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.  

 

Following a period of website service outages last month, the U.S. Coast Guard has officially "retired" the Homeport site - its centralized web portal for regional safety alerts, mariner credentialing information, port security announcements and regulatory compliance tools. These functions will now be handled by temporary "workarounds," the service said, until the same functions are transferred to new "secure information systems." 

“We recognize that Homeport has been a trusted tool for mariners and the broader maritime community,” said Rear Adm. Wayne Arguin, Assistant Commandant for Prevention Policy. “We are committed to keeping these users informed and providing alternatives to the functions and information Homeport provided as we transition.” 

Homeport was developed to comply with the post-9/11 Maritime Transportation Security Act of 2002, and while dated, it was widely utilized by industry for everyday tasks. In addition to administrative forms and regulatory guidance, it included a full list of Captain of the Port (COTP) zones, and users could find all harbor status and navigation advisories from every COTP during hurricanes or emergencies. It also had tools that employers could use to confirm the validity of mariners' credentials and that mariners could use to track the status of credential applications. 

The Coast Guard cited "increased costs and system obsolescence" for the shutdown. It plans to replace Homeport with a new version of the site within 12-18 months, and the new tool will "provide users with the information they need in a more focused and secure format." 

For now, Homeport's functions will be handled by temporary workarounds, according to USCG 7th District. Merchant mariner credentialing queries will be handled directly by the National Maritime Center (NMC).

Other important Coast Guard legacy sites - like the portals for vessel inspection data, Coast Guard personnel wages, transfer requests, and fee payments - remain online. 

The Coast Guard's planned investment for an internal logistics and parts-tracking database upgrade, CG-LIMS, has recently been canceled to save costs. The service said that the "ineffective" CG-LIMS program's $33 million in funding will be redirected to address "emerging needs."

 

In a hearing Tuesday, the National Transportation Safety Board approved final conclusions from the investigation of the fire aboard the ro/ro Grande Costa D'Avorio at Newark in 2023. The investigators confirmed that the fire started when the Jeep Wrangler that longshoremen used as a pusher vehicle overheated and burned inside the cargo bay, catching other nearby vehicles on fire. 

Grimaldi ro/ros like Grande Costa D'Avorio carry thousands of used cars from the U.S. to Africa, including "forklift" cars that are so damaged that they won't roll and "non-runner" vehicles that have to be pushed aboard. Terminal operator Ports America's local unit in Newark was in the practice of using ordinary passenger vehicles as pusher trucks to shove non-running but still-rolling cars up the loading ramp and up the interior ramps inside the ro/ro. 

The pusher that caught fire was a Jeep Wrangler, and NTSB noted that it was in use in an "industrial application for which it was not intended." This particular vehicle model was subject to a recall notice because its transmission had a tendency to overheat under extreme offroad use. Overheating would cause the transmission fluid to boil out of the housing and contact hot engine parts or exhaust piping, where it would catch fire. To address this known problem, the recall required installing an audible hot oil alarm and a warning light on the dashboard; the Jeep had had this service done - but the alarm was just a warning, not a shutoff.

On the day of the fire, Grande Costa D'Avorio was loading 920 used cars for export, including nonrunners. At about 2100 hours, a longshoreman was driving the Wrangler on his 38th push run of the day up the ro/ro's interior ramps - a far heavier task than the offroading conditions addressed by Jeep's recall. He was shoving a nonrunner ahead when he heard a clunk, and he saw "fireballs" dripping from underneath the vehicle.

Security camera footage shows the Jeep Wrangler making its final run as a pusher vehicle (USCG)

Based on the recall notice, the evidence from the scene and the extreme duty cycle imposed on the Jeep, NTSB concluded that the casualty was caused by the decision to use a vehicle that wasn't designed for the application - resulting in its transmission oil boiling over and catching fire on hot engine parts. 

The Jeep operator was not able to get the fire out with an extinguisher, and the ship's fire alarm system went off, alerting the crew. 22 minutes after the fire was discovered, the master ordered the space sealed off and the fixed CO2 firefighting system discharged. However, the crew could not close the Deck 12 garage door because there was no external control to operate it. In order to close it, one crewmember would have had to stand inside the burning space, hold an actuator button down to shut themselves in with the smoke and fire, then make their way 120 feet aft to a ladder well on the port side - between tightly parked cars. (The lack of a button on the ramp side of the door was a SOLAS violation, according to NTSB, but the class society told the agency that it was acceptable because the door stays closed while at sea and does not need to be operated under way - only in port.)

The remains of the pusher Jeep, showing its retrofitted channel steel bumper (NTSB)

The captain agreed that closing the door with crewmembers on the fire side would be unsafe, so the garage door stayed open. The CO2 system was discharged anyways with the door still fully open; an ATF study performed after the fact found that if the crew had had a practical way to close the door, the CO2 would have put out the fire. 

When firefighters arrived on scene, the incident commander ordered a squad into the space to attack the fire. The local fire department's decision to open and close other compartment boundaries for moving personnel in and out further reduced the CO2 concentration and the fixed firefighting system's effectiveness, NTSB concluded, "ultimately increasing the severity of the fire." NTSB noted that this decision was contrary to normal marine firefighting practice. 

Two firefighters went missing in the space and a SAR effort began. The compartment's ventilation system was turned on to clear smoke - removing the rest of the CO2 and introducing fresh oxygen. The two missing men tragically lost their lives inside the space, and the fire burned for days. 

NTSB believes that the two firefighters were exposed to unnecessary risk when they were ordered into the CO2 flooding zone without being informed that it had been activated. The incident commander did not communicate the fact that the CO2 system had been discharged to the personnel entering the ship; at one point, a fire battalion chief even climbed a ladder well and opened a hatch to look in, despite the risk of asphyxiation on the other side. "His breath was taken away," said NTSB investigator Bart Barnum. 

NTSB found that most of the local first responders had not recently taken marine firefighting classes, and they were not familiar with the vessel's fire control plan or with CO2 flooding systems. "Lack of marine vessel firefighting training left the land based firefighters unprepared to respond to a vessel fire, resulting in an ineffective response that contributed to the fire's spread, vessel damage and led to the firefighters' casualties," NTSB concluded. 

Ultimately, NTSB's staff believes that local Newark firefighters should never have entered the space to fight the fire. "The best method to extinguish that fire was to work with the crew to close the Deck 12 door and allow the CO2 to function," said Barnum. 

The NTSB has issued a recommendation to AAPA to inform all port authorities of the risks of the dangerous misuse of passenger trucks as pusher vehicles. It also asked seaports to help out their local fire departments to increase awareness, adopt basic vessel familiarization and firefighter training among first responders.

NTSB also recommended that the Grande Costa D'Avorio's class society should change its guidelines to require SOLAS fire doors to be closeable from both sides. 

 

Less than a year after becoming the first port in Europe to offer shore power for large containerships, Hamburg, Germany is on track to complete the installation of shore power capabilities at all its terminals for large containerships. Testing commenced last week at the third of the port’s container terminals with officials saying they remain on track to provide shore power at all the large containership terminals by the end of this year.

The port is well ahead of the EU mandate requiring the use of shore power. Regulations mandating shore power be phased in starting in 2030 for containerships and passenger vessels over 5,000 gross tons. By 2035, all EU ports are required to have an on-shore power supply or alternative zero-emission technologies.

Last week, a further important milestone for the sustainable development of the Port of Hamburg was reached as the shore-side power station of the Hamburg Port Authority at HHLA Container Terminal Altenwerder (CTA) completed its first practical test. The first “ship integration test” was conducted and in the coming weeks, the terminal will continue to increase its power. Further test runs have already been planned to integrate the supply of shore-side power for containerships into regular operations in the Port of Hamburg.

The testing was done with the MSC Athens (110,853 dwt). It is one of the company’s smaller vessels with a capacity of 8,800 TEU but is a stepping stone to the larger vessels.

“Every successful ship integration test brings us one step closer to integrating the power stations into regular operations,” said Friedrich Stuhrmann, Chief Commercial Officer of HPA.

With the power station at CTA, the third shore-side power station for containerships in the Port of Hamburg is now in the transitional phase leading up to regular operations. Additionally, the power station at HHLA Container Terminal Burchardkai is expected to be ready this year. The 18,000 TEU box ship CMA CGM Vasco de Gama became the first vessel to plug into shore power at the Container Terminal Hamburg in May 2024.

To facilitate shore power connections to box ships, Hamburg began investments in 2022 for the necessary infrastructure culminating in a plant that will operate at the container terminal providing connections for three mega-ship berths. Each has a connection capacity of 7.5 MVA. The plant will supply the ships with renewable energy from the public grid. Half of the funding for the shore power installation at Container Terminal Hamburg came from the German government through the Federal Ministry of Economics and Climate Protection.

MSC announced in June 2024 that it had agreed to work with Hamburg to install shore power for its terminal. Later last year MSC became the lead investor in the port operator along with the City of Hamburg.

“The integration of shore power into our fleet is an important step towards sustainable shipping,” said 
Nils Kahn, Managing Director, MSC Germany. The shipping company reports it owns approximately 40 vessels that can be charged with shore-side electricity. The number continues to grow as it takes delivery of its newbuilds.
 

 

The ICC International Maritime Bureau (IMB) issued its quarterly report on global piracy warning of a rise in global piracy and armed robbery incidents driven by a spike in attacks in the Singapore Straits. Southeast Asia, and specifically the regions around the Singapore Strait has become the global hotspot warns the report while the figures show that globally piracy continues to decline.

The UK-based group which is often referred to as the anti-crime arm of the International Chamber of Commerce, added its voice to that of ReCAAP in Asia and private security firms which have all sounded an alarm about the spike in robberies on ships transiting the Singapore Strait. IMB calculates that 31 of the total of 45 incidents during the first quarter happened in Southeast Asia. The Q1 report highlights that 27 incidents were reported in the Singapore Straits compared to seven for the same period in 2024. 

“The reported rise of incidents in the Singapore Straits is concerning,” said IMB Director Michael Howlett highlighting the urgent need to protect the safety of seafarers navigating these waters. “Ensuring the security of these vital routes is essential and all necessary measures must be taken to safeguard crew members.”

Raising additional concern is the fact that 92 percent of all vessels targeted in the Singapore Straits were successfully boarded. IMB says this includes nine bulk carriers and tankers over 100,000 deadweight tonnage in size. Further, it highlights that while most incidents were considered low-level opportunistic crimes, crewmembers were at great risk with guns reported in 14 incidents. In 2024, guns were reported in 26 incidents globally. Ten crew members were taken hostage in six separate incidents, two were threatened and one was reported injured. 

Globally during the first quarter, IMB calculates 37 vessels were boarded, four were hijacked and four had attempted attacks. The threat to crew safety remains high with 37 crew members taken hostage, 13 kidnapped, two threatened and one injured. Also in three-quarters of the incidents (35), the ships were underway when the attacks took place.

While incidents are rising in Southeast Asia, the data also highlights that the number of reported incidents within the Gulf of Guinea continues to be at its lowest in nearly two decades.

IMB however warns the danger off West Africa is not over. All 13 crewmembers reported kidnapped during the quarter were taken in these waters. Two separate attacks resulted in kidnappings and a total of six incidents were reported in the first quarter of the year. In March, pirates hijacked a bitumen tanker southeast of Santo Antonio, in Sao Tome and Principe, kidnapping 10 crew members, while a fishing vessel south of Accra, Ghana, was boarded by armed pirates who kidnapped three crew members.

“While we welcome the reduction of incidents, the safety of crew members in the Gulf of Guinea remains at greater risk,” said Howlett. “It is essential to maintain a strong regional and international naval presence to address these incidents and ensure the protection of seafarers.”

Similarly, off the East Coast of Africa, the threat of Somali piracy also remains. Between February 7 and March 16, two fishing vessels and a dhow were hijacked off the coast of Somalia. In these incidents, 26 crew members were taken hostage, demonstrating the continued capabilities of Somali pirates. Reports indicate all crew have been released along with the vessels.
 

Chinese officials touted the new class of CMA CGM containerships as the “world’s largest dual-fuel powered” containerships as the naming and delivery took place of the new CMA CGM Seine (220,000 dwt). They highlighted the advancements in design and speed of construction for a vessel they are calling a “sea giant” and a “green cargo king.”

The CMA CGM Seine has the same dimensions as the five-year-old CMA CGM Jacques Saade class but greatly improves on efficiency. The ship, which is 399 meters (1,309 feet) in length and has a beam of 61.3 meters (201 feet), is reported will reduce emissions by 20 percent and nearly eliminate SOx and particulate matter. It has increased efficiency in its LNG-fueled engines and an 18,600 cbm MARK III LNG tank to give it a range of 19,500 nautical miles. The ship is also fully IMP Tier III compliant.

Cargo handling efficiency was also improved with an increase of approximately 764 TEU to a total of 23,876 TEU. This includes 2,200 reefer slots. Boxes can be stacked 24 layers. The fire safety systems for cargo operations were also improved. The ship rivals the first 24,000-plus TEU capacity vessels also built in China.

“From the start of construction to undocking at the pier, the time has been compressed to 4–5 months, significantly ahead of the original construction cycle,” Liu Xuedong, deputy general manager of Hudong-Zhonghua Changxing Shipbuilding, told the Chinese media. “This ship was delivered more than six months early, with cycle control at a leading level in the shipbuilding industry.”  

 

 

The naming and delivery took place on April 15 in Shanghai. The vessel will be joining the line’s Far East to Europe route.

It is the first of four new vessels being built for CMA CGM in this ultra large class. Shipbuilder Hudong-Zhonghau reports it has now delivered 17 containerships to CMA CGM, including 12 LNG-fueled vessels. Overall, the yard reports it currently has 20 vessels under construction and a total orderbook reaching 2029 and valued at $19.6 billion.

This new class is the latest step in CMA CGM’s effort with the company reporting it has invested nearly $20 billion to order LNG and methanol-powered ships. In 2024, the group took delivery of 12 new LNG-fueled vessels and says that by 2029 it will have 153 ships capable of using low-carbon energies (biogas, biomethanol, and synthetic fuels) in its fleet. CMA CGM is reported to have a total fleet currently of approximately 670 vessels with orders of 100 additional ships.
 

 

The campus of the United States' only federal maritime academy, the U.S. Merchant Marine Academy at Kings Point, New York, is going to receive a long overdue revitalization and modernization. The Department of Transportation which oversees the Academy along with the New York District of the U.S. Army Corps of Engineers (USACE) entered into a long-term agreement to upgrade the facilities.

Just over a week ago, U.S. Transportation Secretary Sean Duffy pledged to help find the resources needed to restore the institution's infrastructure. During a speech to the midshipmen, he said he was astonished to hear about the conditions in housing and other areas of the campus. 

“Merchant marine cadets have answered the call to serve our country, and it’s our duty to deliver an institution worthy of their sacrifice,” said Duffy. “Our mariners are critical to President Trump’s agenda to make American shipbuilding great again, and more importantly protecting our national security.” 

Under the terms of the agreement, signed on April 11, the Army Corps will lead the efforts. The initial agreement runs for 10 years. The USACE’s New York District highlights that it already is responsible for a diverse range of engineering projects and services in the New York and New Jersey region, including managing water resources, improving public spaces, conducting environmental restoration, and providing critical infrastructure development.

“We are looking forward to rehabilitating and modernizing the campus infrastructure at the USMMA,” said Col. Alexander Young, Commander USACE New York District. “It is necessary to ensure current and future generations of midshipmen receive a first-class education. We hope this partnership will serve as a building block for additional collaboration both short and long-term.”   

One of the nation’s five federal service academies, USMMA ‘s campus was established in the 1940s around the former Long Island North Shore mansion of Walter P. Chrysler. Most of the facilities at USMMA date back to the academy’s founding in the early 1940s, and have not been modernized since. According to the statements during the signing of the new agreement, the facilities are not conducive to the immersive training and demanding coursework today’s midshipmen are required to complete.  The Academy's website reports the Regiment of Midshipmen numbers approximately 950 young men and women.

A 2021 report mandated by the U.S. Congress cited a long list of problems at the Academy. It cited a lack of investment in the infrastructure and the poor condition of many of the facilities. The report was also critical of the management of the academy.

VADM Joanna M. Nunan, after a 35-year U.S. Coast Guard career, became the 14th Superintendent of the U.S. Merchant Marine Academy in December 2022 with a focus on reforming the operations. Earlier this month, USMMA named its first-ever permanent Director of Facilities and Infrastructure, John T. Shea (USMMA’89). He is responsible for overseeing the long-term planning, maintenance, and modernization of the academy’s physical plant and infrastructure and will be working closely with USACE to implement the revitalization and modernization.
 

 

The latest investigation into the sinking of the South Korean ferry Sewol has concluded that the capsizing was initiated by a steering failure followed by a cargo shift, which the vessel had insufficient stability to survive. 

On April 16, 2014, the ferry Sewol suddenly capsized and sank off Jindo-Gun, South Korea. Out of 476 people aboard, 304 were killed in the sinking, most of them high school students. The master of the vessel abandoned ship early without joining in the rescue, and he instructed the crew to tell passengers to stay in their cabins, potentially increasing the death toll. He was later convicted of murder by omission and is serving a life term in a Korean prison. Other members of the crew and one Korea Coast Guard officer were convicted of lesser offenses. 

In an attempt to recover all human remains from the wreckage and investigate the cause of the disaster, Korean authorities hired Shanghai Salvage to raise the Sewol in one piece and move it to shore - the deepest wreck raising ever attempted. The recovery effort gave investigators unrivalled access to a sunken ship, intact, dry and resting on its side on a seaport quay. 

In the latest review of the much-studied accident, the Korea Maritime Safety Tribunal determined that there was no evidence of an external collision, and it focused on factors internal to the vessel. Previous inquiries have already determined that the vessel was heavily overloaded, and that it was intrinsically topheavy due to owner-initiated modifications on the upper decks. 

In a conclusion similar to a 2018 investigation, the panel determined that a solenoid valve failed on the No. 2 steering pump, causing a malfunction. The resulting hard turn caused Sewol to heel over; because the cargo aboard the vessel was not properly secured, it shifted to one side, adding to the heeling moment. The vessel lacked enough GM to overcome it, downflooded through hull penetrations, and capsized. 

 

Offshore wind service provider IWS has significantly improved productivity across its CSOV fleet thanks to the unparalleled performance of MacGregor’s Horizon walk-to-work gangway.

As an emerging leader in integrated service for the offshore wind industry, IWS owns and operates a fleet of four advanced Skywalker-class commissioning service operation vessels (CSOVs), with an additional two under construction for delivery later this year.

CSOVs are typically expected to service between 10 and 20 turbines per day. However, heavy sea states and rough weather at offshore sites create vessel movements that can limit their operational capability significantly. Seeking to maximise productivity across its fleet, IWS selected MacGregor to supply an integrated solution for efficient, precise, and safe offshore transfer operations, also under severe conditions.

Superior performance across a range of criteria led the third vessel to join the IWS fleet – Seawalker – to win the Offshore Energy Vessel of the Year Award 2025 at the Annual Offshore Support Journal Conference, Awards & Exhibition. This prestigious accolade recognises the “owner, designer, and builder of an offshore energy vessel that has set industry benchmarks through innovative design and efficient operation”.

Millisecond response times, millimetre precision

At the core of MacGregor’s delivery to all six IWS CSOVs is the Horizon gangway, the offshore market’s first fully electric walk-to-work solution. Horizon provides exceptionally rapid millisecond response times and millimeter-level precision—advantages that significantly enhance safety, accuracy, and operational uptime compared to conventional gangways.

“We chose MacGregor for its unique technology, the total package it proposed, and its strong track record as a supplier to the offshore market,” said Christopher Heidenreich, Managing Director, IWS Fleet. “Based on initial performance data from the gangway, as well as client feedback, we know our Skywalker-class vessels are some of the most effective CSOVs available on the market today.”

Driven by electrical motors, the system provides almost instant torque. It features enhanced dimensions to support efficient cargo flow, including the largest integrated elevator on the market, a waiting platform that accommodates up to four pallets, and a gangway bridge measuring 1.5 meters wide as opposed to the 1.2-meter standard. Through three-dimensional motion compensation, it also achieves unmatched docking stability.

“If a wave causes the ship to rise or fall, luffing will raise or lower the bridge to compensate for that movement,” says Prateek Sadhana, MacGregor Product Owner, Gangways. “If the ship rolls, the telescopic motion will move the bridge in or out to maintain contact with the turbine transition piece. If the ship moves forwards or backwards, the slewing motion will rotate the bridge to the left or right as needed. Crucially, this is all controlled down to millimeters of precision.”

According to Sadhana, most motion compensation is required for the 'luffing' motion – the up-and-down movement – to maintain gangway stability. In many existing gangway systems, however, hydraulic luffing control is located at the rear of the bridge, far from the tip, leading to greater movement and higher power requirements.

In contrast, Horizon uses an electrical luffing winch positioned on top of the tower to drive vertical motion from the middle of the gangway, thus reducing the distance between the luffing input and the point of contact between the bridge and the transition piece. This unique geometry, coupled with the precision of the electric motor, minimizes movement at the tip of the bridge, with less power needed to maintain stability.

Thanks to its permanent magnet motors, Horizon can even harness the three-dimensional movement of the bridge to generate electricity that is fed back into the onboard electrical grid, creating an energy- and cost-efficient loop for powering offshore docking and transfer operations.

Accurate cargo transfer with remote control

Complementing the Horizon system is the Colibri crane, a knuckle-boom crane equipped with advanced three-dimensional motion compensation. While Colibri can efficiently handle standard starboard-side and subsea lifts via its main winch, its distinctive advantage is its innovative Colibri tool – a lightweight articulated attachment mounted on the crane's folding jib to enable the precise handling of smaller, more delicate loads.

The Colibri tool is specifically designed for the safe and precise transfer of cargo to the transition piece, where space is limited. By independently providing three-dimensional motion compensation, it removes the need to move the entire crane structure. This reduction in mass optimizes energy efficiency, enhances response times, and ensures higher accuracy.

Colibri is fully compatible with MacGregor’s AROS solution, as is the Horizon gangway. AROS enables operators to control both systems seamlessly from a centralized station on the bridge. Equipped with a video wall and dual human-machine interface touchscreens, it allows instant switching between crane and gangway functions, maximizing overall operational efficiency.

Optimizing safety to extend the operational window

MacGregor’s combined solution enables the IWS Fleet to safely operate in higher sea states compared to a conventional gangway and crane system.

“After IWS introduced its first vessel, IWS Skywalker, at Dogger Bank, the operator was able to raise their significant wave height threshold by half a meter based on the performance of our solution,” reports Bjørnar Berge, MacGregor Senior Sales Manager, Offshore Wind. “Results like this will ultimately drive the industry towards more sophisticated gangway and crane systems – where we believe we’ve set a new benchmark.”

Horizon’s performance in high sea states is particularly advantageous in winter, when the operational envelope in the North Sea is often severely restricted due to safety concerns. By expanding the “weather window”, Berge adds, the system will help to promote year-round productivity across CSOV fleets.

While uptime and efficiency are competitive differentiators for CSOV operators, safety remains MacGregor’s foremost priority. Horizon clearly demonstrates MacGregor's unwavering commitment to incident prevention at sea.

“Increasing the weather window for CSOVs is great for productivity,” notes Prateek Sadhana, MacGregor Product Owner, Gangways. “But throughout every step of design and development, our main concern is the safety of the people walking across that gangway.”

MacGregor differentiates its Horizon gangways through numerous safety-focused features that exceed industry standards. These include step-free access, prominent warning signs, buzzers, and a traffic-light-based system that clearly guides personnel movement. Robust guard rails and barriers are in place to prevent injury and accidental entrapment. Additionally, Horizon’s notably wider gangway structure and sophisticated control philosophy – with carefully designed safety interlocks and gentle, precise motion compensation – ensure safe, comfortable transit, minimizing abrupt movements for personnel.

Owing to MacGregor’s ‘dual-path’ philosophy, the system also features two of every critical component – such as motors, wires, sensors and programmable logic controllers – to ensure full redundancy in case of equipment failure.

In addition, MacGregor provides round-the-clock support and remote troubleshooting. Its OnWatch Scout condition monitoring and maintenance application helps to keep the equipment running smoothly, thereby promoting safe and efficient operations throughout the vessel’s lifespan.

“In the offshore wind market, safety and uptime are inseparable,” says Berge. “CSOV owners often refer to the gangway as their ‘money maker’ – and if it can’t be operated safely, it can’t be operated at all, which means a loss of earnings for the owner and operator alike. Prioritizing safety doesn't just protect people; it also directly maximizes productivity.”

This content appears courtesy of MacGregor. For more information, please visit https://www.macgregor.com/.

 

The union representing dockworkers in Morocco has become the latest group to call for a boycott against the ships of Maersk linked to transporting supplies to Israel. The group issued its statement targeting a transshipment of containers coming from the United States set to be transferred at Morocco’s Tanger Med Port this weekend.

Maersk has repeatedly denied the allegations that it is transporting weapons to Israel during the ongoing conflict in Gaza. The issue had been dogging the company and even became a topic at its annual shareholder meeting earlier this year. Shareholders voted down an activist investor resolution that would have banned the company from shipping arms to Israel.  

A spokesperson for Maersk told media in Morocco that the current claims were coming from activist groups and are “false and misleading.” The company said the claims it was transporting weapons or in this case, spare parts to the Israeli military are “unfounded claims based on assumptions made by activist groups.”

The latest accusations are that a container loaded with spare parts for U.S.-made F-35 fighter jets was loaded on the Maersk Detroit (84,626 dwt vessel with a capacity of 6,200 TEU) which is currently inbound for the Moroccan port. According to the reports that have been circulating for days, the container will be offloaded and transferred to the Nexoe Maersk (31,500 dwt with a capacity of 2,250 TEU) for transshipment to Israel.

The Moroccan Union of Port Workers, affiliated with the Moroccan Labor Union, issued a statement calling on workers, employees, and executives of companies operating the port to boycott the ship Nexoe Maersk. It cited the reports from the activists that the ship would be carrying the F-35 parts and other military equipment to Israel.

The Detroit Maersk sailing under the U.S. flag is operated by Maersk Line, Limited, which participates in the U.S. Maritime Security Program (MSP) program and carries cargoes, including the military assistance shipments, which are reported to be a “critical element of U.S. foreign policy.” The line has been targeted by activists for previous boycotts due to its support of the U.S. government.

The Nexoe Maersk, flagged in Hong Kong, is a feeder ship for the company. It operates a route that includes calls in the Mediterranean. 

While denying the allegations, a Maersk spokesperson noted when they carry F-35 parts they would be going to suppliers and not the military. They would also only be going to countries participating in the F-35 program.

Maersk has repeatedly said it has a strict policy against transporting weapons or ammunition to conflict zones. The spokesperson said there are stringent controls in place.

Activists have repeatedly targeted ships operated by Maersk Line, LTD. for its role in carrying U.S. cargoes. Last November, in Spain a group focused on two ships with reports the vessels would divert to Morocco due to the protests. Maersk operates the terminal in Tanger Med where the reports said the current transshipment will take place.

 

Top photo of Nexoe Maersk in 2023 by Farid Mernissi (CC BY 4.0)
 

 

The Swedish Maritime Accident Investigation Board released the details of its observations aboard a Chinese bulker accused of damaging undersea cables saying it cannot determine sabotage. The agency participated in the ongoing efforts to investigate the Yi Peng 3 (75,121 dwt bulker registered in China) which was linked to the damage to two undersea communications cables.

The government agency that investigates accidents and incidents states that it “cannot be determined with certainty whether a Chinese ship intentionally damaged data cables in the Baltic Sea in November 2024.” It however also notes that its assessment does not prevent the Swedish Public Prosecutor’s Office from conducting a preliminary investigation into a suspected crime and that law enforcement authorities in several affected states are conducting criminal investigations into the incident.

In an 18-page presentation (online in Swedish) the board details its observations aboard the vessel. It however notes the limitations it was working under saying that the flag state normally leads the investigation and that the Chinese limited its access. They were not given an opportunity to access electronic evidence such as the surveillance images from the Voyage Data Recorder and limited crew interviews with interpreters and authorities present in the room.

The board concludes that there are “two alternative scenarios for the incident, one of which is that the ship deliberately released the anchor to cause damage to the bottom infrastructure during the voyage in the Baltic Sea. … The other alternative is that the anchor came loose because it was poorly secured or not at all.”

The crew asserted during the interviews that the release of the anchor was unintentional. Investigators pointed out that the vessel dragged its port anchor for 1.5 days or approximately 180 nautical miles. Among the points they highlight supporting a possible accidental release is weather conditions, which according to the logs on the ship were slightly worse than the Swedish authorities had believed. In an oncoming sea the report notes with extra force from the ship’s speed and bow hitting the sea, “could be sufficient to cause the anchor to start running out.”

They note the ship did not slow down saying it would have been natural to reduce speed to prevent risking damage to the ship or endangering the crew during the release. They also determined the anchor and a section of chain hit the seafloor leaving a mark. It then dragged and bounced across the floor.

During the examination of the ship, they noted a number of conditions such as the lack of marks on the windlass to indicate the brake had been applied. They could not determine if the anchor had been fully secured after the vessel departed Russia, but also noted a lack of damage to elements that might have been expected if the anchor broke free. They also noted that elements such as equipment covers might have been changed before they were permitted to board the ship.

It is not the first time the authorities have failed to find specific evidence of sabotage after the series of incidents in the Baltic region. In February 2025, the Swedish Prosecutor’s Office released the Navibulgar bulker Vezhen also saying it could not find evidence of sabotage. A commercial fishing trawler was also detained after another incident but released after only a few hours.

Baltic nations remain on high alert after a series of incidents and were successful in getting NATO to increase its assets in the region. Patrols have been increased while the nations plot new steps to safeguard their undersea infrastructure which they believe has become a target in a new style of war.
 

[By: Svitzer]

Svitzer has signed a global EcoTow agreement with the Wallenius Wilhelmsen group. The agreement marks a major step in Svitzer’s decarbonisation journey and supports Wallenius Wilhelmsen’s ambition to reduce Scope 3 emissions across Svitzer’s global operations.

The agreement covers tug jobs across key markets such as Australia, the UK, and Scandinavia. By applying the mass balance principle, Svitzer can use biofuels across its network and bank the resulting CO? savings in its emissions ledger. These are then allocated to Wallenius Wilhelmsen, allowing the company to reduce emissions related to towage.

“This collaboration demonstrates the importance of partnerships in our decarbonisation efforts. Working with a like-minded partner like Svitzer gives us a reliable path to reduce emissions beyond our direct operations,” says Ove Moring, Senior Manager Supplier Contracting & Equipment, Wallenius Wilhelmsen.

Sven Muchardt, Key Customer Manager at Svitzer, highlights the value of the agreement: “We are excited to partner with Wallenius Wilhelmsen on this initiative to help address the shared challenges of decarbonisation. This agreement strengthens our collaboration while supporting both companies’ strategic goals.”

The deal reflects a growing customer demand for voluntary emissions reduction schemes that go beyond regulatory requirements. It also illustrates how Svitzer’s differentiated approach can support customers in accelerating their climate strategies.

“We see EcoTow not only as a solution for today, but as a bridge to more transformative change,” adds Svitzer’s Head of Decarbonisation, Gareth Prowse. “These agreements show that our customers are ready to act now, not later.”

[By: MAN Energy Solutions]

Hindustan Shipyard Ltd. (HSL) located in Visakhapatnam on the east coast of India has awarded MAN Energy Solutions a significant contract for the supply of the main propulsion packages for five newbuild Fleet Support Ships (FSS) for the Indian Navy. The order consists of 10 × 20V32/44CR marine engines together with main reduction gearboxes, shaft generators, bow thrusters and MAN Alpha Navy CPP systems. This milestone agreement reinforces HSL’s commitment to enhancing the operational capabilities of the Indian Navy through state-of-the art technology and strategic partnerships.

The FSSs represent a new class of large replenishment vessels designed to enhance the operational capabilities of the Indian Navy.

Commodore Hemant Khatri (Retd.), Chairman and Managing Director of Hindustan Shipyard Limited, expressed HSL’s delight in partnering with MAN Energy Solutions for the supply of the main propulsion plants for the five FSSs being built for the Indian Navy. He said that the selection of MAN Energy Solutions was conducted through a transparent and competitive tender process, ensuring the highest standards of quality and value for this critical project.

Khatri further added: “Given the extensive use of MAN engines on a large number of vessels globally, we encourage MAN Energy Solutions to consider evolving their business model and establishing stronger partnerships in India by increasing their local content in manufacturing and to continue enhancing post-delivery support infrastructure within the country. MAN can contribute significantly to the ‘Make in India’ initiative and further strengthen their collaboration with Indian Navy and maritime stakeholders.”

Gaby Hanna, Senior Vice President and Head of Region Middle East at MAN Energy Solutions, said: “This is a substantial order and we are very happy that the Indian Navy has asked us to provide a propulsion package that matches the needs of this demanding application. We are delighted to partner with Hindustan Shipyard on this prestigious project. The propulsion package will meet such key requirements for the fleet-support ships as reliability, efficiency, shock resistance, Integrated Logistics Support and provide a step closer to self-reliance.”

Marita Krems, Senior Vice President and Head of Four-Stroke Marine & License at MAN Energy Solutions, said: ”This sophisticated naval application marks another milestone for our increasingly important navy business and we are looking forward to further developing our successful cooperation with Hindustan Shipyard and the Indian Navy."

With a power of 12 MW per engine, the 20V32/44CR will be the largest MAN four-stroke marine engine delivered to the Indian Navy during a relationship that spans more than 50 years. The well-proven MAN 32/44CR engine, which is also used in multiple fleet-support vessels in other navies worldwide, represents the latest technology in the area of medium-speed marine diesel engines. Additionally, MAN Energy Solutions is upholding its commitment to self-reliance by introducing two Indian-made shaft generators of 1 Mwe each per ship, with all services related to installation and commissioning of all equipment’s being provided through MAN Energy Solutions India.

The vessels will be propelled by a naval MAN Alpha CP propeller. Special attention has been paid to the hydrodynamic propeller design to excel in a wide range of operating conditions, balancing efficiency, noise and cavitation for the best overall performance. A state-of-the-art water-lubricated stern-tube system has also been included, which offers the highest degree of reliability and availability, resulting in the best total cost of ownership.

[By: SEA-LNG]

SEA-LNG congratulates the IMO and its delegates on reaching the agreement on a regulatory framework for GHG emissions reductions last Friday. We are pleased to see that the IMO has held firm to its principles of goal-based, technology neutral regulation. While many details need to be decided this provides a clear decarbonis\zation framework for the global shipping industry and will enable all fuel pathways, be they methane (LNG), methanol or ammonia, to compete on a level playing field.

The framework, assuming it is adopted in October, means that ship owners can confidently continue to invest in LNG-dual fuel engine technologies, secure in the knowledge that the LNG, or more accurately, methane pathway to decarbonization is recognised by the IMO. A pathway that is practical, realistic, scalable and low cost compared with those offered by other alternative marine fuels. Critically, on the supply side, the proposed regulations will further incentivise the growth we are seeing in liquefied biomethane bunkering and catalyse additional investments in e-methane.

[By: British Ports Association]

The British Ports Association has welcomed the updates to the UK Government’s important safety guidance for ports in the refreshed Port & Marine Facilities Safety Code, which was published today.

The Code and accompanying Guide to Good Practice provide ports with a definitive resource to manage and asses risks in the marine safety environment within their areas of competence. The documents have been updated in a dynamic partnership between the UK government and the ports industry and cover all types of port, harbour and marine operation.

Commenting on the update, Richard Ballantyne, the Chief Executive of the British Ports Association (BPA), which represents over 400 ports and facilities around UK, collectively facilitating 86% of the country’s seaborne trade, said: “We welcome this important update and support the Government’s drive to increase safety standards across the ports sector. Safety is essential to our industry and the Port & Marine Facilities Safety Code provides an essential framework for the landside and marine interface, which ports oversee. The Code and associated Guide have been developed in an extensive partnership between government and industry and it will be important for our sector to embrace this latest update. This has evolved over the last two decades, resulting in a world leading resource for port operators. We look forward to promoting the Code to ports, harbours and a wide range of marine facilities around the UK and beyond.”

Richard Ballantyne, Chief Executive at the British Ports Association

The Code was originally conceived following a review of maritime safety by Lord Donaldson in the late 1990s and it has evolved into a definitive suite of policies and guidelines for all types of ports. Key features include the role of duty holders at ports, the appointment of an independent designated person to review safety procedures, risk assessments and the development of systems and plans. The Maritime Coastguard Agency is tasked with overseeing compliance with the Code and carries out a number of health check audits at ports around the UK. The list of ports who signalled their compliance during the last exercise is here. 

In this latest update, as well as working with ports, the Government has increased to emphasis on third party operated marine terminals and facilities either within or outside a port authority. There are also a number of updates to other guidelines and links to recent MAIB recommendations particularly within the Guide to Good Practice.

To help promote the Code the BPA runs training briefings for duty holders and industry representatives and will be continuing to champion the principles of the important resources across the UK ports sector. 

[By: Gilat Satellite Networks Ltd.]

Gilat Satellite Networks Ltd. (NASDAQ: GILT, TASE: GILT), a worldwide leader in satellite networking technology, solutions and services, announced today its Defense Division received a Multimillion order from a Global Defense Organization for the supply of advanced antenna technology to be integrated into the organization’s advanced defense communication systems. Deliveries are scheduled towards the end of 2025.   

Gilat’s antenna solutions are designed to support secure and resilient connectivity under the most demanding conditions, helping defense organizations stay connected, anywhere, anytime. This win reflects Gilat’s ongoing commitment to delivering high-performance solutions that meet the stringent requirements of defense applications worldwide.

“This order builds on our strong partnership, reflecting the trust earned through consistent performance and technological excellence,” said Gilad Landsberg, President of Gilat Defense. “It highlights the value our partners place on our advanced defense communications and our ongoing commitment to their missions.”

[By: Damen Shipyards Group]

Damen Shipyards Group has signed a contract with Istanbul-based Arena Offshore A.S. for the local construction of two Stan Tugs 1606. Arena Offshore. will construct the tugs in Türkiye under the Damen Technical Cooperation (DTC). With this, Damen provides tailored support to clients around the world, sharing the knowledge and technology necessary to construct its proven vessels at a third party yard.

Tug evolution
With the design and licence provided by Damen, Arena Offshore will construct the Stan Tugs 1606 at its own facilities in Istanbul. Following this, the company will offer the vessels for sale on the market. Arena Offshore is a specialist in vessel brokerage, chartering and shipbuilding. Since the company began its operations in 1998, it has built and delivered over 50 newbuilding vessels programmes globally. The Stan Tug 1606 is a vessel proven in operation over many years. The vessel has continued to evolve over successive generations based on client feedback. The 16.76 x 5.94 metre tug offers 16 tonnes bollard pull ahead. It is a versatile vessel, well suited to towing, mooring, pushing and survey operations.

Quality vessels and economic boost
M. Ömer Ince, owner of Arena Offshore said, “It is a great honor and pleasure for us that Damen has chosen and trusted an external company, Arena Offshore, for the building of two Stan Tugs 1606, which is one of its most well-known models. As a reflection of this trust, we are excited to complete the construction of the two units in Istanbul to Damen’s quality and standards.”

Bram Kouters, Managing Director of Damen Technical Cooperation, said, We are very pleased that the good experience and collaboration we have had with Arena Offshore has led them to construct their own newbuild Damen designs. It’s also gratifying to see DTC gaining traction in Türkiye. Damen firmly believes that by sharing its designs, knowledge and technology in this way, we can contribute to the construction of higher quality, sustainable vessels all around the world. Additionally, DTC provides economic benefits, giving a boost to local maritime suppliers and widening employment opportunities.”

 

The expansion of the European Union Emissions Trading System (EU ETS) to include the maritime industry has introduced significant financial and operational hurdles for all shipowners who are voyaging to or through EU ports. Shipowners must now purchase European Union Allowances regardless of the ship’s nationality.

European Union Allowances are market-driven instruments and must be purchased through one of the regulated carbon exchanges. The prices of the allowances fluctuate like other types of securities and have been highly volatile since its inception. Market analysts predict that the prices will increase dramatically over the next five years.

The first deadline for complying with this new obligation is September 2025, which means shipping companies have just 6 more months to calculate and purchase the required allowances to cover their 2024 emissions in order to comply and avoid penalties.

This article features insights and trends from Frederic Bouthillier, who is the Head of Shipping at Vertis Environmental Finance (STX), one of the largest ETS traders and market makers. 

Bouthillier speaks to the importance of having a structured approach to allowance purchasing, exploring alternative fuels, and implementing technological solutions like Cyanergy’s real time emissions monitoring system — which will help ensure compliance while maintaining a competitive edge in an increasingly regulated market.

Impact of EU Emissions Trading System on Shipowners: Rising and Fluctuating Prices

The EU ETS is designed to drive carbon prices higher over time, making compliance an increasing financial burden for shipowners. "In 2-3 years from now, the price could be above €100," Bouthillier warns. "The structural pricing mechanism is organized in a way that the price will keep rising."

In addition, price fluctuations add complexity to cost management. The European Union Allowances price gained 15% in January before retracing downward in February. These fluctuations make cost forecasting a challenge for shipowners and force companies to adapt quickly to avoid excessive financial exposure.

Companies that underreport emissions risk fines of €100 per missing metric ton, plus the obligation to purchase the shortfall allowances at market rates. Additionally, non-compliance can lead to regulatory investigations, public disclosure of violations, and even suspension from the ETS.

Accuracy Is Critical: The Role of Technology

Accurate emissions reporting is essential for shipowners to comply with the EU ETS and manage costs effectively. Since allowances must be verified by independent auditors, errors in reporting—whether under or overestimating emissions—can have costly consequences.

The need for precise emissions monitoring goes beyond CO2, as other greenhouse gases like N2O and CH4 have significantly higher emissions factors. "That’s why it’s so important to ensure your emissions are monitored by volume and type in a very accurate way," Bouthillier stresses. "If you're short, it might cost you a lot of money. The first element is to have a system on board that allows you to monitor your emissions by volume and type."

Cyanergy's CE² Monitor, which collects engine and gas data every minute, enabling more accurate measuring and reporting. Courtesy of Cyanergy. 

A Strong Incentive to Seek Competitive Solutions

With rising costs and regulatory risks, shipowners must seek ways to optimize their emissions strategy. Companies that fail to adapt risk falling behind competitors who are proactively managing compliance.

"If you don’t move, you will fall behind because the competition might be moving, and you will put yourself out of the game," warns Bouthillier.

Shipping companies that leverage technology to monitor emissions in real time can gain a competitive edge by making informed decisions about when to purchase ETS allowances and how to optimize their fuel consumption.

The Importance of Real-Time Emissions Monitoring

In this volatile market, proactive emissions management is critical. "Under these circumstances, what is of paramount importance is to be proactive,” Bouthillier explains. “By getting a system like Cyanergy on board, looking at the market, optimizing— you’re going to mitigate the damage compared to someone who is waiting until the last minute. All the tools are there."

Real-time emissions monitoring solutions, such as those offered by Cyanergy, provide shipowners with the accuracy and insight needed to navigate the complexities of the EU ETS. For shipowners looking to secure their compliance strategy and minimize costs, investing in advanced emissions monitoring technology is no longer optional—it’s a necessity.

Navigating EU ETS with Smart Solutions

Real-time emissions monitoring systems empower shipping companies with accurate data to optimize allowance purchasing, avoid penalties, and stay ahead of rising carbon costs. By investing in advanced monitoring solutions and proactive compliance strategies, shipowners can not only mitigate financial risks but also strengthen their position in an increasingly regulated industry.

This article is sponsored by Cyanergy, providing cutting-edge solutions for emissions monitoring and compliance. Learn more about their innovative technology here.

 

Vast and sometimes brutal, the high seas are also a place of aspiration, reinvention and an escape from rules. This is why the oceans have long been a magnet for libertarians hoping to flee governments, taxes and other people by creating their own sovereign micronations in international waters.

The Saya de Malha Bank has been especially attractive for such ambitions. Covered with sea grass and interspersed with small coral reefs, the bank is among the largest submerged ocean plateaus in the world—less than 33 feet deep in some areas. Near the equator, the water temperature at the Saya de Malha varies from 23°C to 28°C, depending on the season. Waves are broken in the shallower areas. But the biggest allure is that the bank is hundreds of miles beyond the jurisdictional reach of any nation’s laws.

On March 9, 1997, an architect named Wolf Hilbertz and a marine biologist named Thomas Goreau sailed to the bank. Launching from Victoria, the capital of the Seychelles, the voyage took 3 days. With solar panels, metal scaffolding and cornerstones, they began constructing their vision for a sovereign micronation that they planned to call Autopia (the place that builds itself).“Having about the size of Belgium, most of Saya lies in international waters, ‘in the high seas’ legally speaking, governed only by the U.N. Law of the Sea,” Hilbertz told Celestopea Times in 2004.

In 2002, the two men returned to the bank in three sailboats with a team of architects, cartographers and marine biologists from several countries to continue building. They intended to erect their dwellings on top of existing coral, reinforcing steel scaffolding using a patented process that Hilbertz had developed called Biorock, a substance formed by the electro-accumulation of materials dissolved in seawater. This involved sinking steel frames into the shallow waters then putting these steel poles under a weak direct electrical current. Little by little, limestone is deposited on the steel poles and at their base, creating an ideal habitat for corals and other shellfish and marine animals.

Rushing because a cyclone was headed their way in a matter of days, the team built in six days a steel structure five by five by two meters high. The structure, located specifically at 9°12′ south latitude and 61°21′ east longitude, was anchored in the seabed and a small battery provided steady charge. In later interviews, Hilbertz, who was a professor at the University of Houston, said he hoped to create building materials with a lower carbon footprint and create a self-sufficient settlement in the sea “that belongs to the residents who live and work there, a living laboratory in which new environmental technologies are developed.” His plans ultimately stalled for lack of funds.

Two decades later, a 58-year-old Italian businessman named Samuele Landi began promoting a new vision for a micronation in the Saya de Malha Bank. He planned to park a massive barge near the seagrass patch far from the reach of extradition and police. “Because the Saya de Malha is not far from the equator, cyclones are born there but they are not so terrible,” Landi said in an interview in a yet-unreleased documentary film by Oswald Horowitz called “The Legend of Landi.” A gifted computer programmer, avid skydiver, and motorcycle racer, Landi had been a man on the lam for roughly a decade. Accused of fraud after his company, Eutelia, declared bankruptcy in 2010, Landi and some of its executives were tried and convicted in Italy. Landi was sentenced in absentia to 14 years, which led him to relocate to Dubai where he dabbled in crypto, hid money in Switzerland, and skated around extradition treaties. While living comfortably in Dubai, he registered companies in bespoke tax-free zones, and eventually procured diplomatic credentials from Liberia, according to a New York Times profile of him.

As he prepared this plan for moving to the Saya de Malha Bank, Landi purchased an initial 800-ton deck barge that he named Aisland. Anchoring it roughly 30 miles off the coast of Dubai, he lived on the vessel with three sailors, a cook and five cats. Aisland’s deck was fitted with six blue shipping containers bolted in place—living quarters, equipped with solar-powered air-conditioners and a desalination system. Landi stayed there for over a year as he raised money to buy another barge twice as large as the Aisland. He even hired an architect named Peter de Vries to help design plans for the re-fit of the new barge so that it could sail to the Saya de Malha Bank and survive there. Landi hoped to eventually expand his Saya de Malha project to create a floating city consisting of about twenty barges, which would, by 2028, house thousands of permanent residents in luxury villas and apartments. Since the area has been known to entice pirates and other sea marauders, Landi also planned to mount a Gatling gun on the Aisland. “That’s one of these guns that fires 1,000 rounds a minute—very heavy-duty stuff,” Peter de Vries said in an interview with the Times. “I actually got the specs for the gun.”

The movement to create sovereign states on the high seas has a colorful history. Typically such projects have been imbued with the view that government was a kind of kryptonite that weakened entrepreneurialism. Many held a highly optimistic outlook on technology and its potential to solve human problems. The founders of these micronations—in the 2000s quite a few dot-com tycoons—were usually men of means, steeped in Ayn Rand and Thomas Hobbes. Conceptualized as self-sufficient, self-governing, sea-bound communities, the vision for these waterborne cities was part libertarian utopia, part billionaire’s playground. Fittingly, they have been called, in more recent years, seasteads, after the homesteads of the American West.

In 2008, these visionaries coalesced around a non-profit organization called The Seasteading Institute. Based in San Francisco, the organization was founded by Patri Friedman, a Google software engineer and grandson of Milton Friedman, the Nobel Prize-winning economist best known for his ideas about the limitations of government. The institute’s primary benefactor was Peter Thiel, a billionaire venture capitalist and the co-founder of PayPal, who put over $1.25 million into the organization and related projects. Where Elon Musk has promoted a vision of fleeing earthly encumberments by colonizing Mars, these libertarians had similar aspirations for the high seas.

Long before the Seasteading Institute, the interest in offshore micronations spurred dozens of daring and often ill-fated schemes. In the early 1970s, a Las Vegas real-estate magnate named Michael Oliver sent barges loaded with sand from Australia to a set of shallow reefs near the island of Tonga in the Pacific Ocean, declaring his creation The Republic of Minerva. Within months, Tonga sent troops to the site to enforce its 12-mile offshore territorial claim, expelling the Minervan occupants and removing their flag—a single torch on a blue background. In 1982, a group of Americans led by Morris C. “Bud” Davis tried to occupy the reefs. Within weeks, they too were forced off by Tongan troops. 

Other projects met a similar fate. In 1968, a wealthy American libertarian named Werner Stiefel attempted to create a floating micronation called Operation Atlantis in international waters near the Bahamas. He bought a large boat and sent it to his presumptive territory. It sank soon thereafter in a hurricane. Another wealthy libertarian, Norman Nixon, raised about $400,000 to create a floating city called the Freedom Ship, a 4,500-foot vessel about four times the length of the Queen Mary 2. The ship was never built. 

Part of the reason these projects failed to get off the drawing board was that the ocean is a far less inviting place than architectural renderings tend to suggest. At sea, there is plenty of wind, wave and solar energy, but building renewable-energy systems that can survive the weather and corrosive seawater is difficult and costly.

On February 2, 2024, Landi and his crew tragically learned this hard lesson. The Aisland was slammed by a rogue wave, which breached the hull, breaking the barge in two. Two members of Landi’s crew survived by clinging onto pieces of wood until a passing vessel rescued them the next day. Landi and the two remaining seafarers died. According to Italian news reports, Landi put out a call for help, but it didn’t come in time. His body was found several days later, when it washed up on the beach about 40 miles up the coastline from Dubai.

Ian Urbina is the director of The Outlaw Ocean Project, a non-profit journalism organization based in Washington D.C. that produces investigative stories about human rights, environment and labor concerns on the two thirds of the planet covered by water. 

Reporting and writing was contributed additionally by Outlaw Ocean Project staff, including Maya Martin, Joe Galvin, Susan Ryan, and Austin Brush.