Image of the week : Progreso, the world's prolonged pier

It is located in northern Yucatan, Mexico.
In 1941, it measured 2 kilometers.
Since 1989, it has measured over 8 km.

A scar of reinforced concrete in the Gulf of Mexico,
has never needed repair, and connects an area far removed from the country's central infrastructure to the rest of the world.

Localization with the GeoGarage platform (SEMAR nautical raster charts) 

 

click on the picture to zoom
November 5, 2014

source : NASA

NASA Earth Observatory image by Jesse Allen, using Landsat data from the U.S. Geological Survey. Caption by Kathryn Hansen.

The port city of Progreso, in the Mexican state of Yucatán, boasts of the longest pier in the world. Built with reinforced concrete, the pier juts out into the Gulf of Mexico for a distance of 6.5 km, and looks more like a bridge to some distant land.

The unusually long length is necessary to allow large ships to dock since the Yucatan coast is very shallow.

The limestone shelf that forms the Yucatán Peninsula falls away at such a shallow angle that it is literally kilometers before the water is deep enough to accommodate cargo vessels.

Passengers disembark at the end of the long pier, and then take a free shuttle or a taxi cab to the shore and into town.
The pier was originally 2,100 meters long and was constructed between 1937 and 1941, replacing a wooden pier that was built in the beginning of the last century.

In 1988, an additional 4,000 meters was added to its length increasing the pier’s cargo and container vessels handling capacity.
The Progreso Pier is also the first concrete structure in the world built with nickel-containing stainless steel reinforcement.

Despite the relatively poor grade of concrete used, the pier has withstood the harsh marine environment and has been in continuous service for over 70 years without any major repair or routine maintenance activities.

On the contrary, a neighboring pier located just 200 meters to the west of the Progreso Pier is heavily deteriorated with columns and the superstructure almost entirely gone, despite being twenty years younger.

The newer pier was built with carbon steel rebar.
Structural engineers often cite the example of Progreso Pier to show the consequences of using different materials during construction, and the importance of the choice of rebar material aside from concrete.

 

Vessel groundings in new Parana channel off Paso Fighiera

current ENC AR144030 Ed2 Upd 3 not yet updated

From Gard

Newly opened Parana River channel has seen a spate of groundings since its opening in April 2025.

According to our local correspondent (M. Raúl Marco Boero) in Argentina, Sigvart G.J. Simonsen & Cia. S.R.L., a new channel, the Principal Channel opened along Paso Fighiera in the Parana River.
in April 2025.

 

The new channel and its accompanying routing changes are just south of the regularly used 'main channel,' between markers KM 391.7 and KM 380.
These changes are illustrated below. 

 

Visualization of the non updated raster map in the GeoGarage platform

The regularly used ‘Main Channel’ and the newly opened ‘Principal Channel’ along Paso Fighiera.

Gard is aware of at least three grounding incidents having occurred within this newly opened Principal Channel since April.

Two of these are briefly outlined below.

Case studies

Case study 1

With a draft of 10.2 meters, the vessel began its journey downriver.
Upon reaching marker 391.7, the river pilot adjusted the course to 130 degrees, intending to guide the vessel through the Principal Channel.
However, just minutes later, while operating outside the designated main channel, the vessel ran aground just west of marker 389.9.
Refloating efforts took two days.
After the incident, the pilot commented that the channel lacked sufficient navigational markers, according to the bridge team.

Case study 2

The laden vessel departed downriver with a draft of 9.9 meters.
Approaching the 391.7 marker, the Pilot informed the Master of a change of plans: they would proceed via the newly opened Principal Channel instead of the usual Main Channel.
The vessel's electronic charts lacked depth data for the new channel, but the Pilot assured the Master it was suitable for their draft and recommended by the Coast Guard.
Despite receiving these assurances, the vessel ran aground in the middle of the Principal Channel and took nearly five days to refloat.

The investigation into these incidents highlighted the following key points:

The passage plan was based on using the main channel as the Pilots did not inform the Master of their intent to use the Principal Channel during the routine Master-Pilot exchange (MPX) before departure.

The presence of strong currents was not discussed during the MPX.
The river in this area presents significant navigational challenges due to unpredictable and strong cross currents that occur as it splits around islands.

Despite having tablets with charts, pilots were not consistently using them for navigation.
While not relevant to these case studies, the vessel managers noted that some pilots prefer using their phones to access the charts.

The latest ENC corrections for the electronic charts did not reflect the channel depths, limits or buoy markings.
One of the electronic chart providers that we contacted at the time of preparing this alert, has confirmed that the most recent correction lacks bathymetry information and details on fairway limits for the Principal Channel (ENC cell no. AR401430).
They also noted that, while some buoys are marked, there is insufficient information to meet its declared CATZOC B category.

Traffic movement

Analysis of AIS data reveals that merchant vessels with a deadweight exceeding 5,000 tonnes commenced transit through the Principal Channel in Week 13 in March 2025.
Over subsequent weeks, there was a consistent increase in the number of vessels using the Principal Channel.
This period (Week 13 to Week 24) also coincided with a steady decrease in traffic through the Main Channe, as indicated in the below graph.

Number of vessels transiting the two channels.

Includes all merchant vessels > 5,000t dwt (Source: Windward Maritime AITM)

When looking at vessel types using the Principal Channel, bulk carriers - primarily Handysize and Panamax - are the most common, with chemical/oil tankers coming in second, as the detailed chart below illustrates.

Type of vessels transiting the newly opened Principal Channel

(Source: Windward Maritime AITM)

Further information

Our local correspondent advises that mariners can refer to the following sources for updated information:

• ‘Boletin Fluvial’ (River Bulletin,)

For changes in buoyage, go to ‘Section 4, Cambios En El Balizamiento’ (Changes in Buoyage).

• ‘Radioavisos Nauticos’ (Nautical Radio Warnings).

Go to ‘Locales Rios’ (Local Rivers), and select the river/área you wish to see information on.

This site is continuously updated with events affecting nautical safety.

However, mariners must verify the nautical radio warnings through the various radio or satellite communication channels (SafetyNET II, SafetyCast, and NAVTEX).

• ‘Boletin Avisos a Los Anavegantes’ (Notices to Mariners).

The 6 June 2025, update to Notice to Mariners, accessible includes a new chart insert indicating the buoys and channel width for the ‘Principal Channel’.

Key recommendations

Owners and managers are recommended to share this information with all vessels scheduled to call at Parana River ports.

Masters should discuss the intended channel and areas of strong, unpredictable currents with the pilot during their customary Master-Pilot exchange.
The passage plan should then be amended to reflect any agreed-changes.

The bridge team must assertively raise concerns with the pilot if they notice the pilot’s lack of engagement with available navigational resources.

Vessels must verify that their charts are up to date, accurately reflecting the Principal channel's buoy markings, fairway limits and bathymetry information.
They can consider obtaining local paper charts if electronic charts do not accurately show the changes along the river.

Owners and operators should engage with their local agents for guidance and the most up-to-date information

Hot off the press

NOAA’s copper plate printing press, purchased by the U.S. Coast Survey in 1851 and in operation through 1976. (Image credit: NOAA)
Download Image

From NOAA

This copper plate printing press was in operation by the U.S. Coast Survey, the Environmental Science Services Administration, and then NOAA, from 1851 through 1976. 

Before we had smart phones and GPS, we used paper maps that we kept in our cars’ glove compartments. Ships’ navigators and surveyors used paper maps, too.

But instead of showing roads and highways, they depicted the shoreline and seafloor, providing water depths, locations of dangers to navigation, and other features that mariners needed to know about in order to stay safe.

Maps used for navigation on the water are called nautical charts.

 

 James Abbott McNeill Whistler, etcher, et al. Sketch of ANACAPA ISLAND IN SANTA BARBARA CHANNEL. Washington D.C.: United States Coast Survey, 1854

source 

 

The process of creating and duplicating paper charts was once difficult and time-consuming. 

 

Rare printing plate for a chart of Wickford Harbor, RI 

source 

The U.S. Coast Survey began engraving and printing charts in the mid-nineteenth century.

Ferdinand Hassler had two engravers brought over from Europe in late 1842 because the American engraving industry had not yet reached the same level of refinement.

In May of 1843, he added an apprentice engraver from Philadelphia to the newly formed engraving unit.

In 1851, this copper plate printing press was purchased for producing copies of the charts.

Operating the Coast and Geodetic Survey historic copper plate printing press.

(Image credit: NOAA)
Download Image

By the mid-1850s the U.S. Coast Survey had an entire Engraving Division, headed by Lt. J. C. Clark, who was on assignment from the Army.

The division included seven engravers, a number of apprentice engravers, and their clerical assistants.

One of the apprentices was a young man named James McNeill Whistler, who, after being quickly dismissed for lack of attendance and doodling on his copper plates, went on to become a world-famous American artist.

 

Matthew Lilly removes a completed print from a copper plate on the printing press

(Image credit: NOAA)
Download Image

The process for creating the U.S. Coast Survey’s hydrographic and topical charts began with the cartographers, who would sketch detailed hydrographic drawings of the selected location.

Next, the drawings would go to the engravers, who would select a piece of copper, polish out any blemishes, and replicate the drawings as etchings on the copper plate by applying acid with a stylus.

Finally, the copper plates would be sent to the printing press for duplication, creating the printed charts that were used for navigation.

Download this coloring page of NOAA’s printing press!

 

Coloring page created for NOAA’s Office of Coast Survey.

(Image credit: Taylor Morrison)
Download Image

The next time you visit a seafood restaurant, check the walls for nautical charts.

If you find one from 1976 or earlier with a single-ink color, it’s possible that it was printed on NOAA’s printing press or one like it! 

Links :

• NOAA’s printing press and the last man to operate it
• NOAA : NOAA preserves history of Washington, DC, with reproduced L’Enfant maps
• LOC : Fabricating the World: Copperplate Printing 

NOAA predicts above-normal 2025 Atlantic hurricane season

Image of Hurricane Milton from NOAA's GOES-16 satellite on Oct. 8, 2024. (Image credit: NOAA)

 

From NOAA 

 

Above-average Atlantic Ocean temperatures set the stage
Forecasters within NOAA’s National Weather Service predict above-normal hurricane activity in the Atlantic basin this year.

 

NOAA’s outlook for the 2025 Atlantic hurricane season, which goes from June 1 to November 30, predicts a 30% chance of a near-normal season, a 60% chance of an above-normal season, and a 10% chance of a below-normal season.

The agency is forecasting a range of 13 to 19 total named storms (winds of 39 mph or higher).

Of those, 6-10 are forecast to become hurricanes (winds of 74 mph or higher), including 3-5 major hurricanes (category 3, 4 or 5; with winds of 111 mph or higher).

NOAA has a 70% confidence in these ranges.

“NOAA and the National Weather Service are using the most advanced weather models and cutting-edge hurricane tracking systems to provide Americans with real-time storm forecasts and warnings,” said Commerce Secretary Howard Lutnick. 

“With these models and forecasting tools, we have never been more prepared for hurricane season.”

“As we witnessed last year with significant inland flooding from hurricanes Helene and Debby, the impacts of hurricanes can reach far beyond coastal communities,” said Acting NOAA Administrator Laura Grimm. 

“NOAA is critical for the delivery of early and accurate forecasts and warnings, and provides the scientific expertise needed to save lives and property.” 

 

A summary infographic showing hurricane season probability and numbers of named storms predicted, according to NOAA's 2025 Atlantic Hurricane Season Outlook.

The official start of the Atlantic hurricane season is June 1 and runs through November 30.

(See also news release text for data found within above graphic.)

(Image credit: NOAA NWS)

Factors influencing NOAA’s predictions

The season is expected to be above normal – due to a confluence of factors, including continued ENSO-neutral conditions, warmer than average ocean temperatures, forecasts for weak wind shear, and the potential for higher activity from the West African Monsoon, a primary starting point for Atlantic hurricanes.

All of these elements tend to favor tropical storm formation.

The high activity era continues in the Atlantic Basin, featuring high-heat content in the ocean and reduced trade winds.

The higher-heat content provides more energy to fuel storm development, while weaker winds allow the storms to develop without disruption.

This hurricane season also features the potential for a northward shift of the West African monsoon, producing tropical waves that seed some of the strongest and most long-lived Atlantic storms.

“In my 30 years at the National Weather Service, we’ve never had more advanced models and warning systems in place to monitor the weather,” said NOAA’s National Weather Service Director Ken Graham.

“This outlook is a call to action: be prepared. Take proactive steps now to make a plan and gather supplies to ensure you're ready before a storm threatens."

Improved hurricane analysis and forecasts in store for 2025

NOAA will improve its forecast communications, decision support, and storm recovery efforts this season.

These include: 

• NOAA’s model, the Hurricane Analysis and Forecast System, will undergo an upgrade that is expected to result in another 5% improvement of tracking and intensity forecasts that will help forecasters provide more accurate watches and warnings.
• NOAA’s National Hurricane Center (NHC) and Central Pacific Hurricane Center will be able to issuetropical cyclone advisory products up to 72 hours before the arrival of storm surge or tropical-storm-force winds on land, giving communities more time to prepare.
• NOAA’s Climate Prediction Center’s Global Tropical Hazards Outlook, which provides advance notice of potential tropical cyclone risks, has been extended from two weeks to three weeks, to provide additional time for preparation and response. 

The alphabetical list of 2025 Atlantic hurricane names as chosen by the World Meteorological Organization.

Find a text version of this list at hurricanes.gov/aboutnames.shtml#atl (Image credit: NOAA NWS)

Enhanced communication products for this season

• NHC will offer Spanish language text products to include the Tropical Weather Outlook, Public Advisories, the Tropical Cyclone Discussion, the Tropical Cyclone Update and Key Messages.
• NHC will again issue an experimental version of the forecast cone graphic that includes a depiction of inland tropical storm and hurricane watches and warnings in effect for the continental U.S. New for this year, the graphic will highlight areas where a hurricane watch and tropical storm warning are simultaneously in effect.
• NHC will provide a rip current risk map when at least one active tropical system is present. The map uses data provided by local National Weather Service forecast offices. Swells from distant hurricanes cause dangerous surf and rip current conditions along the coastline.

Innovative tools for this yearNOAA National Environmental Satellite, Data, and Information Services (NESDIS), in collaboration with NOAA’s Office of Marine and Aviation Operations and NOAA Research, is deploying a new, experimental electronically scanning radar system called ROARS on NOAA’s P-3 hurricane hunter research aircraft.

The system will scan beneath the plane to collect data on the ocean waves and the wind structure of the hurricane.
NOAA Weather Prediction Center’s experimental Probabilistic Precipitation Portal provides user-friendly access to see the forecast for rain and flash flooding up to three days in advance.

In 2024, Hurricane Helene caused more than 30 inches of extreme inland rainfall that was devastating and deadly to communities in North Carolina.

NOAA’s outlook is for overall seasonal activity and is not a landfall forecast.

NOAA also issued seasonal hurricane outlooks for the eastern Pacific and central Pacific hurricane basins.

NOAA’s Climate Prediction Center will update the 2025 Atlantic seasonal outlook in early August, prior to the historical peak of the season.

 

Links :

• NYTimes : Opinion | A Hurricane Season Like No Other
• NASA : NASA’s Hurricane Science, Tech, Data Help American Communities  

GPS jamming on the rise as Israel-Iran conflict enters fourth day

 The signal of a large number of ships appeared in a circle off Haifa harbor as a result of the jamming

Continuous on the Eastern Mediterranean GPS system 

source : @theseainarabic 

 

From Splash

The conflict between Israel and Iran stretched into a fourth consecutive day on Monday, rattling global energy markets and placing the maritime industry on edge.

While Israeli airstrikes have so far avoided directly targeting Iran’s crude oil infrastructure, a reported explosion at a natural gas plant near the massive South Pars field over the weekend has escalated concerns of broader regional destabilisation, while Iran has claimed it has successfully hit the Israeli port city of Haifa.

GPS jamming saw ships' AIS signals erroneously show them on land in Iran as they transited the Strait of Hormuz. 

Source: Windward Maritime AI™ Platform

 

The spectre of a widening war in the oil-rich Middle East—which accounts for nearly a third of global crude flows—has driven energy prices and tanker freight rates sharply higher, as shipowners, traders, and insurers weigh the growing risks of operating in the region.

GPS Jamming Impacts Tankers Across Strait Of Hormuz

Bloomberg reports a surge in GPS jamming around the Strait of Hormuz, scrambling navigation for more than 900 vessels and hinting at a new form of disruption for the world's most critical maritime chokepoint.

 
Amid the intensifying conflict, maritime authorities have flagged significant electronic interference affecting commercial vessels across the Middle East.

The Joint Maritime Information Center (JMIC)—part of the US-led Combined Maritime Forces—confirmed Saturday that ships operating near the Persian Gulf and eastern Mediterranean have reported false positioning signals and severe GPS jamming.

A now-familiar circular spoofing pattern was observed off the coast of Haifa, a result of distorted GPS signals, according to data reviewed by commercial tracking platforms.

The JMIC has urged ship operators to closely monitor navigation systems and prepare alternate communication and positioning methods to avoid incidents at sea.

Although Iran’s oil export terminals have not yet been hit, analysts remain focused on the potential for Iran to retaliate by disrupting traffic through the Strait of Hormuz—a vital artery through which about 20m barrels per day of crude and products transit.

While a full closure of Hormuz is seen as unlikely and logistically unsustainable, a partial disruption through harassment, seizure, or limited attacks on ships remains plausible.

 

The Front Tyne (in white) and Elandra Willow (blue) were sailing through the Strait of Hormuz when they transmitted signals showing puzzling journeys near Iran’s Bandar Abbas.

Source: Bloomberg

 

Shipbroker Gibson warned that even minor disturbances could shrink the pool of shipowners willing to transit the strait, driving freight rates higher and potentially shifting demand to Atlantic Basin crude and other safer load zones.

 

There is growing concern that Iran may activate proxy forces to expand the conflict beyond the gulf. Maritime security analysts are warning that the Houthi rebels in Yemen, whose naval capabilities have been targeted by US strikes earlier this year, may resume attacks on Red Sea shipping in a show of support for Tehran.

 

The disruptions, which have affected various types of vessels, are believed to be caused by "extreme jamming" of signals from the Iranian port of Bandar Abbas.

Visualization of the Strait of Hormuz with the GeoGarage platform (NGA nautical raster chart) 

 

UK-flagged vessels were issued warnings Friday against transiting the southern Red Sea.

 

Links :

• Safety4Sea : GPS jamming in the Middle East poses navigational challenge
• Marine Insight : Ships Report Sharp Rise In GPS Jamming After Israeli Airstrikes On Iran
• Bloomberg : Ships’ Signals Jammed as Israel-Iran Strikes Affect Persian Gulf 
• CNBC : Over 900 ships lose GPS in Strait of Hormuz as Iran-Israel conflict disrupts signals
• GPSWorld : Leidos uses quantum technology to thwart GPS jamming
• Maitime Executive : Iranian Navy Leaves Bandar Abbas in a Hurry
• Windward : Escalating Conflict Hits Iranian Oil Exports: Windward-Detected Anomalies Reveal Increased Volatility 

Would Iran close the Strait of Hormuz in a conflict?

  

Strait of Hormuz closure risk rises amid escalating tensions
Kpler data shows that 34% of all seaborne-traded oil has transited the Strait of Hormuz so far this year. The strait last effectively closed during the Iran-Iraq “Tanker War” in 1984 and remains a critical chokepoint for global oil and gas flows.
Tensions are rising following Israeli strikes on Iran’s Natanz nuclear facility and the deaths of senior IRGC officials, increasing the risk of wider disruption in the Gulf. If flows were interrupted, few immediate alternatives exist for the oil that moves through the strait—heightening risk for global energy markets. 

The Strait of Hormuz Traffic Separation Scheme (Wikipedia) 

From Maritime Executive 

Should Israel mount its promised counter-attack in response to the Iranian missile blitz on Israel at the beginning of the month, Iran certainly has the ability to close the Strait of Hormuz if it wished to do so.

The Iranian coastline overlooks the Strait for more than 100 nautical miles, and Iran has a large number of missiles, drones, naval and aviation systems that could threaten ships in the Strait.
Even limited Iranian attacks might be sufficient to close down traffic, should shipping companies be concerned about heightened risk and soaring insurance premiums.

Besides the frigates, missile boats and aviation assets of its regular and IRGC navies, Iran has shore batteries of anti-shipping missiles covering the strait.
The IRGC has specialized for years in speedboat swarm attacks on merchant vessels, and it also has a mining capability that would be particularly effective in the shallow and constricted waters of the strait.

But would Iran want to see conflict in the area and a closure of the waterway, which it depends on for its oil exports?

For Iraq, Kuwait, Bahrain and Qatar, the Strait of Hormuz is the only maritime link to the rest of the world; their economies are dependent on imports for basic necessities.
Given the dependency of so many nations on oil, China in particular, and the likelihood that Saudi Arabia and the United Arab Emirates would suffer a massive hit to economic confidence if the strait were to be closed, a closure of the strait by Iran would almost certainly be met by some form of military response.

 

 Khark Island provides a sea port for the export of oil and extends Iranian territorial sea claims into the Persian Gulf oil fields.

Visualization with the GeoGarage platform (NGA nautical raster chart)

 

This in turn would close down the ability of Iran to use the strait for its own oil exports.
Iran generates 65% of government revenues and 8% of its GDP from such exports.
Without oil revenues, the Iranian government would be forced to cut subsidies on fuel and basic foodstuffs, which underpin the low prices enjoyed by Iran’s 91 million people.
With a large percentage of the population already deeply unhappy with the government, an increase in prices could generate civil unrest on a scale that would threaten the future of Iran’s rulers and the IRGC security apparatus which keeps it in power.

Source: Lloyd’s List Intelligence / Seasearcher

 

Leaks from government sources, both in Washington and Tel Aviv, suggesting that Israel has agreed not to attack oil and nuclear facilities need to be treated with some skepticism, given the poor relations between the two administrations.
But if attacks on oil and nuclear facilities were to be avoided, this would certainly reduce the risk of Iran resorting to a closure of the Strait of Hormuz.

In any case, Israel is unlikely to have sufficient long-range attack assets to embark upon a wide-scale offensive against oil facilities.
It might consider kinetic cyber attacks and sabotage of the type already used against deep-buried nuclear facilities.

 

 

Israel will certainly need to focus on destroying as much of Iran’s ballistic missile force as it can in order to prevent an Iranian counter-attack, which could cause widespread casualties and damage to targets in Israel.
The attack on October 1 indicates Israel might be vulnerable to a concerted Iranian strike.

With 25 identified ballistic missile sites spread across Iran, each with multiple silos and garaging for mobile drone and missile launchers, Israel will need every available bomb directed at this Iranian ballistic missile and drone infrastructure to cripple and close down any potential Iranian counter-attack.

 

25 identified Iranian ballistic missile/drone clusters, each with multiple silos and sites (Google Earth)

Nonetheless, Israel regards Iranian leadership of its Axis of Resistance as critical to the effectiveness of the forces attacking Israel on multiple fronts.
If refomists in Iran could supplant religious hardliners who currently dominate the regime and are the driving force behind Iran’s regional expansionism, then Israel might wish to be a catalyst to this process.
In this case, a closure of the Strait of Hormuz might bring about such a change, but it would be a huge gamble to believe that this aim could be achieved without a massive risk to global stability.

Links :

• Lloyds List : Conflict between Israel and Iran would ‘most certainly’ close the Strait of Hormuz
• CNBC : Why Iran won’t block the Hormuz Strait oil artery even as war with Israel looms 
• Forbes : Strait Of Hormuz: Why Iran Wont Harm Critical Oil Shipping Route
• NYTimes : Oil Prices Surge and Stock Markets Stumble After Israel Attacks Iran
• Lloyd's List : Everything you need to know about the Strait of Hormuz
• Bloomberg : Strait of Hormuz Is Vital, and Risky, for Shipping 
• Maritime Executive : How Will the Israel-Iran Conflict Affect the Tanker Market? 
•  GeoGarage blog : Strange things are afoot in the Strait of Hormuz / Iran: what the law of the sea says about detaining foreign ships ... / U.K. warns Iran of 'serious consequences' for seizing oil ...
  

What’s hiding deep under the ocean?

Explore underwater crime scenes, wine aging, memorial reefs, and mystical caves in this thrilling compilation of ocean exploration stories.

Dive into the depths of the Mediterranean, Yucatan, and beyond, uncovering how the ocean transforms both life and death.

These incredible tales reveal the secrets of the deep.