The Trump administration plans to keep attacking drug boats with lethal military force, U.S. Secretary of State Marco Rubio told reporters Wednesday. 

"The United States has long — for many, many years — established intelligence that allowed us to interdict and stop drug boats. And we did that. And it doesn’t work. Interdiction doesn’t work," Rubio said at a press conference in Mexico City. "What will stop them is when you blow them up, when you get rid of them."

The administration has deployed a large task force to waters of the southern Caribbean, and is testing a new, militarized approach to trafficking enforcement. On Tuesday, the White House announced that a boat allegedly transporting narcotics off Venezuela had been eliminated in a strike; 11 suspects were killed, the administration said, and no survivors were reported.

According to the White House, the boat was transporting drugs for the Tren de Aragua gang, designated by the Trump administration as a foreign terrorist organization. Rubio said Tuesday that the vessel was likely headed to Trinidad or another country in the Caribbean. He expressed certainty that the drugs were headed for the United States; the same route is also commonly used on the circuitous drug pipeline to European markets, where cocaine fetches a higher value. 

The president personally authorized the attack on the suspect boat, Rubio told reporters. "On the president’s orders, we blew it up. And it will happen again," Rubio said. "Maybe it’s happening right now. I don’t know."

Secretary of Defense Pete Hegseth sounded a similar note in an interview on Fox and Friends. "This is a deadly serious mission for us, and it won’t stop with just this strike," he said. 

Reactions to the new approach have been mixed. Many legal experts suggest that executing suspects on the high seas without a boarding or a trial may expose the administration to war crimes charges, particularly if done for an offense that is not normally punishable by death.

"Destroying a boat at sea without boarding or verifying opens the door to tragedy," said Juan S. Gonzalez, former senior director of the National Security Council under former President Joe Biden. "The USCG - not the Navy - is the right tool for counter-narcotics in the Caribbean."

However, some regional leaders are all too happy to see a new emphasis on lethality in countering the drug trade at sea. Military methods are already common for shoreside counternarcotics agencies in Latin America, matching the militarized nature of the cartels. Kamla Persad-Bissessar, prime minister of Trinidad and Tobago, said Tuesday that she supported the Trump administration's new approach. 

"The pain and suffering the cartels have inflicted on our nation is immense. I have no sympathy for traffickers; the US military should kill them all violently," she said in a statement.

 

[By: Zelim]

Zelim, the Edinburgh-headquartered maritime safety and security innovator, is calling for the mandatory adoption of advanced situational awareness technology to help prevent ship collisions, reduce fatalities, and improve operational safety at sea.

The call follows the recent publication of the Marine Accident Investigations Board’s (MAIB) 2024 Annual Report, which noted: “We need to radically rethink the role of human watchkeepers in the digital age. Humans do not make good monitors and if under-stimulated, they will find other things to occupy themselves.”

This was also reinforced in MAIB's preliminary report on the Solong and Stena Immaculate incident in the North Sea, where the lack of real-time situational awareness contributed to the severity of events.

On 10 March 2025, the Portugal-registered container ship MV Solong collided with the anchored oil tanker Stena Immaculate near the Humber Estuary, rupturing a cargo tank and triggering a major fire. Thirty-six crew were rescued; one seafarer remains missing and presumed dead.

Zelim CEO, Sam Mayall, said: “We wholeheartedly support the MAIB’s position on this. By combining AI-powered cameras and real-time alerting, advanced technologies such as our ZOE system can help crews act faster, prevent incidents from escalating, and provide trusted records post-event. Beyond preventing collisions and man-overboard incidents, these systems can also provide critical forensic data to support investigations and regulatory compliance. Crucially, today’s situational awareness technology reduces reliance on human vigilance alone, allowing crews to focus where their judgment and experience matter most.”

India has already taken decisive action to reduce the risk of collision and lives lost to man-overboard incidents. Earlier this year, its Directorate General of Shipping mandated CCTV systems on all domestic vessels of 500 GT and above, with full implementation required by 2028. The regulation specifies comprehensive camera placement, resolution standards, and integration with AI-based monitoring. It is designed not just for surveillance, but for proactive detection, tracking, and alerting to protect lives at sea.

“Voluntary measures are no longer enough. To strengthen safety and security at sea, global regulators must follow India’s lead and mandate advanced situational awareness solutions. Smarter ships result in safer sea,” added Mayall.

[By: Eastern Shipbuilding Group]

Eastern Shipbuilding Group, Inc. (ESG), in partnership with Haney Technical College, proudly announces the launch of a new Marine Electrician Apprenticeship Program as part of ESG’s BUILD workforce development initiative. The inaugural class of ten students began training last month, marking a significant step in strengthening the region’s skilled maritime workforce.

This three-year certified apprenticeship program offers participants a unique opportunity to learn while they earn, combining structured on-the-job mentorship from experienced Eastern shipbuilders with classroom instruction at Haney Technical College. Graduates will earn an industry-recognized marine electrician certification and be positioned for long-term career growth within Eastern Shipbuilding Group and the broader maritime industry.

Marine Electrical Apprenticeship Program Highlights:

• Three-Year Structured Training: Apprentices receive a blend of classroom learning and practical experience alongside Eastern mentors.
• Periodic Pay Increases: Participants can earn pay raises based on performance and commitment throughout the program.
• Industry Certification: Graduates leave with a certification recognized across the shipbuilding and marine industry.
• Career Advancement: Successful apprentices who complete the program will have the opportunity to advance into First Class Marine Electrical roles at Eastern.

“This apprenticeship program is an investment in our people and in the future of American shipbuilding,” said Joey D’Isernia, CEO & Chairman of Eastern Shipbuilding Group. “By working with Haney Technical College, we’re providing hands-on training and a clear career path for those who want to build their future with us.”

“Haney Technical College is proud to partner with Eastern Shipbuilding Group on this program that connects education directly with high-demand careers,” said Angela Reese, Director of Tom P. Haney Technical College. “These students are gaining the skills, training, mentorship, and real-world experience that enables them to join a thriving industry right here in our community.”

The apprenticeship program is part of ESG’s BUILD (Building Up Individuals through Learning and Development) initiative, which is focused on creating pathways for long-term careers in the shipbuilding industry.

[By: Stena Bulk]

The joint venture between Stena Bulk and Crowley, Crowley Stena Marine Solutions, has received approval from the U.S. Maritime Administration (MARAD) to bring the CS Anthem, a medium-range tanker, into the United States Tanker Security Program (TSP).

The U.S.-flagged 49,990mt CS Anthem will be managed and crewed by Crowley under a bareboat charter through Crowley Stena Marine Solutions. The vessel enters the program alongside Stena Imperative and Stena Impeccable, replacing the Stena Immaculate.

Erik Hånell, President and CEO of Stena Bulk, said: “The addition of CS Anthem highlights our commitment to the Tanker Security Program. Following the challenging incident with the Stena Immaculate earlier this year, we felt that it was important to do everything in our power to ensure we can maintain reliable tanker capacity for our US partners.

“Our joint venture with Crowley continues to demonstrate the value of combining our global tanker leadership and expertise with Crowley’s US-flag leadership to deliver agile and dependable solutions.”

Through the tanker security programme, CS Anthem will provide vital energy transport readiness in support of the U.S. Department of Defense and help bolster the nation’s strategic sealift capacity.

Stena Bulk, through Crowley Stena Marine Solutions, remains committed to providing high-quality and reliable tanker services globally, that meet the needs of both government and commercial customers across global energy and transport supply chains.

 

[Brief] A brand new yacht capsized in dramatic fashion on Tuesday just minutes after launch from a Turkish shipyard, forcing the owner and crew to swim for shore.

At about 1430 hours on Tuesday afternoon, the Med Yilmaz Shipyard in Eregli, Turkey launched a new 24-meter yacht named Dolce Vento. Within minutes, the vessel listed hard to port, then rolled over onto her side. Video shows a member of the crew taking refuge on the upturned hull before deciding to jump over the side to safety. 

The yacht's owner, master, and two crewmembers were aboard, according to local media. All escaped safely and no injuries were reported. An investigation into the cause of the capsizing is under way.  

Med Yilmaz is a small yard in Eregli, Turkey with a history in workboat, fishing boat and freighter construction. According to local outlet 7Deniz, a Turkish shipping firm had been building the vessel at the Yilmaz facility for more than two years.

 

The Australian Transport Safety Bureau (ATSB) has released its final report on the engine failure of a livestock carrier that has been banned from entering the country due to persistent safety shortcomings. The report shows that lack of proper maintenance caused the engine failure of the Al Messilah while it was entering the Port of Fremantle, a malfunction that led to loss of propulsion twice in quick succession.

Converted into a livestock carrier in 1997 at the Meyer Werft shipyard in Germany, the Al Messilah regularly traded between Fremantle and Shuwaikh, Kuwait. She was equipped with a Mitsui B&W main engine that delivered about 16,000 horsepower through a fixed pitch propeller.  

On March 4, Al Messilah lost propulsion about one mile outside the port. The main engine stopped while the vessel was entering the harbor, and was briefly restarted. However, the engine failed again shortly after, leaving the ship without propulsion while transiting the inner harbor. With tug assistance, the ship was maneuvered safely to berth, bringing what could have been a dangerous situation to a safe conclusion. 

While the two incidents of engine failure were troubling enough, ATSB faulted the marine pilot for failing to follow standard communications protocols. When the ship lost propulsion, the pilot tried to contact the VTS service via VHF channel 8, the working channel for tugs. The VTS center follows the international standard and monitors channel 12, so the distress call was not received, delaying proper coordination. The pilotage provider, Fremantle Pilots, routinely used VHF channel 8 for all pilotage communications in the harbor, expecting it to be monitored by all parties including VTS. 

Though the incident was a close call, another incident was to occur during Al Messilah's next port visit to Fremantle in April. The ship experienced a complete electrical power loss and black smoke emanated from the engine room, with the cause being attributed to a generator failure. The failure was most likely due to the degradation of the electrical cable insulation, caused by continuous movement due to poor securing, leading to a short circuit in the system.

With multiple safety-related deficiencies being identified during a harbor master inspection, along with systemic shortcomings, including failure to report key incidents such as a mooring line parting and onboard fire, the vessel was banned from entering Australia.

In its final report on the March 4 incident, ATSB established that the engine failure of the 1980-built and Kuwait-flagged livestock carrier was most likely caused by a malfunction of the main air distributor’s servo piston within the engine’s pneumatic control system. Degraded seals inside the servo piston allowed control air to leak between the ahead and astern chambers of the reversing air cylinder. This leakage introduced air into the astern line of the camshaft reversing mechanism.

This likely resulted in the system not being able to maintain the control air pressure needed to fully actuate and hold the camshaft in the ahead position. The camshaft then likely moved to an indeterminate position, which misaligned the fuel injection and exhaust valve timing. This resulted in the engine misfiring and stopping.

The engine failure was an incident in waiting owing to the fact that the main air distributor components, the main engine pneumatic system, and the engine control air system dryer were not maintained in accordance with the manufacturer's guidelines.

The vessel’s owner and operator, the Kuwait Livestock Transport & Trading Company, came under criticism because its planned maintenance system (PMS) did not provide enough detail to track maintenance schedules, and did not have a specific maintenance item to record the maintenance activities on the main engine pneumatic system.

“A comprehensive and well?documented PMS is important to ensure the reliability of critical machinery, particularly systems that directly affect a ship’s maneuverability and safety,” said Angus Mitchell, ATSB Chief Commissioner.

According to the investigation, failure by marine pilots to follow communication protocols was another factor that increased risk. Fremantle Ports’ formal protocols designated VHF channel 12 as the primary channel for vessel traffic service (VTS) communications, and channel 8 for towage operations.

[By: Glamox]

Glamox, a world leader in lighting, has enhanced the capabilities of the Royal Navy’s Offshore Patrol Vessels, HMS Trent and HMS Spey, to land helicopters on a moving deck in challenging weather and during night conditions. HMS Trent was the first vessel to be equipped with the advanced Helicopter Visual Landing Aid System (HVLAS), which underwent rigorous testing off the English south coast in July, involving three days of day and night landings from a Wildcat helicopter. HMS Spey is the next in line to be fitted with the system. Additionally, Glamox supplied both vessels with military-grade Night Vision Imaging System navigation lights.

The HVLAS is a comprehensive flight deck-based lighting system that provides pilots with visual cues and information during approach and landing. It includes a stabilised horizon bar that shows pilots the position of the horizon, regardless of the roll and pitch of the vessel. A glide path indicator assists pilots in judging approach angles using a three-colour light beam to show the correct path or whether the helicopter is too high or too low. Additional deck-edge lighting and focused LED beam lines provide accurate positional cues for pilots operating in low-visibility conditions or using night vision goggles. See the video.

The lighting system includes controls to dim or adjust the lighting intensity for improved visibility. This means that the ship can support covert missions, operating in near-dark conditions, and the lighting can be tuned to meet the operational requirements of helicopters from other forces.

“The fact that we now have the ability to control our lights in such a different manner will mean that the ability for partner nations to land helicopters will be significantly easier,” said Lieutenant Harry Jukes, HMS Trent’s Weapon Engineer Officer, interviewed by the British Forces Broadcast Service.

Following HMS Trent’s refit in Malta and the successful validation of the system at sea, the vessel is expected to be deployed to the Caribbean, where it can support various missions from counter-narcotics to humanitarian aid. The HVLAS for HMS Spey will be fitted in Singapore during its scheduled maintenance period. The Royal Navy has a further three Batch 2 River Class Offshore Patrol Vessels that could benefit from the system.

“This is the first time that Royal Navy Ships have had an HVLAS retrofit, and we are delighted with the results. The new technology greatly extends the capabilities of the Offshore Patrol Vessels to conduct helicopter operations at night and in bad weather conditions,” said Ronny Orvik, head of Glamox’s Defence & Security business. “Furthermore, this major update underscores the value of the Defence Equipment & Support arm of the UK’s Ministry of Defence in keeping its ships at the forefront of advanced technology.”

 

The U.S. Coast Guard has been closely watching China's Arctic research flotilla for the past month, and continues to monitor the operations of two Chinese-flagged vessels in waters of the U.S. Extended Continental Shelf - outside the bounds of the U.S. Exclusive Economic Zone, but inside the limits of U.S. seabed mineral claims. 

The medium icebreaker USCGC Healy has been operating in the region to provide presence and surveillance, and for the last week, Healy's crew has been monitoring the movements of the Soviet-built icebreaking tug Zhong Shan Da Xue Ji Di (flagged with the Liberian registry) and the brand new ice-class research vessel Jidi. Both were encountered in an area of the ECS about 200-250 nautical miles to the north of Utqiagvik, Alaska, a small coastal village on the Beaufort Sea. 

On Tuesday, USCGC Healy - supported by a Hercules long-range SAR aircraft out of Air Station Kodiak - responded to intercept Jidi, and the crew monitored and queried the vessel. Healy intercepted Zhong Shan Da Xue Ji Di on Sunday.

“This operation highlights the value of our ice-capable fleet,” said Rear Adm. Bob Little, commander, U.S. Coast Guard Arctic District. “The U.S. Coast Guard is controlling, securing, and defending the northern U.S. border and maritime approaches in the Arctic to protect U.S. sovereignty, and Healy’s operations demonstrate the critical need for more Coast Guard icebreakers to achieve that.” 

Healy is one of the Coast Guard's two purpose-built oceangoing icebreakers. The "interim icebreaker" USCGC Storis, which began life as an offshore vessel and is currently operated by a civilian merchant mariner crew, is nearby in the Bering Sea. USCGC Waesche, a National Security Cutter, is also in the region and has accompanied Healy for part of the mission. 

In addition to Jidi and Zhong Shan Da Xue Ji Di, the flotilla of Chinese vessels recently spotted in the far north includes the Polar Class 3 icebreaker Xue Long 2; the new research vessel Tan Suo San Hao; and the Shen Hai Yi Hao, a conventional research vessel built to carry a deep-diving submersible.  

In response to the increasing competition in the Arctic, the Trump administration is giving the Coast Guard more resources to expand its presence. With U.S. Army Corps of Engineers funding, it is expanding the small port of Nome, Alaska at the north end of the Bering Sea, specifically to accommodate Coast Guard icebreakers. And to expand the icebreaking fleet, the administration's One Big Beautiful Bill Act contains $4.3 billion to pay for the service's future heavy icebreaker series, the Polar Security Cutter, plus $3.5 billion more for a medium icebreaker series.

 

 

Kathy Metcalf has been a trailblazer from the moment she walked through Vickery Gate at Kings Point as a member of the first coed class of the U.S. Merchant Marine Academy. That was 51 years ago.

Since then, she has sailed aboard oil tankers for Gulf and Sunoco, come shoreside with Sunoco as a regulatory and government affairs official, earned a law degree at night from Widener University and in 1997 accepted an invitation from Joe Cox, the long-time President & CEO of the Chamber of Shipping of America (CSA), to join the Chamber as Director of Maritime Affairs.

Eighteen years later, in 2015, she succeeded Cox as President & CEO of CSA. At each step of the way, she's demonstrated that the maritime industry is not just a "man's world" and that there's plenty of room for women too. Not that she wanted any special treatment, just a fair shot. And she has excelled at every stage of the journey with her common-sense intelligence, interpersonal skills, quick wit and sense of fairness.

In July, Kathy stepped down as President & CEO and handed the reins to her more-than-capable #2, Sean Kline. She will stay on as President Emeritus, working with CSA members on technical and regulatory issues. "It's not 'goodbye,'" she says, "but 'see ya around.'"

Welcome, Kathy! We're so honored to have you. Tell our readers more about yourself. What attracted you to the maritime industry?

It was a bit of a circuitous route. I originally wanted to attend the U.S. Military Academy at West Point and received nominations to West Point, Annapolis and the Air Force Academy. I was, alas, born too soon and received letters from all three explaining that they were not accepting women for the incoming classes in 1972.

Changing direction, I attended the University of Delaware for two years and in the fall of my second year received a call on my dorm phone (yes, it really was a pay phone) from a young Senator from Delaware by the name of Joe Biden. He explained to me that the U.S. Merchant Marine Academy was accepting women in the summer of 1974 and asked if I was interested. My parents and I visited Kings Point the following weekend, and I made the decision to enter in that first class with women in the summer of 1974 and graduated in 1978. I will always be grateful to Senator Biden for giving me this incredible opportunity. My intention was to go active-duty Navy upon graduation, but during my time at Kings Point I realized what a great industry this is and have stayed in it for 51 years.

Remarkable! You then sailed for a while. Were there lessons at sea that transferred to your shore jobs?

Lessons learned during my sailing days helped provide me with the confidence and judgment to tackle whatever new challenges lay ahead. They also endowed me with a mariner's perspective of ship operations, which is critical for a successful move to shoreside management positions. Throughout my shoreside career which included obtaining a law degree, I've always been a mariner first and have taken that perspective into account, recognizing that the linchpin to any successful shipping endeavor are the mariners that make it happen.

Excellent! Tell our readers about the Chamber of Shipping of America. What does it do and what is its history?

The Chamber of Shipping of America (CSA) is the U.S. national shipowners association. For over 100 years, it's represented the interests of shipowners, operators and charterers in the U.S. and internationally at IMO and ILO. Our members own/operate/charter all types of vessels, both U.S. and non-U.S. flagged, engaged in the U.S. domestic and international trades, and we represent them before legislative and regulatory bodies.

Our primary focus is to advise them on current compliance challenges as well as future compliance issues coming down the road.

What are some of those issues?

There are many, but the most important are the global move toward decarbonization of the shipping industry, the risks to shipping from geopolitical challenges (Ukraine/Russia, Middle East), global trade issues including the U.S. Trade Representative's proposal to impose port fees on certain vessels, cybersecurity and simply keeping up to date on new requirements imposed on shipping at the global, national and, in some cases, sub-national levels.

What's the relationship between CSA and the International Chamber of Shipping in London?

CSA is a founding member of the International Chamber of Shipping (ICS) and serves as the U.S. representative on all ICS bodies including the Board of Directors, the Marine Committee, the Maritime Law Committee and the Shipping Policy Committee. CSA also serves on the ICS delegation to IMO meetings. We collaborate on a number of issues at IMO and in the U.S. impacting the industry.

You must be excited about the SHIPS for America Act and the Trump Administration's commitment to "Making Maritime Great Again."

Absolutely! I remember in 1978, when I graduated from Kings Point, there were hundreds of U.S.-flag vessels trading internationally. Over the last five decades, we've allowed our commercial shipbuilding and U.S.-flag international fleet to shrink to unacceptable levels as regards national and economic security – due principally to neglect. With thanks to the President, Senators Mark Kelly and Todd Young and Representatives Trent Kelly and John Garamendi, the industry is in the first stages of revitalization.

It took us a long time to get to where we are now, and it will take some time to bring the industry back. What is desperately needed is a leader (champion!) who can bring all these stakeholders and programs together across the legislative and executive branches and that position, in my opinion, needs to be in the White House.

What will it take to make the dream of a 250-vessel fleet a reality?

That's a tough one to answer. We obviously need more U.S. shipyards, shipyard workers and ultimately more mariners to man these vessels. Less obvious, but just as important, is the need to create a business environment where U.S. shipyards and U.S.-flag vessels can compete in the international marketplace. This will likely be accomplished through a combination of public funding (subsidies in one form or another) and private sector investment. Ultimately, we need cargo. All these new ships and mariners won't make a difference if the cargo isn't there!

Where will the mariners come from? How can we make maritime a more attractive career choice for the next generation?

We've been trying to address this challenge for years. First, we need a comprehensive outreach program that makes the general public aware of just how important the commercial maritime industry is to our national economy and security.

Second, we need an equally comprehensive outreach program for kids in middle school through high school to introduce them to the opportunities in the maritime industry.

And third, we're losing maritime academy graduates to the tech sector in significant numbers and have to figure out a way to make maritime jobs more attractive. Salaries between the maritime and tech industries are comparable, but tech doesn't require you to be away from home and family for six months of the year.

What is the future of the Jones Act? Will it have to be modified in some way to accommodate the new push?

CSA supports the Jones Act in its current form. Keep in mind that the SHIPS for America Act is focused on building the U.S.-flag internationally trading fleet, so I don't see what modifications would be necessary since the U.S. build requirement would not apply to U.S.-flag vessels engaged in international trade. This allows for the reflagging of foreign-built vessels into the U.S. flag international fleet.

You've been a trailblazer – a woman in a man's world – your entire life. What's it been like? How do you see the future of women in maritime?

I've never seen myself as a trailblazer. I was just a lucky person who happened to be in the right place at the right time. All I wanted was a fair chance to succeed in a career that at the time had very few women. I got that fair chance, and it was up to me to take advantage of the opportunities before me.

I could not have succeeded without my brothers (and sisters) at Kings Point and later in the industry that provided support and encouragement. From my perspective, success is not the result of one person's efforts. It's about your efforts and how you interact with the good people around you, including family, friends and professional colleagues.

Are you a member of WISTA, the Women's International Shipping & Trading Association?

I am a proud member of WISTA U.S.! WISTA is a unique organization that is obviously focused on women in the maritime industry but has grown to be much more than that. WISTA Sistas have welcomed WISTA Mistas, and the support, collaboration and friendships are unmatched by any other organization in which I have participated.

Wonderful! Any final message for our readers?

As someone in the latter stages of her career, I would like to send a message to the new generation of maritime professionals, including those in their early years at the academies: Make a plan with a pencil and eraser. The key to progress in life and in your career is how you adapt to change and react to new and unplanned opportunities.

 

Salvors have successfully prevented the capsizing of a trawler at the port of Ribeira, Galicia, limiting the impact from a severe onboard fire. 

At about 1630 hours on Monday afternoon, the Mauritanian-flagged fishing vessel Awadi caught fire alongside the pier in Barbanza, Galicia. The blaze started in a hold, where maintenance work was under way. A bystander reported the incident to local emergency responders, and shoreside fire teams began work to suppress the blaze and prevent the risk of spreading the fire to nearby ships. No injuries were reported on board. 

The response effort drew in five fire trucks and crews from around the region, as well as coast guard and environmental agency representatives. Efforts to control the spread of the blaze on board were not successful, and it expanded through multiple compartments. 

???? O servizo autonómico de Gardacostas de Galicia desprazou ao buque Mar de Galicia e a auxiliar do Ría de Vigo para participar nas labores de extinción do lume declarado nun pesqueiro atracado no porto de Ribeira. En breve incorporarse ao operativo o Ría de Vigo. pic.twitter.com/OOAijkZEim

— Gardacostas Galicia (@GardacostasGal) September 1, 2025

The team brought aboard bilge pumps to evacuate firefighting water, as the Awadi had begun to take on a list, according to local media. By late Tuesday, it was listing 40 degrees to starboard, and salvors began working to find the cause. It turned out that the bilge system for the hold was admitting water into the compartment, according to Diario de Arousa, so divers were sent below to plug it and halt the water ingress.

Firefighters also removed all of their own gear and all of the stores from the weather deck in order  to improve the vessel's stability, and they reduced the amount of water they were introducing inside the ship. 

The list has stabilized but the fire is still smoldering, port director Juan Sanmartin told local media, adding that it will likely continue to do so for several days until the flammable stores inside the vessel are consumed. So far, no pollution has been reported, but the ship has 18,000 liters of diesel on board and will need to be defueled. 

Once the emergency response is fully completed and the fire is out, an investigation into the cause of the casualty will begin. Port officials say that a stray welding spark may have started the fire, a constant risk during repair periods. 

 

The Russian Seafarers' Union (SUR) has begun publicizing cases of labor rights enforcement against "shadow fleet" tankers, the lightly-regulated and questionably-insured vessels that carry most of Russia's oil to market. The calibrated "price cap" G7 sanction regime has restricted Russia's access to Western tanker owners and insurers, creating business opportunities for anonymous players who operate along the edges of maritime law and practice - and are occasionally caught shorting their seafarers. 

Last month, the SUR reported that it had secured the detention of the tanker Unity, a sanctioned vessel owned in Moscow and managed in the UAE. Russian enforcement actions against the Russia-facing shadow fleet are rare, but SUR convinced the port captain in Murmansk to detain Unity for multiple violations, including an estimated $90,000 in unpaid back wages. The vessel had just changed legal owner, flag state and insurer, and the crew were concerned that their employment contracts would not be honored. 

On Monday, the SUR reported that its Black Sea branch had pursued compensation for the death of a second engineer aboard the tanker Sun (IMO 9293117). Like many shadow fleet vessels, Sun "did not have a valid insurance policy," and the owner refused to pay any compensation to the seafarer's family. 

"Not only was the amount of compensation for death not specified in the contract, but there was no information about insurance at all. In addition, it turned out that the insurance policy on the tanker was invalid," union official Alexey Belyakov reported. 

The union got involved in the matter at the family's request, and it reached out to the flag registry of Antigua and Barbuda. However, the registry said that Sun was no longer flagged in Antigua, so it could not assist. Sun's paperwork now declares that it is flagged in Benin, but shipping database Equasis records that this declaration is false - a common shadow fleet practice.

Without help from the insurer or the flag state, the SUR reached out to Sun's owner. By the union's account, the shipowner ignored all requests and only got in touch when the union contacted the flag state. Then the owner brought in Turkish lawyers to negotiate, without success. At last, a representative of the shipowner in Russia joined the negotiations, and the SUR settled on a final payment of $125,000 for the family. 

In a statement, the union cautioned seafarers to read their employment contracts carefully before signing, with particular attention to insurance and medical care - and to contact their union for advice if there are red flags. 

 

The International Union of Marine Insurers has updated its guidance to warn that PCTC and ropax operators run a risk of explosion during an onboard EV fire, a previously underexamined problem. 

Electric vehicle fires have been a major source of concern for ro/ro operators for years, and several operators have banned them from carriage. EV battery packs can self-ignite if cells overheat or develop internal faults; they can also catch fire from a nearby heat source, like a burning conventional vehicle. Once EV batteries enter thermal runaway, they burn at high temperature and are difficult to permanently extinguish. They also emit large quantities of toxic, flammable fumes, making hand-to-hand firefighting with a hose team even more challenging in the tight spaces of a full ro/ro deck. 

The industry has adapted its firefighting practices to account for the realities of EV blazes, and operators now favor shutting off ventilation and flooding the affected hold with the fixed CO2 system. This is IUMI's recommendation as well, and the organization recommends that "fixed firefighting systems should be applied early, correctly and safely first rather than manual firefighting." The "early" component of this advice is essential, IUMI says, because waiting could allow the blaze to grow to the point that the fixed system gets disabled by the fire or gets overwhelmed, with potentially catastrophic consequences. 

But this comes with its own risk, according to IUMI. At the right concentrations, the gases that are emitted from an EV battery pack are potentially explosive in combination with ambient atmosphere. Research suggests that the gas mix from an EV fire includes 30 percent hydrogen, which has high explosion potential. If these gases accumulate in an enclosed space without burning off, and mix with air in the right percentage, a blast could occur. Since the traditional fixed firefighting sequence starts with a full ventilation shutdown, before any CO2 is introduced, any gases from the fire would be trapped inside with air only for a period.  

"A comprehensive firefighting strategy must not only consider the firefighting itself but also the management of potentially explosive gases that may accumulate during such incidents. The aim must be to integrate both aspects, firefighting and ventilation operation, without limiting the effectiveness of the overall firefighting system," IUMI cautioned. "Careful consideration should be given by shipowners to appropriate ventilation procedures for the extinguishing system installed and the vessel concerned."

Modern PCTCs have another hazard that inverts typical thinking on marine firefighting. With their wide-open deck layouts, newer PCTCs have no partitions from the starboard bulkhead all the way across to the port side. In addition to the implications for ease of spreading fire, the design creates unique stability considerations. Getting the deck wet - even a little bit - can reduce the friction between car tires and deck surface enough that it creates the risk of a catastrophic cargo shift from one side to the other. If the lashings aren't enough to hold the vehicles in place, the PCTIC could take on a heavy list, with potentially serious consequences. This means that by and large, hose teams for boundary cooling are a restricted option on a PCTC. "Only in calm weather (without swell and wind waves) locally applied small amounts of water can be recommended" for boundary cooling on a PCTC deck, IUMI recommends. 

The Canadian Coast Guard has formally transferred out of Fisheries and Oceans Canada and  into Canada's national defense establishment, expanding its role and adjusting its orientation.  

The transition brings the CCG's maritime domain experience into the mission of defending Canadian sovereignty, Canada's government said in a statement, much like the U.S. Coast Guard model. Some elements from Fisheries and Oceans Canada are also making the switch. 

The integration is intended to increase information-sharing and coordination between the CCG, Canada's Department of National Defense and the Canadian Armed Forces (CAF) - but, unlike the USCG, the CCG will remain a civilian agency rather than a military branch. 

"There are no plans to arm CCG personnel or assets, or to incorporate an additional enforcement role in the organization. The CCG will continue to deliver the essential services on which Canadians rely, including search and rescue, icebreaking, environmental conservation and protection, safe navigation, and supporting ocean science," said Minister of National Defense David McGuinty in a statement. 

A new bill before Canada's parliament would expand the CCG's national security role somewhat further, if passed. The Stronger Borders Act proposes to add (among other measures) maritime domain awareness responsibilities for the CCG, especially in the Canadian Arctic. In an era of increasing competition in the Arctic, and with the Northwest Passage increasingly accessible, tasking additional assets for monitoring in the remote far north could have security benefits. 

In the last election round earlier this year, Canada's Liberal party pledged to prepare the Canadian Coast guard for MDA activities and make it ready to support NATO operations. By doing so, Canada will now apply its existing coast guard spending towards its NATO defense spending target; Canada has long fallen short of the NATO readiness contribution target, which was set at two percent of GDP in 2014 and is now set to rise to five percent by 2035.

 

Advances in information processing technology and programming have increased the need for data centers capable of processing massive volumes of information. Data centers that float on water provide ready access to cooling capacity, with potential to convert the energy from sea waves and river currents to electrical energy to operate the onboard technology.

Introduction

Data centers process massive amounts of information and require continuous and reliable access to large amounts of electric power and substantial cooling capacity. When located on land in arid regions where solar photovoltaic energy is available, data centers require roof-mounted air-cooling technology that consumes massive amounts of electrical power. While waterfront coastal locations provide easy and available access to water cooling, market demand for such locations is very high, with high real estate prices.

A cubic volume of water can provide over 3,400 times the thermal capacity of an identical cubic volume of air. Even in warm climates, the temperature of coastal seawater and river water is often cooler than air temperature. At locations where winds blow constantly, wind energy generates waves. It is possible for some technologies to convert energy from a choppy water surface to electrical energy. At other locations next to rivers, there may be scope to install a waterwheel or a turbine to convert the kinetic energy of flowing water to electrical power. While such locations are no longer available in large cities, some suitable sites might still be available in rural and remote locations to operate a data center.

Kinetic Turbines

During an earlier era, undershoot waterwheels converted river flow kinetic energy to mechanical power to operate sawmills or to drive milling wheels for grinding wheat into flour. In the modern era, kinetic turbines have replaced the classical waterwheel. While some kinetic turbines are placed on a river floor or seabed, stationery floating structures restrained by cables are able to carry kinetic turbines under the hull.

A kinetic turbine tested along the St. Lawrence River southwest of Montreal incurred higher cost for electric power compared to hydroelectric power dams. The river floor installation of the turbine reduced access for maintenance and especially during icy winter months. Floating technology that carried turbines under the hull were tested along the St. Lawrence River, downstream of the Moses – Saunders power dam. Counter-rotating pairs of vertical-axis turbines located under the hull, with a flow defector, would place generating technology and main support bearing inside the floating structure, allowing easy access for maintenance and repair. A submerged counter-flow heat exchange unit under the structure would provide cooling during summer weather. During winter, information processing technology would generate enough heat for interior heating.

River Requirements

Rivers deemed suitable for floating data centers would require the combination of sufficient water flow velocity and sufficient water depth to operate kinetic turbines efficiently. Cables connected to shore or anchored to the river floor would restrain the floating structure either near midstream or near a river bank. A current-driven kinetic ferry would carry employees between river bank and floating data center. An extended floating dock would be an option, as would having the data center floating in the river stream with a telecommunications connection to a land-based office where programming employees work.

Suitable Rivers

Data centers require a constant and reliable supply of electrical power, from rivers with reliable and steady water flow, with minimal variation in flow velocity and water depth. The East River in New York City is a suitable candidate. While looking like a river and flowing like a river, it is actually an oceanic channel with flow driven by ocean current. Downstream of Niagara Falls, the Niagara River provides steady water depth and steady flow velocity while being close to a large population. At either location, floating docks restrained by cables could provide access between shore and data center.

East of Lake Ontario and downstream of the Moses – Saunders power dam, water of sufficient depth and velocity flows through the north and south channels of the Upper St Lawrence River. Further east and southwest of Montreal, a section of the St. Lawrence River could sustain operation of a floating data center. Kinetic ferry vessels driven by water current could carry technical personnel between shore and midstream floating data center, and optic telecommunications cable could connect between the data center and shore-based work stations, reducing the number of workers who travel by ferry between shore and data center.

Other Rivers

Many rivers across North America and internationally offer sufficient water depth and water flow velocity, with near steady year-round steam flow rate to sustain operation of floating data centers. Many such rivers are navigable and transit ships, as is the case of sections of the St. Lawrence River. Ferries operate along the East River of New York City despite the powerful water current. Operation of floating data centers also requires access to a suitably qualified workforce, which is available in New York City, the Niagara region and even along sections of the St Lawrence River.

The combination of suitable river characteristics and availability of a suitably qualified workforce would determine future locations of floating data centers. It is uncertain as how to regulatory authorities would classify a floating data center, as it is essentially a vessel with the equivalent of a propeller extending downward under the hull.

Conclusions

Advances in information processing technology along with the development of advanced programming have increased the need to expand the capabilities of data centers. Data centers consume massive amounts of electrical energy and have massive cooling requirements. A data center that floats on water where powerful currents flow, likely have access to required cooling capacity along with the ability to convert river flow energy into electrical power to sustain data center operation. Some future data centers would likely float on fast flowing rivers that pass near large or through cities.

 

Mitsui O.S.K. Lines, which is one of the world’s largest shipowners/operators, told the media in India that it is in discussions to begin building ships at the country’s shipyards as it looks to diversify its sources of newbuilds. The move is in keeping with the Indian government’s efforts to expand the shipbuilding industry into the international market.

According to the information supplied during a press briefing, MOL has been exploring the options for shipbuilding in Japan for the past three years, but found the yards lacked capacity. Now with government shipbuilding projects nearing completion, the government’s support, and recent partnerships such as the agreement between Cochin Shipyard and HD Korea Shipbuilding & Offshore Engineering to share expertise, MOL is reported to be in talks with the Indian government and Cochin Shipyard.

The Indian government has detailed plans to develop three large shipbuilding clusters as it seeks to expand the industry. It has been courting major Western carriers with discussions reported for new projects with MSC Mediterranean Shipping Company, Maersk, and CMA CGM. The container carriers have discussed repair projects as a first step toward building new ships in India.

“The plan is to start with simpler vessels, like product tankers, for example, MR tankers, and gradually move towards more complicated ships,” said Captain Anand Jayaraman, South Asia Middle East regional Executive Officer of MOL (India), reports the Indian media outlet ETInfra. The executive reportedly told the media that MOL wants to develop sources beyond China, Korea, and Japan, and within the decade hopes to be able to build Ethane carriers in India.

MOL is already the fourth-largest shipping company in India. Out of a total fleet of more than 900 ships, the company has 13 registered in India. The media quotes the captain as saying the company’s goal is to grow to become India’s second-largest shipping company. Shipbuilding is also part of a larger investment planned by MOL into India, including railways and other logistic operations.
 

 

A supervisor identified as a Brazilian national overseeing construction of an FPSO vessel at the Hanwha Ocean shipyard in Geoje, South Korea, was killed on September 3 during testing on the under-construction vessel. The Coast Guard is reporting that the individual fell from a platform that collapsed while two other individuals clung to the structure and were rescued.

Related work at the Hanwha Shipyard was immediately suspended as investigations began into the incident. Korean media reports that the Coast Guard and the Ministry of Employment and Labor are investigating the incident as a possible violation of the Industrial Safety and Health Act.

Lift testing was being performed on the 150,000-ton FPSO (Floating Production Storage and Offloading) vessel being built for Petrobras. According to the reports, large bags filled with water we being lifted between approximately 11:30 am and noon local time using a winch aboard the vessel designed for lifting heavy objects. The structure holding the winch collapsed under the weight, leaving it bent and hanging down. 

 

Report from Korean TV (Click image for video)

 

The supervisor who was on the platform fell more than 30 feet (10 meters) to the water below. The Coast Guard reports he was recovered at approximately 1330 and was in cardiac arrest. He died at a local hospital.

The other two individuals were able to hold on to the remaining structure. They are reported to have suffered less serious injuries.

South Korea’s unions have complained about unsafe working conditions at all the shipyards. Last year, there was another fatal accident at the Hanwha Ocean shipyard that also resulted in work being suspended. A month later, there was a fatal accident that killed a subcontractor at HD Hyundai’s Ulsan shipyard. 

This latest incident comes as the shipyards have been involved in prolonged contract negotiations with the unions. Hanwha Ocean reached what it called a major labor deal with its unions in late July. The unions, however, have been calling for strikes at HD Hyundai’s shipyards as they demand better wages and working conditions, and now are also protesting the planned merger of HHI’s yard in Ulsan with the Hyundai Mipo shipyard.
 

After a challenging salvage operation, the Dutch crane vessel Matador 3 has raised part of the German WWI-era submarine U16 from the waters off Germany's North Sea coast. It is unusual for a wreck of this vintage to be raised to the surface, but despite its rarity, the salvors do not have plans to preserve it.

U16 was built in 1911 and fought throughout World War I, sinking nearly 30 vessels and surviving about one dozen combat patrols. The vessel went down in 1919 off the coast of Scharhorn, a German-administered island at the mouth of the Elbe. At the time of the sub's loss, it was under way on  a delivery voyage to Britain, where it was to be handed over as part of Germany's postwar reparations. All crewmembers are believed to have survived the sinking. (A local historian, Jann M. Witt, told Tageblatt that it is likely that they scuttled their sub rather than hand it over to the British; another German sub met with the same fate earlier that year.) 

The wreck stayed at the bottom of the North Sea for more than 100 years before the decision was made to remove it. It has been surveyed more than once, and the latest visit was in 2023, when a vessel of the Federal Maritime and Hydrographic Agency (BSH) passed over the site. The sub's wreckage is within the Elbe federal waterway, according to NDR, and belongs to the Federal Directorate of Waterways and Shipping (WSV). It is not considered a protected war grave for legal purposes.  

The wreck's other half sits at a depth of about 60 feet of water, and is slated for removal this week, weather permitting. The wreckage itself is likely headed for demolition, despite the WSV's early attempts to find a new home for it. Parts of the sub may be preserved by German museums, but none have stepped forward to take the entirety of the wreck, NDR reports.

 

The information security industry has lamented the lack of available skilled and talented workers for the last three decades. A common estimate today is that there are a million unfilled cybersecurity-related positions in the U.S. alone. The absence of skilled cybersecurity workers has a particular impact on the maritime transportation system (MTS) because "traditional" cyberdefense skills do not directly translate to the maritime information ecosystem, so we are even further behind.

The maritime domain is a highly intertwined system of systems, composed of a complex and interconnected collection of information technology (IT) and operational technology (OT). Maritime's information ecosystem is a mix of data centers, networks, sensors, communication systems, and end-user devices that are subject to the same cyberdefense requirements as the rest of the information universe. That said, the MTS has unique cybersecurity requirements, including the combination of many moving and stationary parts; smart ships, ports, and cargo; cyber-physical systems and operational technology; maritime-specific navigation and situational awareness systems; and human-machine interfaces.

The CyberBoat Challenge started in 2022 and has become an annual educational event, bringing together cybersecurity students learning about maritime systems, industry partners and government. It is a cooperative learning opportunity where students examine the maritime environment and maritime information systems in order to understand the protocols, operations and interfaces - and how they all relate to the real world.

Traditional methods of cybersecurity education, training, and workforce development benefit from new and innovative ideas in order to teach students about the many niche technical specialties that have emerged in last couple of decades and, in particular, to develop the next generation of cyberdefense professionals in the maritime industry. Maritime product vendors, ports, shipping lines, merchant mariners, and others in the maritime domain need to be creative in where we find people for cyber roles, which might include professionals from the engine room or the bridge.

The maritime industry must also engage more fully with academic institutions to channel students in understanding the unique needs within the maritime domain. A handful of colleges and universities in the U.S. and globally are already focusing on maritime in their computer science, computer engineering, cybersecurity, or other related programs. The CyberBoat Challenge provides one way in which faculty and students from these — and other — academic institutions can meet and network. The CyberBoat events specifically seek industry and government involvement to help create a miniature ecosystem which not only helps students understand the context of the material and problems, but also helps them form ties with potential mentors and potential employers regardless if their goals are industry, government, academia, or the security community.

There is an adage that engineers don't understand security. This is somewhat borne out by the fact that the most common software flaws reported today are the same as the most common software flaws reported 25 years ago. All too often, engineers work in solution space and not problem space; i.e., they work on solving known problems but they're not necessarily trained to go out and seek new problems hidden in our increasingly complex technology systems. Indeed, most undergraduate courses teach technical topics by assigning problem sets rather than assigning students to find problems.

By bringing together people with diverse academic and experiential backgrounds, students new to this information environment can exercise the critical thinking necessary to identify problems that we may not yet have recognized before they appeared in tragic ways. Every time an accidental event occurs in an IT or OT system on a ship or at a port, cyber processionals — and adversaries — look to see if there's a cyberattack vector that might deliberately cause the same outcome. Consider the failure of a microswitch in the steering control system on BBC Africa, causing her to collide with Common Faith in Houston in August 2023, or the tripped breaker resulting in a power failure on Dali, causing an allision with — and catastrophic failure of — the Francis Scott Key Bridge in March 2024.

CyberBoat is not a cyber competition. The event is pro-industry, and its raison d'être is to help industry understand and address cybersecurity challenges. It is a resource for participants to draw on in terms of augmenting education; making industry connections; understanding the needs, priorities, and remedies of sister organizations; understanding the perspective and role of governmental agencies; and as a recruitment resource for companies looking for interns and employees. It also helps to build a cohort of students learning a new way to think critically about problem identification and solution.

While this is a new approach within the maritime domain to address a long-existent problem, the CyberBoat Challenge is using a well-known engagement and education model which was pioneered by its "elder siblings" — CyberAuto Challenge since 2012 and CyberTruck Challenge since 2017 — which have served as a training and mentoring asset for industry, academia, government, and students, and has seen many hundreds of past participants enter the transportation cybersecurity field. This training system works and has had positive effects in the community of interest.

The next CyberBoat Challenge is in December and will be held at the University of North Carolina Wilmington. Faculty, students, academic institutions, vendors of maritime products, shipping companies, ports, and other interested parties can find more information at https://cyberboatchallenge.net/.

Dr. Gary C. Kessler is co-author of "Maritime Cybersecurity," 2/e and is a lecturer and advisory board member of the CyberBoat Challenge.

Dr. Jeremy Daily is a professor at Colorado State University and program organizer of the CyberBoat Challenge.

Karl Heimer is the founder and board chair of the CyberAuto, CyberBoat, and CyberTruck Challenges.

 

The Iranian Navy (Nedaja) appears to have finally stood down from its wartime posture. Its principal ships returned to port, having spent three months away from their base in Bandar Abbas save for short trips back into port for replenishment.

In imagery taken on September 2, five operational Alvand and Moudge-class frigates were tied up in the Bandar Abbas Naval Harbor, as was the intelligence collector IRINS Zagros (H313).

Two Hengam Class landing ships (IRINS Tonb (L513) and Lavan (L514)) are also alongside, with a third vessel of the class IRINS Larak (L512) still under refurbishment in the floating dry dock close by. Bandar Abbas-class replenishment ship IRINS Bushehr (K422) is present, as are three of the seven-strong Delvar-class fleet of cargo and ammunition ships.

Bandar Abbas Naval Harbor on September 2, with five frigates (red) and IRINS Zagros (green) marked (Sentinel-2)

Also back in base are nine Sina and Kaman-class fast attack craft - for several months, only three such boats, probably non-operational, had been seen in the harbor. From the quality of imagery available to open source analysts, it is not possible to see if the single operational Kilo-class submarine IRINS Tarek (S901) is out or at its normal berth, but the two other Kilo submarines are out of the water in the dry docks alongside a Moudge-class frigate. It seems as if only one frigate - IRINS Bayandor (F81) - is out of Bandar Abbas, and this ship is often seen tied up in the new Jask Naval Harbor operating in support of Rear Admiral Abbas Hassani’s 2nd Naval Region.

This disposition suggests that the Nedaja has no long-range patrols deployed outside coastal areas. The presence since 2008 of a flotilla on rotation in the Red Sea was abandoned when the 100th Flotilla returned home to Bandar Abbas at the beginning of this year. The posture also suggests that the Nedaja does not feel at risk from a resumption of either Israeli or American attacks, which are expected by the political leadership in Tehran, but which the Nedaja may feel would be directed instead against the IRGC, the political leadership, nuclear weapons associated targets and ballistic missile infrastructure.

Also seen in imagery on September 2 is the forward base ship IRINS Makran (K441), at its usual pier in the outer harbor. For several weeks now, an unidentified logistics ship has been moored alongside the Makran, possibly a new addition to the Nedaja fleet - and like the Makran, possibly a conversion from an old civilian ship.

The mystery ship is 183.5 meters long, not matching anything in the known Nedaja inventory, and has a helicopter deck forward. But between the helicopter deck and the bridge is a davit crane, and on the deck alongside are several Boston Whaler-type boats. Thus this ship could perform the role previously carried out by the IRGC Navy spy ships MV Saviz and MV Behshad. These two ships in turn maintained a stationary position off the Dahlak Bank just inside Eritrean territorial waters, from late 2016 until January 2024, and from which Boston Whaler boats were craned off the deck to make arms runs across the Red Sea to the Houthis in Yemen.

IRINS Makran (right) in the outer harbor at Bandar Abbas early on September 2, alongside the mystery vessel (left) (Sentinel-2)

[By: ABS]

The latest advances in battery technologies have the potential to not only support direct electrification and the integration of alternative fuels but also offer pathways to enhance operational efficiency and reduce fuel costs according to the latest industry-leading analysis from ABS.

Emerging Battery Technologies in the Maritime Industry Volume II deepens industry understanding of the inherent safety risks associated with emerging battery systems, particularly thermal runaway (TR) and gas emissions.

The report also delivers actionable insights to guide the safe implementation and development of comprehensive safety strategies and is intended as a critical resource for operators looking to incorporate advanced battery technologies into their fleets.

“Batteries offer tangible benefits in marine and offshore operations, supporting advancements in efficiency, regulatory compliance and emission reduction. The challenges are primarily due to the developing comprehension of TR behavior, the need for wider research on gas generation and explosion hazards, and the lack of a robust safety management strategy for large-scale applications. At ABS, we are proud to offer the latest insights into fire safety strategies and the safe integration of current and advanced battery technologies,” said Michael Kei, ABS Vice President, Technology.

The study explores the latest advancements in technologies including lithium-ion (Li-ion) and six, next-generation batteries, evaluating the maturity, benefits and challenges of energy storage systems for marine and offshore applications.

ABS offers industry-leading guidance on alternative hybrid electrical technologies and certifications for the operation and installation of these technologies on vessels. Learn more here. Download a copy of the ABS Emerging Battery Technologies in the Maritime Industry Volume 2 here, and find volume one here.