demand is outstripping supply is unquestionable,” says John Nery, managing partner at Squircle Capital, which owns the superyacht repair group MB92.
“Waterfront land is scarce and, wherever you are, [getting permits] is difficult.
You’ve got high barriers to entry.”

For example, at one marina near Seattle, more than 200 vessels are on the wait-list for berths stretching beyond 20 metres.

Two decades ago, De Luca got her start as a chartered accountant before she found her way to the yachting world, eventually leaving KPMG to work for Lukas Lundin, a Swedish-Canadian mining magnate who had owned the 80-metre superyacht Savannah.
Her first position was as the ship’s purser, an onboard administrative role, before becoming an executive officer — essentially the owner’s representative.
“I absolutely loved it.
You have to be a special type of person to enjoy living out of a suitcase, but it was a home,” she says.

The Savannah was the world’s first hybrid-engine superyacht when it launched in 2015, and includes an onboard pool, gym and elevator.
Its weekly charter fee was about €1.2mn, De Luca says.

During her time working with the yacht — she left in 2025 — the price of docking it had surged to about €3,500 per night during the peak summer months at top locations, De Luca estimates.
“It approximately doubled in the 10 years, specifically in the premier locations,” she says.
“That is scarcity pricing. You’re a yacht owner, you own a new 80-metre yacht, you want it sitting in the south of France.”

Bob Hoogendoorn, who led McKinsey’s yacht practice before this year becoming a founding partner of the marina group Balmaris, compared finding a good berth to getting seats at a top sports event.
“It’s almost a bit like Wimbledon, and then there isn’t even a shortcut,” he says.
“When you own a yacht, the last thing you want to compromise on is your boating spot.”
 
Bob Hoogendoorn, former head of McKinsey’s yacht practice and co-owner of marina group Balmaris
 
Where, when and how you berth is affected by the boat’s size.
A regular yacht — up to about 50 metres in length — is unable to cross the Atlantic or other oceans.
Such boats might pay for berths on an annual or even multiyear basis while roaming around their local region.

The largest superyachts can travel the world, by contrast.
A typical one might spend the summer in the Mediterranean, then head across the ocean to winter on a Caribbean tour.
In between, there can be a few weeks at a port for repairs and to give the crew a break.

They do not often dock — the point of owning a yacht is to be out on the water — so there is a premium on location and access to amenities, both for guests and crew, when they do.
At a marina, superyachts will often have their own quay, with restricted access.
At Port Vauban, its 1,500-berth marina has 18 for superyachts over 54 metres on their own quay, with tighter security including drone surveillance.
Customers can arrive by helipad and spend time in the new yacht club, while there is a dedicated crew centre for staff including a gym.

The crew — dozens on the largest yachts — are important in determining where yachts dock.
“You want the crew to have access to gyms, culture, sport etc,” says Tim Clarke, who runs the yacht staffing agency Quay Group.
“You don’t want to be in a location where the nightlife is too good because that can cause problems as well.”
For instance, docking in Ibiza raises the chance the crew will get into trouble at nightclubs or become victims of crime, as has happened in Barcelona.

Such stopovers must be planned at least three to four months in advance, says former superyacht captain Chris Durham, who piloted the Savannah for several years.
Even that may not be enough lead time.
“If it’s a really special trip like the Monaco Grand Prix or Cannes Film Festival, you’d need to think much more in advance,” he says.
“Relationships still are really important and the way in which you conduct yourself, the crew conduct themselves, and the way in which you operate still goes a long way . . . It’s a small industry.”

It might be a small industry, but it is a desirable one for investors.
“There are two factors that make the industry so attractive.
The first one is fundamental growth in demand for yachts, full stop.
And berthing space is characteristically limited,” says Squircle Capital’s Nery.
“You put all this together and it’s turning marinas into an infrastructure asset class; people didn’t think of it that way 10 or 20 years ago.”

Indeed, marinas appear to have all the traits of a strong business model suited to private capital investors — rising demand, constricted supply, recurring revenues, fragmentation ripe for consolidation.
The industry is a $15bn market that will grow about 8 per cent annually to 2030, said McKinsey.
A marina investor notes: “If an asset can continuously increase its prices and keep its occupancy high, that usually suggests that it is a defensive asset, so we thought the marina sector demonstrated those.”

In a major deal that underscored this investment desirability, Blackstone paid $5.7bn last year for Safe Harbor Marinas, the largest marina and superyacht servicing business in the US.
Then, this August, Blackstone’s Safe Harbor agreed to acquire MarineMax for $1.5bn, paying nearly a 100 per cent premium for the company’s share price before the disclosure of takeover interest in the group.

The big money comes with plans for expansion, through both further acquisitions of independent, often family-owned, marinas and investment in areas such as technology.
D-Marin’s story is a good illustration of the boom.
It was founded in 2003 by a Turkish conglomerate, with its first location on the Bodrum peninsula, and over the past five or six years has expanded to become one of the leading marina operators in the Mediterranean, with its nearly two dozen premium ports.

Chief commercial officer Matthias Gehring touts the ability to book berths online — a contrast to the analogue operations at most marinas — and other innovations such as remote monitoring of vessels’ heat, water intrusion and battery voltage, and augmented reality directions for how to navigate to a specific berth.
D-Marin’s model “enables us to build a platform and scale”, says COO Andrea De Santis.
 
D-Marin, owner of Gouvia marina in Corfu, was sold this year for more than €1bn
© Getty Images


There is a risk, industry figures acknowledge, that the investment boom and constant premiumisation might cause these businesses to lose their charm or personal feeling.

The arrival of serious investment has coincided with the hyper-gentrification of marina spots.
By the Rybovich marina in Florida’s West Palm Beach, not far from US President Donald Trump’s Mar-a-Lago resort, one superyacht captain fondly remembers an affordable café outside the marina which crew members frequented.
However, in recent years that café has been transformed into an upscale restaurant with valet parking.
“It was all really reasonably priced and it was a really nice place for everyone to meet and mingle and socialise, but sadly that has been turned into a swanky, very expensive restaurant, which is not very accessible to crew,” the captain says.
 
Crew guide a superyacht into its berth at a D-Marin marina
© @VangelisPaterakis


The marina investor says: “These are neighbourhood businesses, particularly in the US and southern Europe . . . When you have big money, private equity or big brands come in, that creates a lot of backlash and that’s something a lot of the platforms struggle with.”
For example, regulars who previously used the marinas feel disenfranchised.

Port Vauban, Antibes with the GeoGarage platform (SHOM raster chart)
 
The large marina groups are going up against the likes of Port Vauban, owned by the local municipality, which has a focus on making its economic impact benefit the broader region.
“We are a public entity, which makes quite a difference, because we operate not to maximise returns for shareholders but for our city and our region,” says Olivier Astolfi, director of the region’s ports.
“We have a more long-term vision for sustainable development.”

“Hotspots in yachting change very slowly,” says SuperYacht Times’s de Waard.
“A wealthy person in Singapore or Hong Kong might still want to go boating in the Mediterranean or Caribbean.”

But as yacht owners proliferate across the globe, in the long term the superyacht industry may no longer prize the Mediterranean alone.
Locales in Asia and Central and South America are gaining popularity either for their existing marinas or as sites for new ones, since it remains so challenging to build them in the Mediterranean.
Hong Kong is creating a 500-berth port for superyachts, part of its airport bay development, that will open by late 2028, while Japan’s Kobe Marina is finalising its site for the country’s first dedicated marina hub for superyachts.
Emirati developer Aldar is building Abu Dhabi’s largest yacht marina on Saadiyat Island.

“In the Mediterranean, at least, and in the US and Caribbean, you can’t build new sites.
It is pretty rare,” says the investor in the marina industry.
“Asia and the Middle East — Turkey, for example — are where you’re starting to see new assets being created.”
 
‘You wouldn’t want to take your Lamborghini or Ferrari to a truck stop’
© Tanya Cooper


But marinas that can accommodate superyachts are still not available everywhere, meaning that captains must sometimes look for other options in more remote locations, such as docking at a commercial port.
These tend to come without amenities and include potential hazards, such as the risk that metal filings could damage the paint job or that VIP guests could be exposed to unwanted publicity.

“As soon as you go outside the Mediterranean and Caribbean, and the odd place like Costa Rica, Thailand and the Seychelles that have a superyacht marina, they’re few and far between in most countries,” says Durham, the former captain.
“You wouldn’t want to take your Lamborghini or Ferrari to a truck stop.”

The generation of younger yacht buyers is also driving the industry to new frontiers, says Quay Group’s Clarke: “We’ve definitely seen owners being much more adventurous, and they’re more interested in seeing things that maybe they haven’t seen, as opposed to just doing St Tropez, Monaco, Capri.”
He suggests Central and South America and the Pacific Islands are more popular than Asia.
 
St Tropez © Getty Images

But while the marina industry is globalising, ultimately superyachts are constricted the world over by the same factor that makes them unique: their size.

“It’s certainly becoming more challenging, especially with the larger yachts,” says one captain.
“I’m captaining a 100-metre yacht at the moment and there are only a finite amount of places you can put one of these.”
But not if the marina industry has its way.