An interim factfinding report on the allision involving the boxship Maersk Shekou at Fremantle last year suggests that the vessel's helmsman and pilots were operating with different goals. The helmsman was actively steering to maintain a heading of 083 degrees, his last received helm order. Meanwhile, the pilots were trying to make an emergency turn to port, using full ahead thrust, assist tugs, bow thrusters and the port anchor - unaware that their helmsman was applying starboard rudder to counteract them. The ship hit a historic tall ship and a museum, causing considerable damage.

In the early hours of August 22, 2024, Maersk Shekou began heading inbound into Fremantle's harbor and took aboard two pilots. The primary pilot assigned for the transit was fatigued, so the backup pilot took charge during the master/pilot exchange.  

At about 0610, as they entered the narrow entrance channel for the inner harbor, southwesterly winds picked up to about 40 knots on the starboard quarter. The ship began to swing to starboard. The pilot ordered the helmsman to steer 083; the helmsman correctly acknowledged the order at about 0613:45. This was the heading that the helmsman would try to maintain throughout the final minutes of the casualty sequence. 

At the time that the order was given, the helmsman had the rudder hard to port to counteract the effects of the strengthening wind. It wasn't enough to do the job, and Maersk Shekou's heading was about four degrees off to starboard (087). The master suggested going to full ahead to increase steering forces, and at about 0614:34, the pilot agreed. There was a pier ahead, and they needed to turn to port fast in order to enter the harbor. 

With more power and a series of assist tug movements, Maersk Shekou began to swing back to port. As it swung back from 087 through 086, the helmsman moved to check the swing: he brought the helm to midships, then briefly to 33 degrees starboard. The vessel steadied up squarely on 083, the last ordered heading he had received, which was straight towards the pier. 

Courtesy ATSB

The pilot was unsure why the vessel had stopped swinging to port, and at 1615:33 he told the (fatigued) secondary pilot that something was wrong. The secondary pilot had been on a phone conversation at the back of the bridge and had not been involved in the back-and-forth among the bridge team, but he interrupted the call and joined the decisionmaking process. 

Together, without checking in with the helmsman, they began working the assist tugs to try to turn Maersk Shekou to port. The rudder was amidships at this point, and the helmsman was maintaining a steady heading of 083.5 towards the moored tall ship STS Leeuwin II - now less than a ship length away, with the boxship full ahead and making seven knots. 

At 0615:54, the master put the bow thrusters full to port. At 0616:10, the secondary pilot ordered stop engines, then full astern, and the master ordered the crew to prepare to drop the port anchor. 

Beginning at 0616:21, as these emergency measures to turn to port were under way, the helmsman applied more starboard rudder to try to counteract the effort to turn to port. The rudder would be over to starboard as much as 29 degrees over the course of the next minute. 

At 0616:49, the engines reached full astern and Maersk Shekou began to slow. The anchor, tugs and bow thruster managed to start a swing to port, but not fast enough to avert an allision. At about 0618, Maersk Shekou hit STS Leeuwin II at about three knots, dismasting the sailing vessel and prompting the two crewmembers aboard to flee onto the pier. They escaped with minor injuries. 

Maersk Shekou makes contact with STS Leeuwin II

Maersk Shekou came to a full stop by about 0618:30, but continued to spin in place. The bow thrusters were still on full to port, and the ship was swinging to port at about 13 degrees per minute. At 0619:52, the master noted to the pilots that the bow thrusters were still running with full power to port, and the thrusters were shut down - but not quickly enough to prevent contact in the narrow confines of the harbor.

40 seconds later, a stack of containers on Maersk Shekou's starboard quarter hit the roof of the Western Australia Maritime Museum. The ship's hull scraped along the wharf for a short distance, damaging the quayside and breaching a small section of the hull plating above the waterline. 

The ATSB continues its investigation and will release its full report, including its formal conclusions, when it has completed its review. 

 

A federal judge has sentenced a Michigan teenager to eight months in prison for calling in a bomb threat to Carnival Cruise Line because he was upset that his girlfriend had gone on a cruise without him. 

Joshua Darrell Lowe, 19, was found guilty of sending an email to Carnival with a short - but potentially dangerous - threat. According to court documents, Lowe's message read "Hey, I think someone might have a bomb on your sunrise cruise ship [sic]." Carnival took the matter seriously, and Carnival Sunrise - which was under way in the Caribbean - was diverted to Jamaica for an inspection. Officials had to search through more than 1,000 cabins for any sign of a hazardous device; none was found. 

Lowe's motivation, according to prosecutors, was not related to  Carnival or to the ship. He was angry at his girlfriend, who had gone on a cruise with her family "while leaving him behind to care for their pets." The FBI traced the email address back to Lowe and questioned him; he admitted sending the message. 

When he was charged, Lowe took responsibility for writing the email and pleaded guilty to a single count of false information and hoaxes. On Monday, he was sentenced to eight months in prison followed by two years of supervised release. The relationship he had with his girlfriend is now over, his counsel said in a memorandum before the sentencing. 

"Bomb threats are not a laughing matter and are extremely irresponsible," said Cheyvoryea Gibson, FBI Special Agent in Charge for the case. "When individuals make false hoax threats, they divert critical law enforcement resources and spread unnecessary fear. The FBI takes all threats to life seriously and will ensure that those who resort to this kind of intimidation face the appropriate consequences."

Rescuers are attempting to find survivors after the capsizing of a Chinese-operated sand carrier off the coast of Rizal, Occidental Mindoro. 

The sand carrier Hong Hai 16 was operating off Barangay Malawaan on Tuesday morning in moderate seas. At about 0520 hours, the vessel capsized; the cause of the casualty is still under investigation. 

The vessel had 25 crewmembers. Fourteen have been rescued alive by first responders, including six Philippine nationals and eight Chinese seafarers. Two crewmembers have been confirmed dead and nine remain missing, including three Chinese and six Philippine nationals. 

Images courtesy PCG

PCG Special Operations Group Southern Tagalog has dispatched a team of divers with cutting gear to help access the ship. The capsized vessel is floating keel up with an even trim, and is partially submerged. The PCG hopes that some crewmembers may have survived in the engine room. 

“The PCG remains on-scene and fully committed to ensuring the safety of all individuals involved, while also preparing for any potential environmental impact,” the agency said in a statement Tuesday. 

PCG commandant Admiral Ronnie Gil Gavan visited the scene on Tuesday for an aerial and site inspection, and in a statement he said that he had urged the response teams to make every effort to save any survivors. 

A similarly named Chinese dredging vessel capsized and floated hull-up for days in Manila Bay in May 2023. 

In a stunning move late on Wednesday, April 16, the U.S. Department of Interior announced it has ordered a stop to the construction of Equinor’s Empire Wind offshore wind farm. The project had been approved in 2024 and was underway. The move is drawing sharp criticism from New York State Governor Kathy Hochul and leaving the industry stunned.

Interior Secretary Doug Burgum posted a brief message on X writing that Interior in consultation with Commerce is “directing the Bureau of Ocean Energy Management (BOEM) to immediately halt all construction activities on the Empire Wind project until further review of information that suggest the Biden administration rushed through its approval without sufficient analysis.”

While the Biden administration did approve several projects late in its term, Empire Wind received approval for its Construction and Operations Plan in February 2024. The project also received its Clean Air Permit for construction in February 2024.

Norway’s Equinor acquired the Empire Wind lease area in 2017 and in June 2024, announced the execution of the Purchase and Sale Agreement (PSA) with the New York State Energy Research and Development Authority for Empire Wind 1 power for 25 years at a strike price of $155.00/MWh. The financial close for the project was completed in December 2024. The expected total capital investments, including fees for the use of the South Brooklyn Marine Terminal, Equinor reported would be approximately $5 billion including the effect of expected future tax credits. New York had issued its final approvals for the project in May 2024.

New York’s governor who has already been fighting with the Trump administration over congestion pricing for vehicles in Manhattan issued an angry statement saying the federal government should be supporting its efforts for affordable energy “rather than undermining them.”

“This fully federally permitted project has already put shovels in the ground before the President’s executive orders—it’s exactly the type of bipartisan energy solution we should be working on,” said Governor Hochul in her statement. “As Governor, I will not allow this federal overreach to stand. I will fight this every step of the way to protect union jobs, affordable energy, and New York’s economic future.”

The news site FreeBeacon obtained a copy of Burgum’s memorandum to the acting director of BOEM. In it, he contends that “serious issues” were raised on the approval for Empire Wind. He says it was rushed through without sufficient analysis or consultation among the relevant agencies. 

Burgum also writes that he is directing BOEM to continue to review the federal wind permitting practices “to both existing and pending permits.”

Work had begun on the redevelopment of the site in Brooklyn which was to be used as the base of the wind farm during construction and its future maintenance operations. FreeBeacon reports rock work was scheduled to begin in the coming weeks at the offshore site along with other preparations. The wind farm was scheduled to provide power starting in 2027.

Empire Wind 1 and Empire Wind 2, both of which were approved in 2024, are located about 12 nautical miles south of Long Island, N.Y., and about 16.9 nm east of Long Branch, N.J. Together the projects would have a total capacity of 2,076 megawatts of renewable energy that BOEM estimated could power more than 700,000 homes each year.  

Trump in January 2025 ordered a review of the leasing and permitting practices but most expected it would be a stop to future activity. The administration however also pulled the EPA permit for construction on a New Jersey project. There are several other projects currently in the construction phase. The Biden administration had approved a total of 11 offshore wind farms and left others in review at the end of its term.
 

The first large vessel designed to transport liquified carbon dioxide (LCO2) was launched in South Korea as the industry for the transport and storage of captured carbon begins to take shape. The vessels are being built for Greece’s Capital Maritime Group which in 2023 announced plans to expand into the developing market.

The launch took place at the HD Hyundai Mipo shipyard in Ulsan, South Korea. With a capacity to transport 22,000 cubic meters of liquified carbon dioxide, the vessels have about three times the capacity of the first LCO2 carriers. Norway’s Northern Lights project took delivery at the end of 2024 of two 7,500 cbm LCO2 carriers built in China and which are currently undergoing commissioning. They will operate in connection with the storage project started as a partnership between Equinor, Shell, and TotalEnergies.

Capital Gas Ship Management Corp. will be managing the four gas carriers being built in South Korea and will place them into the commercial market. The new company will be known as Capital Clean Energy Carriers.

The vessels will measure approximately 525 feet (159.9 meters) in length with a beam of approximately 90 feet (27.4 meters). The vessels are equipped with three “Bi-lobe type storage tanks” that can maintain a low-temperature environment of around -55 degrees Celsius. According to Hyundai, this allows it to stably transport various liquefied gas cargoes such as LCO2, liquefied petroleum gas (LPG), and ammonia (NH3).

The design also enhances the vessels’ environmental performance. They are fitted with Selective Catalytic Reduction systems to reduce Nox emissions. They can use shore power and have ice-resistant design technology (Ice Class 1C) which will improve navigation stability. Capital also reported in 2024 that it was exploring adding onboard carbon capture systems to the vessels.

The construction order was originally placed in 2023 for two vessels and later increased to four gas carriers. HD Hyundai reports the vessel will complete outfitting and trials for delivery at the end of this year. The others are set for delivery in 20026.

The companies cite data from Clarson Research to illustrate the potential market for LCO2 transport. The analysts have written to achieve carbon neutrality, more than six gigatons of carbon will need to be captured and stored annually by 2050. They estimate that 20 percent will need to be transported by sea for storage or reuse. It is estimated that 2,500 LCO2 carriers will be required to meet future demand.
 

 

North Korean exports of artillery ammunition to Russia, for use in its war against Ukraine continue.  But volumes shipped in recent weeks have fallen back from previous peaks, suggesting that initial consignments may have come from stockpiles, now depleted, with more now being met directly from production.

The traffic between North Korea and Russia has been tracked by the Open Source Centre (OSC), led by James Byrne, formerly Director Open Source Analysis at the UK’s Royal United Services Institute for Defence and Security Studies. North Korean ammunition is shipped in containers from Raijin to the Russian ports of Danube and Vostochny in the Vladivostok area.  By monitoring the four Russian flagged RO-RO container ships carrying the containers - MV Angara (IMO 9179842), Lady Mariia (IMO 9220641), Maya-1 (IMO 9358010) and Lady R (IMO 9161003) - then counting the containers on board and measuring volumes, OSC has been able to accurately gauge the number of artillery shells being shipped. All four of the Russian ships are US-sanctioned, and several have also been used for hauling military cargoes to and from Tartus in Syria.

MV Maya-1 has recently come off the Sea of Japan route, loaded cargo in China, transited the Suez Canal in February and conducted a turn-round in Kaliningrad, leaving on April 10 for an unknown destination.  It has apparently been unimpeded whilst in transit or during its port calls, despite being sanctioned.

OSC tracked 64 trips by the four Russian ships between September 2023 and March 2025.  Traffic peaked in January 2024, when seven cargoes were shipped.  By March 2025, only three cargoes per month were being shipped.  Over the entire period, the 64 sailings sighted shipped a calculated 15,809 containers, with each container likely to have held 224 boxes of 152mm artillery shells, or other loads made up of rockets, 122mm or mortar rounds. Using these figures, OSC estimates that up to 6 million shells might have been shipped to Russia by North Korea by the end of March 2025. 

Once unloaded at the Russian ports, the containers are moved by train directly to Russia ammunition depots servicing the Ukrainian front line. The main receiving depot at Tikhoretsk, 60 miles south of Rostov, was attacked by Ukrainian drones on September 21, 2024, with an estimated 90% of the stockpile destroyed.  In 2025, Ukraine is planning on producing 3000 of its own-design Bars, Peklo and R-360 Neptune missiles, the latter of which has a range of more than 600 miles, and all of which are capable of attacking Moscow

Ukrainian defense intelligence estimates that North Korea is providing half of the ammunition currently being consumed on the Ukrainian front line.  Batches of the Korean ammunition have to be proofed and separate range tables drawn up, as the performance of the Korean ammunition is inconsistent and inferior to Russia’s own production.  The North Korean shells are also prone to exploding in the breach, if loaded into barrels which are hot from high intensity fire missions.

Russia is also known to receive shipments of 122mm and 152mm ammunition shells from Iran, albeit in lesser volumes. Iranian exports have tended more towards the supply of drones and missiles. Iran ships weapons through the Caspian ports of Bandar-e Anzali and Amirabad to either Kaspiysk in Dagestan or the Volga-Don trans-shipment port at Olaya. On January 2 this year, Iranian social media images showed Iranian air defense and truck-mounted Fath-360 tactical ballistic missile systems (comparable in capability to the M142 HIMARS) at the dockside at Bandar-e Anzali prior to loading.

 

Saronic, a start-up launched in 2022 to focus on autonomous vessels for defense systems, acquired Gulf Craft, a Louisiana-based shipbuilder, to accelerate its growth into autonomous shipbuilding. The company says it gives it an immediate capability in shipbuilding as it also unveiled its concepts for a next-generation 150-foot vessel named the Marauder.

Gulf Craft located in Franklin, Louisiana is a custom builder of aluminum boats. Established in 1965, the company builds ferries, offshore support, and other commercial vessels. 

"Today marks a significant milestone in Saronic's expansion into autonomous shipbuilding and lays the foundation for our vision of our larger, next-generation shipyard, Port Alpha," said Saronic CEO Dino Mavrookas. "While we actively search for a home for Port Alpha, this acquisition gives us the immediate capacity to meet urgent customer needs for larger autonomous vessels and the flexibility to scale to address emerging commercial and defense applications of these advanced systems." 

Saronic announced in February 2025 that it had completed its next round of funding raising $600 million in its Series C round. Having invested in developing and expanding its manufacturing capabilities for its small ASVs over the past two years, the company outlined its vision for a new shipbuilding base that it calls Port Alpha. It said the new shipyard would be capable of delivering new classes of autonomous ships at the speed and scale needed to protect and defend the maritime domain.

The company reports the acquisition of Gulf Craft provides a strategically located shipyard on the Gulf Coast that will serve as the prototyping and production hub for its medium unmanned surface vessel (MUSV) fleet. The yard provides the infrastructure and skilled workforce it says will be needed to develop, rapidly iterate, and scale the production of Saronic's MUSVs today and into the future. Saronic has retained Gulf Craft's workforce and expects to create more than 500 new jobs over the next 3-4 years. In addition to bringing on skilled shipbuilders, welders, and electricians, Saronic anticipates creating new roles for engineers, technologists, and naval architects to develop and scale production of its MUSVs. 

 

Gulf Craft builds aluminum commercial vessels at its shipyard in Louisiana (Gulf Craft)

 

The acquisition adds nearly 100 acres to Saronic's footprint, supporting both immediate MUSV development and production as well as capacity for significant expansion. Saronic plans to invest more than $250 million directly into the shipyard, which will encompass large facility upgrades that will enable it to apply a first-principles approach to shipbuilding. This includes modernizing infrastructure, acquiring new machinery, and updating the facilities while focusing on building a production system engineered for speed, scalability, and quality. These upgrades will support a rapid capacity ramp-up, enabling Saronic to deliver up to 50 unmanned ships per year.

The company also unveiled Marauder, a 150-foot Autonomous Surface Vessel (ASV) designed to support a wide range of missions for the U.S., its allies, and commercial customers. With a payload capacity of 40 metric tons, the autonomous ship is designed to travel up to 3,500 nautical miles or loiter for 30+ days, depending on mission requirements. 

 

Meet the newest member of Saronic’s family of Autonomous Surface Vessels. Bayou-born. Mission-ready. Marauder.

At 150-feet, Marauder is a medium unmanned surface vessel (MUSV) that will integrate the same proven autonomy stack used across Saronic’s existing ASVs. This new vessel… pic.twitter.com/A51DKOSl2t

— Saronic (@Saronic) April 16, 2025

 

Marauder is designed to be fully unmanned and will integrate the autonomy stack used across Saronic's existing family of ASVs. The vessel incorporates Saronic's vertically integrated approach, disciplined engineering philosophy, and strong domestic supplier network.

As part of its long-term vision, Saronic says it intends to invest over $2.5 billion to develop Port Alpha, which it calls the world's most advanced shipyard, designed to produce hundreds of unmanned vessels annually. It looks to align its operations with the national efforts to revitalize the U.S. shipbuilding industrial base and capitalize on the U.S. Navy’s growing interest in future autonomous systems.
 

 

On Wednesday, a fire broke out aboard a ro/ro cargo ship at the port of Zeebrugge, Belgium, prompting an immediate - and successful - emergency response. 

Ro/ro fires are a serious issue, and the growing popularity of electric cars has made the potential consequences more severe. Fires can spread rapidly within enclosed ro/ro decks, and EV fires are even harder to put out. New industry guidance calls for operators to respond with evacuation, ventilation shutdown and initiation of CO2 flooding very early in the firefighting process - before the fire can spread or injure anyone.

At about 1500 hours, a fire broke out aboard the ro/ro cargo vessel Delphine at the CLdN terminal in Zeebrugge. The blaze started on the third deck, which contained 60 electric vehicles and 40 conventional cars. The captain opted to fully evacuate the ship's 26-member crew, but stayed aboard to coordinate as firefighters and other first responders from shore came aboard to assist. Four firefighting tugs also arrived on scene to provide cooling water on the starboard side. 

Forse brandweerinzet in haven van Zeebrugge. Er woedt brand op een schip met o.a. elektrische auto’s.
via https://t.co/fQc7F5f1tp
Alarmering via https://t.co/tspq2kFNhN pic.twitter.com/fX6ktq5JQ3

— Aart van Oosten (@yellow_flame) April 16, 2025

To defeat the fire, the master ordered the space closed off and the CO2 system was activated. The fire suppression system worked as designed, and the fire was brought under control, according to port vice-chairman Dirk de Fauw. "There was a lot of smoke from the electric cars, which also made the extinguishing work more difficult," he said. 

The fire department is aware of the possibility of a reflash and is standing by overnight, de Fauw told local VRT. The fire department said in a statement that it was trucking in a fresh supply of inert gas to release into the hold in order to displace any intrusion of oxygen. 

"The vehicles are no longer burning, but as soon as fresh air comes onto the deck we will have a resurgence," the brigade told HLN. "We have to avoid that. For that reason, we will blow nitrogen into the deck that we will have brought over from Antwerp. Although it is still not certain that the situation will be under control."

Responders believe that 60-70 vehicles in the hold have burned out, but the full extent of the damage remains to be seen. No injuries or pollution have been reported, and containment barriers have been deployed to keep any contaminants from spreading. 

Top image: Port of Zeebrugge (Sebaso / CC BY 4.0)

 

The Norwegian Storting (Parliament) has confirmed the requirements and schedule for the regulations to move passenger and ferry shipping to zero emissions while sailing within the country’s World Heritage fjords. The first phase is set to start in 2026 and progress as technology becomes available for larger ships to sail with zero emissions.

The process of developing the regulations began in 2018 with the Norwegian Maritime Authority. Implementation however has been delayed as they worked to define the scope of the regulations and waited for technology to advance to the level required to maintain shipping while achieving the goals.

“The process of developing zero-emission requirements for the World Heritage fjords has been long and demanding, both for the industry and for the Norwegian Maritime Authority,” said Alf Tore Sørheim, Director General of Shipping and Navigation. “Now that new provisions have been adopted, it is important to highlight that they provide the clarity the industry has long awaited. This ensures predictability and offers the opportunity to comply with the requirements.”

The first phase is just eight months away. As of January 1, 2026, passenger ships of less than 10,000 gross tons will have to meet the zero-emission requirement for the World Heritage fjords, which include Geirangerfjorden, a primary destination for the cruise industry, as well as Nærøyfjorden, Aurlandsfjorden, Sunnylvsfjorden and Tafjorden. All passenger ships, including ferries, must meet the requirement, but for larger ships of 10,000 gross tons and above it will be phased in with the requirement to sail with zero emissions as of January 1, 2032.

The Minister of Climate and Environment, Andreas Bjelland Eriksen, describes the legislation as a significant breakthrough for the World Heritage fjords. It is a key step in Norway’s overall sustainability programs and a commitment to the tourism industry.

The authorities note that the zero-emission requirement is technology-neutral and does not prescribe specific solutions. It is up to the operators in the World Heritage fjords to use energy sources that do not emit carbon dioxide (CO?) and methane (CH?). However, when such energy sources are used, there are requirements for greenhouse gas emission reductions, in accordance with the EU regulatory framework.

As part of the final test of the regulation, the government determined that passenger ships may use biogas as an alternative fuel, but that when biogas is used as an alternative fuel, it must be kept separate from fossil fuels until it is bunkered. In addition, the biogas must be bunkered within the final month before the ship enters the World Heritage fjords, and the amount bunkered must correspond to the amount expected to be used during the voyage through the fjords. Biogas sourced from the gas grid, accompanied by a certificate based on a mass balance system, does not meet the requirements for operating in the World Heritage fjords.  

It also includes a requirement that ships must use shore power where available. The Storting also agreed to create shore-side electricity in the city of Flåm. It is allocating NOK 100 million ($9.5 million) in support of a shore power project.

Norway is at the forefront of developing technologies including batteries for its ferries as well as alternative fuels. In 2022, coastal ship operator Havila ran the first demonstration of a passenger ship operating solely on batteries in Geirangerfjord. Competitor Hurtigruten has also released its concept designs for a zero-emission passenger ship.
 

 

North Korea has been a significant supplier of munitions to Russia for use in the conflict in Ukraine since 2022. This flow has included 152mm and 122mm artillery munitions, RPGs, and Grad rockets, critical for sustaining Russia's war effort. According to RUSI, by October 2023 an estimated 10,000 standard containers had been shipped. Now there are far more.

There have been multiple weapons transshipments from the DPRK’s port to Russia’s port in the Far East throughout 2023, 2024, and now 2025. The transportation was conducted through a sea lane between North Korea’s Rajin Port and the Dunai Military Facility in Russia, then rerouted via train through Tikhoretsk, not far from Rostov-on-Don and closer to the frontline.

According to NK Insight, satellite imagery shows that Rajin Port’s Pier 2 exported around 6,500 containers to Russia between June 2024 and February 2025. Recent analyses by Reuters and the Open Source Center indicate that the scale of arms shipments could be even larger than that: According to their findings, between September 2023 and March 2025, approximately 15,800 containers were transferred from Rajin Port in North Korea to the Russian ports of Dunai and Vostochny. Reuters made a conservative estimate that these shipments included of 4 to 6 million artillery shells, alongside other military supplies.

Based on NK Insights’ data for June 2024 to February 2025, and our evaluation based on the size and weight constraints of standard shipping containers, we estimate that the 6,500 containers shipped during this nine-month period may have contained approximately 400,000 RPG-7s, 200,000 Grad rockets, and 500,000 artillery munitions (assuming a mix of cargo). Drawing on our previous work on the North Korean arms trade, we estimate that the contents of these 6,500 containers would be worth approximately $3.25 billion.

In return for these weapons, North Korea likely receives advanced technology (possibly spy satellite and submarine warfare capabilities), luxury goods, and other needed commodities, including crude oil. This support is crucial for its nuclear program.

The shipment numbers are significant, and it is rightly believed that without North Korean munitions, Russia couldn’t keep up its high rate of consumption in the war in Ukraine. At the same time, North Korea is receiving oil by sea from Russia. Since the value of the exchange is so high for both sides, the relationship between Russia and North Korea is likely going to be stable in the short to medium term. This deepening alignment between Russia and North Korea has significant geopolitical implications for East Asia and the international order, potentially leading to a more combative North Korea.

Dr. Giangiuseppe Pili is an Assistant Professor in the Intelligence Analysis Program at James Madison University. He was previously a Research Fellow at Open Source Intelligence and Analysis at the Royal United Services Institute and is now a RUSI Associate Fellow (Proliferation and Nuclear Policy). He is a Senior Non-Resident Associate Fellow at NATO Defence College.

Cosimo Meneguzzo is an expert in business and economic analysis, as well as economic development. He has extensive experience consulting for private manufacturing and service companies, in addition to supporting public entities in policy formulation and implementation. He has founded innovative ventures and collaborated with research institutions and universities. His main publications focus on new technologies and the circular economy.

Top image: Port of Rajin, North Korea (Catriana Nicholson / CC BY SA 2.0)

In the face of global uncertainties and the potential impact on shipping from the trade war unleashed by Donald Trump, shipowners and the seafarers’ unions agreed to a better than six percent increase in monthly wages over the next three years. It comes after key agreements last week adding a designation as key workers and strengthening repatriation and shore leave for seafarers.

Director of the International Labour Organization (ILO) Sectoral Policies Department Frank Hagemann highlighted that the agreement came about as part of a “wholly unique global collective bargaining forum.” It was noted that maritime transport is the only industry with a formally recognized global minimum wage. Dating back to 1958, the agreement sets every three years the global minimum wage for seafarers.

The International Labour Organization led with meeting in Geneva on April 14 and 15 with the Subcommittee on Wages of Seafarers of the Joint Maritime Commission (JMC). Shipowners and seafarers’ unions from around the world, coordinated by the International Chamber of Shipping (ICS) and the International Transport Workers’ Federation (ITF), meet to discuss the issues and negotiate the elements of the Maritime Labour Convention and wage agreement.

The wage portion of the talks highlighted the escalation in global trade tensions reports the International Chamber of Shipping. It said both sides expressed concern about the “current cloud of uncertainty” and prospects of a potential full-scale trade war. They recognized that the world’s nearly two million seafarers would be caught in the middle and impacted by a slowing in global trade. This comes after a period of high global inflation during the recovery from the COVID-19 pandemic.

The terms of the wage agreement adopted yesterday call for a total 6.2 increase in the monthly minimum wage for seafarers between January 1, 2026, and January 1, 2028 (an increase from $673 a month as of January 1, 2025, to $715 per month as of January 1, 20208). Seafarers will receive a 2.5 percent increase in the first year followed by 2 percent and 1.6 percent in the following years.

“This agreement strikes a careful and considered balance between recognizing the vital contribution of seafarers and maintaining the commercial sustainability of the global shipping industry,” said Pål Tangen of the Norwegian Shipowners’ Association and spokesperson for the shipowners’ group during the meeting. “These are not ordinary times, and this resolution reflects our respect for their service while ensuring that shipowners can continue to operate in a highly competitive and volatile global market.”

During the meetings on the MLC, master contract for global seafarers, the discussions focused on the hardships encountered during the pandemic. The designation as key workers, seafarer repatriation, and visa-free shore leave were key elements. They also enhanced protections against bullying and harassment and added a new recommendation to provide reference materials on medical care for seafarers. These will go into effect by December 2027.

“Last week we made an important breakthrough with recognition of seafarers’ key worker status in the Maritime Labour Convention. This week we have taken a further step to improve their welfare through pay rises that both retain and increase the value of the ILO AB minimum wage, taking into account increases in the cost of living since 2022,” said Mark Dickinson of Nautilus International and spokesperson for the seafarers group.

Both the wage increase and the revisions to the MLC require approval by elements of the ILO. The contract terms will be presented at the 113th session of the ILO’s International Labour Conference in June. The wage increase will be submitted for approval at the ILO’s Governing Body in November.  The next meeting of the Special Tripartite Committee on the MLC is set to take place in April 2028.
 

A day after Iran’s Foreign Ministry confirmed that indirect talks are underway with the United States, the Treasury Department moved to further increase the pressure targeting a Chinese customer of Iran’s oil and more tankers involved in the trade. It was the second time the U.S. has targeted a private, so-called “teapot refinery” in China.

Since declaring a campaign of “maximum economic pressure” on Iran, the Trump administration has now enacted six rounds of sanctions targeting Iranian oil sales. A month ago, the first private refinery in China was sanctioned along with a terminal operator.

Today’s action added a second Shandong Provence-based refinery, Shandong Shengxing Chemical Company, to the sanctions. OFAC reports the refinery has received “dozens of shipments of Iranian crude oil worth more than a billion dollars.” According to the statement, between March 2020 and January 2023, Shandong Shengxing sent more than $800 million in wire transfers to China Oil and Petroleum Company Limited (COPC), an IRGC-QF front company that aided in selling Iranian oil to China. COPC the U.S. says laundered billions of dollars through the U.S. financial system in support of the IRGC-QF, $108 million of which was seized by the U.S. Justice Department.

“Any refinery, company, or broker that chooses to purchase Iranian oil or facilitate Iran’s oil trade places itself at serious risk,” said Secretary of the Treasury Scott Bessent.  “The United States is committed to disrupting all actors providing support to Iran’s oil supply chain, which the regime uses to support its terrorist proxies and partners.”

The action is also adding five tankers to the sanctions, including one flagged in Cameroon (Reston – 115,482 dwt) and four flagged in Panama (Bestla -306,206 dwt; Egret – 299,868 dwt; Nyantara – 113,033 dwt; and Rani – 107,123 dwt). According to the U.S., the vessels have been involved in ship-to-ship transfers with sanctioned tankers and shipped billions of dollars worth of Iranian oil, including to Chinese refineries. The U.S. also listed the associated shipping companies in Panama, Malaysia, Marshall Islands, and Hong Kong associated with these tankers.

The Islamic Republic News Agency yesterday reported that the Iranian Foreign Ministry expected a “second round of indirect talks with the United States” to take place in Oman on Saturday, April 19. Iran's Supreme Leader Ayatollah Ali Khamenei wrote on X that a first round of talks had already been executed.

The Trump administration says it will continue to pressure Iran into a new agreement. It has also increased the attacks on the Iranian-backed Houthis in Yemen all as part of the pressure campaign. However, it also confirmed that U.S. Middle East envoy Steve Witkoff spoke directly with Iranian Foreign Minister Abbas Araghchi. The White House termed the first discussions as "very positive” and “constructive."

 

[By: Inmarsat Maritime]

Inmarsat Maritime, a Viasat company, has announced Caribe Tankers USA, Inc (CTU) will trial Inmarsat’s fully managed bonded connectivity service, NexusWave, on board the chemical tankers Caribe Maria and Caribe Luna: as the US-based company seeks an ultra-reliable solution to best serve operational and crew connectivity.

By combining multiple network underlays in one fully managed, bonded solution, Inmarsat’s NexusWave enables applications to leverage the aggregate capacity of all available networks rather than relying on one underlay at a time. This unique network-bonding approach allows NexusWave vessels to maintain a seamless, consistent connection to high-speed internet with global coverage, unlimited data, and managed performance levels.

As a result, this new technology will allow vessels to meet new connectivity demand and crew can enjoy a home-like connectivity experience whether the ship is sailing in open waters or anchored at a busy port. This in line with Caribe Tankers’ objective as the company looks to retain and attract the best seafaring talent.

Jason Holden, CTU Manager, said: “As a 24/7 commercial and operational shipping management company, we understand the importance of being able to communicate at any time to and from the vessels for business demands. More importantly, providing crew fast and reliable internet has notably improved productivity on board.

Reliable, high-speed Internet is an increasingly important ingredient in fostering a happy, loyal and healthy working environment. Evidence suggests that Inmarsat’s NexusWave will meet our requirements for crew as well as operational connectivity. We look forward to seeing the results of our collaboration.”

The decision to trial Inmarsat NexusWave also reflects Caribe Tankers’ requirements for reliable and consistent communication services, where the company considers certainty in the connectivity a requisite for supporting daily operational needs.

Logan Murray, Account Manager, Inmarsat Maritime, said: “Caribe Tankers’ using NexusWave is the latest endorsement of the power of bonded connectivity. Our fully managed solution delivers unparalleled speeds and reliability – with the convenience of working with a single trusted partner that understands the maritime industry’s unique challenges. For operators, this means certainty and connected confidence regardless of the size of their fleet and the nature of their operations.”

[By: Norsepower]

Norsepower, the global leader in wind propulsion, has signed a strategic Memorandum of Understanding (MOU) agreement with COSCO Shipping Heavy Industry Equipment (Nantong) Co., Ltd. (CHIC) to accelerate the serial production, sales, installation, and service of Norsepower Rotor Sails™ in the region.

The partnership builds on Norsepower Rotor Sail™ Factory in Dafeng, China. This is the world’s first factory specializing in rotor sail manufacturing, which guarantees the needed capacity and high-quality in serial production of Norsepower’s products. Combined with this factory and Norsepower’s exclusive production hub in Poland, the new cooperation with CHIC strengthens the company’s ability to meet growing global demand.

By leveraging CHIC’s extensive resources in shipbuilding and offshore equipment, the collaboration will drive innovation in wind propulsion and further integrate Norsepower Rotor Sails™ into the regional market. The partnership aims to provide shipping companies with practical, cost-effective solutions to reduce fuel consumption and emissions in line with tightening IMO regulations.

Heikki Pöntynen, CEO of Norsepower, commented: "This agreement marks a significant step forward in expanding access to wind propulsion solutions in China. By combining Norsepower’s technology leadership with CHIC’s shipbuilding expertise, we are creating a strong foundation for advancing sustainable shipping. We will achieve breakthroughs in both product supply efficiency and application expansion. We look forward to building on this collaboration and exploring further opportunities together."

Zhang Jianxin, Deputy General Manager of CHIC, added: "We are excited to partner with Norsepower to advance wind propulsion technology. This cooperation will enhance innovation across product design, manufacturing, and business development, ensuring we deliver high-quality, energy-efficient solutions for the shipping industry."

With increasing regulatory pressure to decarbonise shipping, Norsepower’s partnership with CHIC underscores the growing momentum behind wind propulsion. By combining expertise and resources, both companies are committed to accelerating the adoption of sustainable products and supporting the industry’s transition to a low-carbon future.

[By: DM Consulting]

Hosted by DM Consulting:

The International Dry Dock Conference/Advanced Training Forum is set for 4-5 June 2025 in Providence, Rhode Island, United States. Continuing a long tradition of excellence, this is the eleventh in an extraordinarily successful series of international conferences held on a tri-annual basis since 2000. There will be opportunities for all involved in the industry to take part in discussions and share knowledge and experiences. The conference provides advance training for those in the dry dock industry. Past participants included representatives of shipyards,
government agencies, engineering/consulting firms, maritime organizations, and ship/vessel operators from six continents. The Conference series is internationally recognized as an outstanding opportunity to network with hundreds of practitioners, researchers, and specialists at the leading edge of the dry dock/drydocking profession. Numerous topics with valuable technical information will be shared with attendees.

About the Conference
This immensely successful series of conferences has consistently drawn an international audience who come to share their knowledge and learn from the experiences of others. The
papers and presentations promise to cover a broad spectrum of topics dealing with a multitude of issues facing the community. Conference attendees will leave with a greater understanding of the challenges faced by their peers and gain valuable insight into how those challenges were overcome.

Conference objectives are:

• Provide industry experts who have extensive experience in solving design, environmental, financing, construction, planning, and maintenance programs that are specific to the industry.
• Provide methods to increase efficiency and productivity, enhance performance to help the bottom line by sharing information and knowledge.
• Provide suppliers who can provide the latest tools and technology that will benefit everyone.
• Provide networking opportunities with peers from around the world to learn what they are doing to solve similar problems and launch innovative solutions.

Technology
Technology is playing an increasingly vital role in addressing the complexities of drydocking. For example, materials like rubber and composite blocks are being used as alternatives to
traditional wooden supports. These materials not only reduce environmental waste but also offer improved reusability, making them a practical and sustainable choice. Similarly, automated systems for block positioning have streamlined preparation processes, reducing both the time required and the potential for error. The conference will serve as a hub for exploring these technologies in detail. The event will feature presentations and discussions led by industry experts, offering insights into how these tools are being implemented and the challenges associated with their adoption. Attendees will have the chance to learn from real-world case studies, discover the best practices and explore how modern technologies can be integrated into their operations.

Shipyards Stuck in the 20th Century
Shipyards should take advantage of the technological advances that avail themselves to this industry. In recent years there have been several exciting developments that show great promise to improve the speed, safety, reliability, and costs of drydocking techniques. The latest innovations available allow shipyards to be more competitive in the maritime industry. By comparison, frenzied adoption of modern technologies has permeated nearly all industries in this modern age, but one industry that remains relatively unchanged by new advances is the drydocking industry. In drydocking, vessels are handled and supported out of the water, which puts the vessel at risk for damage. This is a large liability; and so changing procedures, or testing new supports is undertaking a lot at risk. Shipyards will forgo these changes for the more familiar options, which hinders dry dock and drydocking technological advancements, leaving the drydocking industry with 20 th century technology.

The urgency to take on these modern technologies has to do with the current state of international affairs. Countries with higher levels of regulations are losing work to countries without regulations. Regulations result in safer evolutions for the vessel and the crew, although it also drives up cost. For example, cleaning and painting the hull of a vessel can require a trained union worker with mandatory breaks, scaffolding, shrouding, and more. Without regulations, poorly trained hourly employees can achieve a similar result with just a ladder -but it is not as safe, the labor is not paid as fairly, and the ecological damage is completely ignored. The only way for highly regulated countries to compete is with the use of technology. Automation, improved methods, and better materials are examples. It is time to start thinking smarter.

Physical Support Systems
Ship Support Systems-Vessels with shaped hulls must be carefully supported during the drydocking process. Current methods of drydocking require cutting large timber blocks to the shape of the hull. Replacement of traditional dry dock blocks with modern support systems can reduce preparation time, be more environmentally friendly, and more cost effective. Modern support systems include bilge supports, towers, shores, or chains. These systems are existing systems available off-shelf. The benefits of using these systems include:

• Time – can cut dock preparation time by 50% for each drydocking
• Environmental – reduces material waste 50%
• Costs – can reduce material/labor costs by 60%
• Risk – can increase safety for the vessel and the dry dock crew

Shore Ship Support System

Ship Handling/In-Haul Systems- These systems ensure the ship is safely and efficiently brought into the dry dock. The positioning system makes sure the ship is precisely where it should be so the landing can be correctly on the blocks/cradle. Several existing systems are installed and in use. The benefits of using these systems include:

• Time – Quick and precise positioning
• Costs – Reduced man-hours for an operation
• Risks – Controlled ship movement operations

Ship In-haul System

Ship Support Systems- The most common system for drydocking today uses wooden blocks to
support the ship. Wood has desired strength and crush characteristics that are advantageous. The height and angle of the blocks are adjusted to the correspond to the dimensions of the of each ship that is to be drydocked. The side blocks are processed into a 3-dimensional curved surface to conform to the ship’s hull shape. Curved processing requires expert skills and is time consuming. There has always been a need for blocks that do not need curved surface processing and that are reusable. Replacing wood with other materials with similar desired strength and crush properties that are reusable has advantages such as less consumption of wood and ease in achieving the desired curved surface.

Rubber Blocks

Dry Dock Work Enhancement Systems- Propeller/thruster removal and automated paint removal systems-These systems can improve the work processes once the ship drydocking is completed.

Propeller Removal System

Information Technologies
Block Positioning Systems - Enhance and improve the block placements on the dry dock floor. These automations can save many skilled man-hours in preparation, placement, and checking of blocks.

Block Positioning System

Software Systems - Software that is specifically designed to support drydocking vessels can save time and money. It provides guidance to assist personnel in the preparation and planning phases of the operation. Existing programs are designed solely to guide dry dock personnel through the planning and calculations of dry docking/undocking vessels. Naval Architecture software programs can be used to assist drydocking calculations; however, they are difficult to use. 

Program features include:

• Drydocking and Undocking Calculations
• Ship Loading Calculations
• Dry Dock Loading Calculations
• Emergency Loading Calculations
• Tidal Graph Generator
• Pumping Plan Generator (floating dry docks)
• Calculates in US or Metric Units

The program is an accurate, time saving tool for the individual tasked with ensuring safe dry docking and undocking evolutions. All the standard drydocking and undocking calculations can be computed using the program including ship size; load limitations; ship stability; corrections for list and trim and dry dock loading.

Software System Screen

 

Dry dock control systems-Safety and efficiency can be improved by automated dry dock control systems. -The control of a floating dry dock is difficult. One must pump and flood many tank groups against the dynamically changing deflection caused by taking the load of the ship, pumping against tides, waves, all while fighting free surface. The control of a floating dry dock is difficult requiring experience and knowledge during drydocking operations. Many floating dry dock accidents that result in damage to the dry dock, vessel, and personnel have occurred due to mis-operation of the dry dock. Safety and efficiency are improved using automated systems. 

 

Display Screen from a Dry Dock Control System
3D Scanning -3D Scanning vessels in or out of the water can provide detailed information about a dry dock, and vessels in or out of the water. Drydocking, especially in the commercial industry, can be risky due to misinformation or a general lack of information. 3D Scanning provides critical information on hull shape and appendages. This ensures certainty in drydocking and reduces the risks. There is no better source of information on a vessel than a 3D scan. 

Attend the Conference
Integrating modern technology into dry docks and drydocking can improve the speed, safety, reliability, and costs of drydocking. Technology will continue to help us shape our future both professionally and personally. Those working in shipyards will play a key role in modernizing the drydocking industry. The industry would be wise to take advantage of technology for the benefit of their businesses and customers. There are more drydocking technological advancements available to the industry. Additional technologies and ideas are available. They include; Common user facilities (increases competition in the industry), dry dock ramps/elevators (improves access to the dry dock), dry dock gates (replaces caisson and connected operations), fiber reinforced blocks (replaces steel reinforced blocks and does not rust), and cameras/remotes/drones/scanners (updates information available before or during a drydocking). 

As the drydocking industry continues to adapt to changing demands, technology will play an increasingly significant role. The 2025 International Dry Dock Conference/Advanced Training Forum will provide a practical and informative setting for understanding these changes and how they can benefit organizations across the sector. For those invested in advancing their knowledge and improving practices, this event offers an excellent opportunity to stay informed and engaged.

Go to https://www.drydockconference.com for more information or to register for the conference.

[By: WinGD]

Swiss marine power company WinGD is to integrate hybrid power and energy systems on four 136,000 DWT, wind-assisted tankers under construction for Union Maritime Limited (UML). The agreement marks the first time that WinGD’s X-EL Integrated Energy solution will be deployed with wind-assisted propulsion systems, ensuring optimal use of power generated by the main engine and the sails onboard.

The vessels will be built by Xiamen Shipbuilding Industry Co, with WinGD configuring the hybrid power system, installing a shaft generator for the main engines, coupled with the WinGD X-EL energy management system. The system will optimise the power and electrical distribution between the engines, shaft generator in a power-take out mode and sails, allowing for efficient energy use in extended ranges and all operating conditions. The vessels are also the first on which WinGD will apply its integrated energy system to third-party main engines.

WinGD Head of Integrated Energy Solutions Stefan Goranov said: “To maximise the energy savings from wind-assisted propulsion, operators need an energy management system that can optimise engine and electrical power in response to the available wind power. Our expertise in system integration and control of two-stroke-based hybrid energy systems enable us to optimise the efficiency and reliability of operations of a vessel with wind-assisted propulsion. UML’s new vessels will be a showcase for the efficiencies that can be achieved through holistic energy management based around the main engine.”

Union Maritime Limited Head of Technical Bhuvnesh Dogra said: “Our ambition is to build the most energy efficient vessels on the market and we believe wind-assisted propulsion is a key element in achieving that. So too is effective energy management across the vessel. WinGD’s X-EL solution, managing overall energy use while using the fuel-efficient main engine to generate auxiliary electrical power, will be an important contributor to the efficiency of these vessels.”

WinGD X-EL Integrated Energy Solutions have been used by vessels in service since 2022. By using the power margin of the main engine, rather than the auxiliary engines traditionally used to generate electricity onboard, the solution delivers more fuel-efficient energy production and greater flexibility in how power is managed across vessels. WinGD’s unique expertise in two-stroke engines means that the company can optimise electricity generation potential, while its state-of-the-art digital capabilities support both the configuration of the initial energy system – including its control strategies - and its subsequent management and in-service optimisation.

WinGD X-EL Energy Management can tailor integrated energy systems for any vessel powered by any make of engine. Configurations can include energy storage such as batteries and fuel cells as well as other energy recourses including wind-assisted propulsion.

[By: Cobham Satcom]

Cobham Satcom, a global leader in maritime safety and satellite communication technology, has released a significant update to its SAILOR 6110 mini-C GMDSS system. Available from today, the new software version unlocks printerless operation, aligning with the International Maritime Organization's (IMO) Resolution MSC.434(98) and supporting the maritime industry's shift towards digitalization.

The SAILOR 6110 GMDSS system has long been a trusted solution for distress and safety communications and is now the only mini-C system available to offer printerless operations onboard. With this latest update, vessels can remain fully compliant with IMO regulations without the need to install a printer. Instead, messages can be stored within Integrated Navigation Systems (INS) or other approved external backups. This change reflects the growing momentum toward smarter, more integrated bridge systems that enhance efficiency, reduce complexity, and support environmentally conscious operations.

The elimination of onboard printers brings a number of operational, cost and sustainability advantages. It helps to lower noise levels on the bridge, reduces the environmental footprint by removing the need for paper, and simplifies ongoing maintenance while delivering cost savings across the vessel’s lifecycle. For fleet operators, the move also means fewer components to manage and greater flexibility when configuring GMDSS-compliant setups.

Printerless operation is enabled via a new software release for the SAILOR 6018 Message Terminal, which forms part of the SAILOR 6110 mini-C GMDSS system. The update also delivers a range of safety and usability enhancements, including improved visibility of incoming distress alerts on the connected Alarm Panel and more robust handling of Bridge Alert Management (BAM) warnings to support better onboard situational awareness.

“By embracing fully digital GMDSS operation, we’re helping our customers improve efficiency, reduce costs, and minimize environmental impact,” said Niels Peter Agdal, Product Management, Cobham Satcom. “With more than 40 years of leadership in GMDSS innovation, Cobham Satcom continues to evolve its technology to meet changing regulations and the real-world needs of modern shipping.”

The new SAILOR 6110 mini-C GMDSS system software has been successfully type approved under EU Marine Directive (MED), UK Marine Mark (UKMA) by TÜVSÜD UK, and China Classification Society (CCS). It is available now via Cobham Satcom’s Partner Portal, along with an updated Declaration of Conformity and a new Technical Note (95-163805-G) outlining the full capabilities of the release. End-users can access the new functionality by contacting their local Cobham Satcom dealer, reseller or service partner.

Authorities are investigating an incident that took place late on April 15 between an unidentified bulker and “multiple small craft” in the Gulf of Aden. The vessel reportedly was able to evade the small boats, but there are reports of shots fired before the small crafts left the vicinity.

It is unclear if the incident was pirates, the Houthis, the so-called Yemen Coast Guard, or others. The UK Maritime Trade Operation issued a warning about the incident which was the first since 2024. The Houthis in January suspended their attacks linked to the Gaza ceasefire but had recently warned they would resume attacks on ships linked to Israel. They have not commented on yesterday’s incident.

UKMTO reports the vessel was 100 nautical miles east of Aden, Yemen. The multiple small crafts followed the bulker for approximately two hours. The master reportedly altered course towards the Yemeni coast. 

The report says that shorts were fired but security analysts Neptune P2P Group notes it is unclear if the shots came from the small craft. They note the shots could have been from security guards aboard the merchant ship.

While the incident could have been piracy, the analysts at Neptune note it is unusual for the pirates to operate with multiple crafts or as far east in the Gulf of Aden as this incident. They note it could have been the Yemen Coast Guard due to the vessel’s proximity to the coast or possibly fishermen. They note that local fishermen are known to carry guns to protect their equipment and fishing catch.

Neptune reports that over 20 fishing vessels as well as four commercial ships have been hijacked since Somali pirates retuned their attacks on ships in November 2023. While two fishing vessels were robbed earlier this year and a third taken hostage in late 2024, the attacks on commercial vessels stopped earlier last year after the Indian Navy and others intervened to rescue vessels that had been boarded by pirates.

The ICC International Maritime Bureau in its quarterly report yesterday, April 15, noted the recent attacks demonstrate the continued capabilities of Somali pirates. Recognizing this, the EU also extended its efforts in the region for two more years till early 2027.

UKMTO is advising vessels to use caution and report incidents while the authorities investigate to determine if it was pirates or other crafts attempting to approach the merchant ship.
 

 

Between 2022 and 2024, Philippine fishermen found five suspicious seaglider drones in a variety of locations between Luzon and Mindanao. An American-assisted forensic review of the devices shows that they were designed to collect data that could be used for "underwater warfare," according to the Armed Forces of the Philippines.

In a press conference Tuesday, AFP spokesman Rear Admiral Roy Vincent Trinidad said that the devices were found in locations that are "important strategically in the defence and security not only of the country, but for international maritime navigation." Three were in the Taiwan Strait off Luzon; one was found off Masbate, near the center of the Philippines' internal waters; and one was found off Mindanao, the southern end of the archipelago. "Most likely, these were dropped by a mothership," he said. 

Trinidad said that they were capable of collecting data "beyond navigation." The sensor package aboard could be used to measure bathymetry, water depth, salinity and temperature - all essential data for operating or hunting submarines. Jonathan Malaya, a member of the National Task Force for the Philippine Sea, told media that the drones were "in all likelihood deployed by China to map the Philippines' underwater terrain."

Out of the five drones, at least one had sent signals to China, based on a forensics exam of a cell SIM card found aboard the drone. "The last contact of the card was in mainland China," Trinidad said. Two drones also had Chinese markings. 

Based on the evidence, Trinidad put the probability that the drones belong to China at about 55-80 percent. Malaya went further, and said that the forensic data "allowed us to conclusively determine that they are of Chinese origin." 

Few nations make seaglider drones, and images of some of the devices displayed Tuesday appear similar to the Chinese-built "Sea Wing" (Haiyi) UUV developed by the Chinese Academy of Sciences, previously found in sensitive waterways in Indonesia in 2019-20. The AFP also displayed photos of an unusual all-black glider, fitted with larger protrusions fore and aft.

The reveal of the new forensic evidence comes just days ahead of the launch of annual U.S.-Philippine Balikatan defense drills. This year, 14,000 troops will participate, the majority from the United States. "It’s a defense plan being tested," Philippine Army Brigadier General Michael Logico told media. 

In time for the exercise, Google Maps has adopted the Philippines' name for waters in its western exclusive economic zone, an area that is also claimed by China. Users of the Maps app will now find a marginal sea with a Philippine sovereign name - the West Philippine Sea - just off the coast of Luzon and Palawan. The decision has angered Chinese commentators, who would prefer to continue the use of the name "South China Sea" for the entire region.  

 

The U.S. Coast Guard is asking industry for options to buy or build another off-the-shelf icebreaker design similar in size to the Aiviq (USCGC Storis) or Canada's Harry DeWolf-class. 

On April 11, the Coast Guard published a request for information (RFI) seeking "existing vessels or production ready vessel designs" for a small icebreaker class with specific requirements:

- At most 360 feet in length, 78-foot beam and 23 feet of draft
- Icebreaking capability of three feet thick at three knots 
- Range of 6,500 nautical miles 
- Endurance of 60 days
- Flight deck and hangar for one helicopter 

The type of vessel sought appears to align well with Canada's Arctic and Offshore Patrol Ship (AOPS), or Harry DeWolf-class, which meets all of these specifications. A vessel of this class would be smaller and less capable than the Coast Guard's medium icebreaker, USCGC Healy, or the service's long-delayed Polar Security Cutter (PSC). 

The RFI indicates that the Coast Guard has an interest in moving swiftly, as it is seeking a yard that can deliver within three years of a contract award. This would require a rapid wind-up at a capable yard or an open slot on a hot production line. Only a few shipyards in the world have recent experience producing thick-hulled icebreaking vessels, and all are located outside of the United States. 

The RFI could align with the goals of the ICE Pact, the joint icebreaker construction agreement that the Biden administration signed with Canada and Finland in 2024. In parallel with the ICE Pact, Canadian shipbuilder Davie proposed to use its expertise to open a yard in the United States to build icebreaking vessels - though this plan would require a longer timetable than the RFI's three-year maximum.