A federal jury has convicted Adm. Robert Burke (USN, ret'd) on bribery charges related to post-service employment in the private sector. While it is commonplace for admirals to take positions with defense contractors after leaving the military, prosecutors alleged that Burke arranged a six-figure contract for his future employer before he departed the service. As a four-star admiral, Burke is among the highest-ranking officers ever convicted of a federal crime.  

The story began in 2018, when training firm Next Jump received a subcontract from the Navy for a pilot program. The Navy terminated it the following year, leaving Next Jump without any military contracts. Next Jump's co-chief executives, defendants Yongchul "Charlie" Kim and Meghan Messenger, emailed Adm. Burke - at that point the vice chief of naval operations - in hopes of reestablishing the business relationship. An aide to Adm. Burke responded and asked them not to contact him again, given "upcoming contracting actions."

Beginning in late 2020, shortly after Adm. Burke became Commander Naval Forces Europe and Africa, Kim repeatedly tried to get in touch with him despite this order to cease outreach, according to charging documents. In April 2021, Burke agreed to take a call with Kim and his co-CEO on WhatsApp.

Describing the call after the fact, Kim said that Burke "wants to work for us but we're asking for a deal first," adding that co-CEO Meghan Messenger "felt slimy" about the discussion, prosecutors claimed. 

Next Jump co-CEO Charlie Kim, a co-defendant in the case, circa 2018 (USAF file image)

In May 2021, Adm. Burke allegedly directed a staffer to search for money that could be directed to a contract for Next Jump's training services - even though Naval Forces Europe had not previously identified a need for such training. Shortly after, Kim allegedly laid out a job proposal for Burke: if the admiral secured a workforce training contract for Next Jump from Naval Forces Europe, and the admiral stayed in the Navy six months afterwards to promote the training service-wide, he would get a post-retirement job at Next Jump. The offer included a salary of $500,000 per year plus stock options, according to charging documents.

Burke allegedly kept to this agreement. He and his staff allegedly arranged a $355,000 procurement solicitation that was designed to fit the parameters of Next Jump's "On My Mind" leadership training, resulting in a $257,000 subcontract award for the company. Kim, Messenger and their associates flew to Naples, Italy and Rota, Spain to deliver the training to personnel in Burke's command.  

Burke stayed in the Navy for six more months, and during that time, he allegedly promoted the training to other senior Navy officers (and to contacts in a foreign military) - without disclosing any employment agreement with Next Jump. He retired in May 2022, then started an executive position at Next Jump about five months later. 

Between Burke's start date in October 2022 and January 2023, he earned about $125,000 in wages from the training contractor, prosecutors said. 

In September 2023, federal prosecutors charged Burke, Kim and Messenger with conspiracy and bribery for this alleged arrangement. Burke was also charged with concealing facts related to the scheme, as well as official acts that affected his personal financial interests. 

Kim and Messenger are scheduled to face trial in August. Burke's separate trial finished early this week: a jury in D.C. District Court found Adm. Burke guilty on all charges. Sentencing is scheduled for August 2025.

"When you abuse your position and betray the public trust to line your own pockets, it undermines the confidence in the government you represent," said interim U.S. Attorney for the District of Columbia Jeanine Pirro, formerly a legal commentator on Fox News. "Our office, with our law enforcement partners, will root out corruption – be it bribes or illegal contracts – and hold accountable the perpetrators, no matter what title or rank they hold."

Burke's defense lawyer, Tim Parlatore - the personal attorney of Defense Secretary Pete Hegseth, as well as a Navy Reserve JAG officer in Hegseth's office - told Military.com that the military and government investigation into Burke's case had been done incompetently, and that evidence had been hidden from the jury. Parlatore suggested that the verdict was wrongful, and that the prosecution had not presented the full story. 

Kim and Messenger have yet to face trial, and they are pleading not guilty. Their attorney told The Washington Post that they had relied upon Burke and that Burke had misled them. "I think it'll be embarrassing for the Navy," Next Jump attorney Reed Brodsky told the Post. 

 

On Wednesday, North Korea's small navy expected to launch its newest warship with supreme leader Kim Jong Un in attendance - but it did not go as planned. The launch system at the shipyard malfunctioned, and the stern slid into the water while the bow remained on shore, causing extensive hull damage. 

In comments carried by state-controlled Korea Central News Agency (KCNA), Kim took aim at every institution involved in the destroyer's construction - including the design bureau - and called the launch failure "a criminal act." He called for "political accountability" for the "inexperienced command and operational carelessness in the course of the launch."

Satellite images of the site at Chongjin Shipyard show that the vessel was lined up with a side-launch ramp on the quayside in the days before the casualty. The Chongjin yard lacks a drydock or an inclined marine railway for launching. The infrastructure for the side launch method is affordable, but is not preferred for complex vessel construction: a side launch imposes larger forces on the hull and installed components, and as a dynamic, kinetic event, it is prone to mishaps - even capsizings, if the vessel heels over too far during launch. This complicates construction planning and may limit how much work can be done on the vessel before it is launched.

The accident described by KCNA appeared to describe a malfunction of the side launch system. Some sections of the bottom were "crushed by the forces involved," KCNA said. The agency added that the officials responsible for the accident will be "dealt with" during the next meeting of the Central Committee of the Workers' Party of Korea in June. 

South Korea's Joint Chiefs of Staff assessed that the damage may have been more severe than admitted by the North: a spokesperson told media that the new warship was "lying on its side in the sea."

Kim has instructed the shipyard to fix the vessel's hull before the next Central Committee meeting in June. 

The newbuild is believed to be a sister ship or near-sister ship of the Choe Hyon, a first-in-class warship launched last month at Nampo Shipyard. Choe Hyon - a heavily armed vessel with the displacement of a frigate - is likely capable of launching ballistic missiles, and has 74 VLS cells in several sizes. 

 

The draftsman's union for General Dymanics Electric Boat has agreed to a five-year labor contract with a hefty wage hike, heading off an impending strike. The union's members will see their pay increase by nearly a third by the end of the period, leaders said in an update over the weekend. 

UAW Marine Draftsmens' Association Local 571 represents 2,500 workers who draw up schematics for sub construction at GD Electric Boat, one of the two firms in the United States that can build nuclear-powered submarines. They make up about 10 percent of the company's workforce. Electric Boat holds contracts for the Columbia-class and the next generation of the Virginia-class attack sub, two of the Navy's highest-priority programs.

The $130 billion Columbia-class program is urgently needed. The Columbias will replace the aging Ohio-class boats as the platform for the nation's at-sea nuclear deterrent, the most survivable second-strike option in the arsenal. The UAW MDA's members did the detail design for Columbia, and they also produce the plans used on the shop floor for construction. 

GD Electric Boat initially offered the union a raise of 23 percent and improvements to retirement benefits. In April, the union said that the boost was not enough, and the membership voted to authorize a strike if talks did not produce a better package. A strike could have created further delays for Columbia, which is already more than a year behind schedule and hundreds of millions of dollars over budget because of supply chain and production delays. 

Electric Boat and union leaders eventually settled on a giant pay increase of 30.6 percent over five years, amounting to "an increased value of $115,000 per member on average over the life of the agreement," according to UAW regional director Brandon Mancilla. It also continues retirement-plan policies as before, without the employer's proposal for a new tiered benefits system. The union conceded that it did not secure all of its demands for pension improvements, profit sharing and cost of living adjustments. 

"The bargaining committees worked diligently to find common areas of interest that resulted in wage and benefits enhancements that positively impact employees’ quality of life, and achieve fair and equitable results," said Electric Boat VP of HR Shawn Coyne and Local 571 president William Louis in a joint statement. "This package recognizes the essential role of the MDA members in the production of submarines for the U.S. Navy."

The wage increase means added cost for production, but Congress had already anticipated that labor costs at Electric Boat and other submarine industrial base suppliers would increase. The latest two-sub contract for Electric Boat and HII Newport News included adjustments for workforce incentives, addressing the substantial difficulty that the yards have had in finding and keeping skilled labor.  

“The strong wage package . . . reflects the goal of special funding Congress approved last December to help submarine shipyards recruit and retain the talented workforce required to execute our nation’s aggressive submarine construction plans," said Rep. Joe Courtney (D-CT) in a statement. 

The union's rank-and-file members still have to vote to approve the contract. 

The California Maritime Academy is set to become Cal Poly Maritime in the merging of two of California’s academic institutions.
 
Cal Poly has appointed two new leaders to guide the future of the Cal Poly, Solano Campus and the Cal Poly Maritime Academy as part of its ongoing integration efforts. Dr. Corey Cook has been named vice president and chief executive officer of Cal Poly, Solano Campus, and Rear Admiral (Retired) Eric C. Jones, USCG, has been named superintendent of the Cal Poly Maritime Academy.

Cook and Jones were appointed to their new posts after a national search. Both roles are effective July 1, 2025.

“These new leaders will work closely with colleagues from across both campuses to advance our shared mission, champion Learn by Doing and deepen our commitment to maritime education and regional impact,” said Cal Poly President Jeffrey D. Armstrong.

Cook’s and Jones’ appointments are the next step in an integration approved in November by the CSU Board of Trustees in order to build on Cal Poly’s strong track record in admissions and enrollment; unite two institutions that share a hands-on, immersive educational approach; and create administrative efficiencies.

“This is a significant step forward in a process that will enhance Learn by Doing, strengthen maritime education in our region and bolster student success for all current and future Cal Poly and Cal Poly Maritime Academy students,” said Michael J. Dumont, interim president of Cal Maritime.

As vice president and CEO, Cook will lead Cal Poly, Solano Campus, providing strategic vision, executive leadership, and operational oversight for all programs and initiatives. He is widely respected for his commitment to student success, inclusive innovation and institutional transformation.

Cook, who most recently served as executive vice president and provost at Saint Mary’s College of California, brings a strong record of academic planning, public engagement and transformational leadership in higher education. He previously served as founding dean of the School of Public Service at Boise State University and has led strategic planning, accreditation, and academic reform initiatives.

Cook holds a doctorate and a master’s degree in political science from the University of Wisconsin–Madison and a bachelor’s in political science and peace and conflict studies from UC Berkeley.

As superintendent, Jones will serve as the administrative leader and chief academic officer of the Cal Poly Maritime Academy. He will oversee the academy’s merchant mariner license-track programs, training vessels, the Corps of Cadets, port facilities, and other associated programs.

Jones joins Cal Poly following more than 35 years of distinguished service in the U.S. Coast Guard. His leadership roles included assistant commandant for human resources and commander of the Seventh District, where he oversaw operations across the Southeastern U.S. and Caribbean and managed workforce systems for over 57,000 members. He also coordinated multi-agency responses during Hurricanes Dorian, Irma, and Maria, as well as the COVID-19 pandemic.

Jones is a graduate of the U.S. Coast Guard Academy, holds a master’s degree from MIT, and is a fellow of Harvard’s National Preparedness Leadership Initiative and MIT’s Seminar XXI on Foreign Policy and International Relations.

Cal Poly and Cal Maritime will begin operating administratively as one university, Cal Poly, effective July 1, 2025, under the leadership of President Armstrong. Academic integration will continue over the following year, with the first Cal Poly Maritime Academy students enrolling in Fall 2026.
 

A consortium based in the UK is working on the designs for a new segment of the shipping industry specifically designed to support floating offshore wind installations. As the offshore wind energy industry moves toward its next phase, which will require floating turbines, it will also need a new type of vessel better suited to the challenges of positioning and anchoring turbines.

“At present, the global fleet falls far short of what is required for serialized installation of floating turbines and their infrastructure,” explains Ian Godfrey of Tope Ocean, an engineering firm involved in the project.

The vessel concept focuses on a section of the floating wind installation process that is yet to be optimized. According to the project partners, the vessel will work with any of the three main anchor types for floating wind turbines being considered by the industry. Drag embedment anchors, they highlight will require installation by high bollard pull anchor handling vessels, while suction piles and driven piles, which require large subsea cranes to install them into the seabed. 

The first feasibility stage has been completed for the Future FLOW Installation Vessel. It will meet the requirements of the next phase by installing the mooring lines onto the installed anchors, enabling quick connection to floating foundations towed to the offshore site. The design also incorporates low-carbon fuels, providing fuel efficiency advantages, a hydrodynamically optimized hull, and expanded mooring capacity.

“We’ve reimagined the mooring installation process, designing a vessel focused on these new requirements,” says Simon Hindley of Solis Marine Engineering. “By combining an energy-efficient hull form with a low-emission powertrain, we can tackle high-duty construction tasks without relying on traditional, fossil fuel-powered vessels, improving the overall efficiency of the offshore construction activities.”

 

 

The vessel has been designed to maximize mooring line capacity while minimizing running costs. The selection of azimuth thrusters and reduced resistance to station-keeping and dynamic positioning efficiency is partnered with the alternative fuel choice of methanol. To maximize mooring line capacity, the vessel also has a large below-deck cable tank for synthetic mooring ropes as well as large chain lockers to hold the kilometers of chain expected for the floating wind industry.

The project is part of the Clean Maritime Demonstration Competition Round 4 (CMDC4), funded by the UK Department for Transport and delivered by Innovate UK. Consortium partners include naval architects Solis Marine Engineering, innovation specialists Tope Ocean, marine operations specialists First Marine Solutions, and Celtic Sea Power.

The consortium reports it is now advancing toward the next design stage, which will focus on the equipment for handling large quantities of synthetic ropes, weather-limit analyses, and regulatory and design challenges faced by methanol propulsion systems. The target is to secure an Approval in Principle from a major ship classification society by December 2025.
 

 

The European Council and European Parliament reached a provisional political agreement designed to enhance the mission statement of the European Maritime Safety Agency (EMSA). It was part of a broad effort by the governing bodies to address maritime safety, with this the final piece of the effort designed to clarify EMSA’s mission and provide for future challenges or evolving security issues at sea, such as cybersecurity and hybrid threats.

“For over 23 years now, the European Maritime Safety Agency has proven to be an essential support to member states in ensuring safety on European waters,” said Dariusz Klimczak, Polish Minister of Infrastructure speaking on behalf of the members.  “Revising the agency’s mandate will better reflect EMSA’s current and future role and make the agency future-proof.”

EMSA was created in 2002 in response to maritime incidents in the early 2000s. Its mission was defined as ensuring maritime safety, protecting the maritime environment, and addressing sustainability issues. It also works with the state’s coast guard and supports maritime surveillance and other digital services.

The new regulation will provide a more suitable legal basis for EMSA to fulfil tasks in the areas of maritime safety, pollution prevention and response, decarbonization, surveillance, and maritime awareness. Moreover, the agency will provide technical, operational and scientific assistance to member states and the commission.

As part of the new agreement, they are also creating the possibility for EMSA to take up additional tasks, at the request of member states and the commission. This was done in order to keep up with future developments in the maritime sector, which the representatives said is making EMSA more future-proof.

The provisional agreement will now need to be endorsed by the member states’ representatives within the Council and by the European Parliament. It will then be formally adopted by both institutions following final revisions.

The provisional agreement on EMSA concludes the legislative work on the maritime safety package, which also updated flag state and port state control provisions, revised rules on the investigation of maritime accidents, and tightened rules on pollution from ships. Those four directives were formally adopted by the Council in November 2024.

 

On Tuesday, investigators from the National Transportation Safety Board met for the first time with their Mexican counterparts aboard the Mexican Navy sail training ship Cuauhtémoc, which struck the Brooklyn Bridge at six knots on Saturday night. Two cadets were killed and dozens injured in the stern-first allision, which knocked down the tops of all three of the barque's masts. 

Cuauhtémoc remains moored at Pier 37 on the East River as investigations continue. Salvors and surveyors have finished an initial inspection of the ship's structural condition, and have determined that it did not sustain any hull damage in the incident. This means that when weather conditions are appropriate, the tall ship can be relocated to a shipyard for repairs, NYC Office of Emergency Management spokesperson Aries Dela Cruz told local media. The move is expected by Sunday. 

NTSB is in the initial phases of collecting evidence, including surveillance footage, bystander videos, technical data, crewmember testimony and more. The agency says that it will not be commenting on probable cause while it investigators are working on scene, and that a preliminary factual report will follow when ready.  

Mayor Eric Adams commended the New York Police Department and Fire Department for their speedy reaction after the accident, which likely saved lives. Marine units from both agencies were at the scene within minutes of the allision, providing aid and helping evacuate the injured. 

“There were 277 people on that vessel. That could have been a real tragedy if it wasn’t for the fast response on the New York side,” Mayor Adams said.

The accident occurred Saturday night as Cuauhtémoc was departing the pier, planning to transit south into New York Harbor and out to sea for a voyage to Iceland. It ran into trouble almost immediately. The vessel began backing away from the dock at 2020 hours, assisted by one tug (which was not connected by a hawser). The ship began to accelerate astern after it departed the pier, reaching a speed of six knots by about 2024 hours. At 2024:45, its masts hit the underside of the bridge. 

The reason for its sudden astern acceleration is under investigation, and NTSB will be looking at data from its propulsion system for any sign of a possible mechanical issue. Members of the public who have video evidence from the scene of the casualty may contact NTSB at witness@ntsb.gov. 

The Mexican Navy has confirmed that a "specialized harbor pilot" was on board the ship at the time of the casualty. New York State law requires foreign vessels to use a licensed Sandy Hook pilot to enter and exit the harbor; it is not known if Cuauhtemoc also had a docking pilot (a tug master with expert local towage and shiphandling knowledge) on board for the departure. 

 

[By: Glamox]

European grid operator TenneT is in the process of installing an offshore grid connection system in the North Sea, which will deliver electricity from three wind farms some 100 km off the German coast. The innovative DolWin 5 project eliminates the need for a wind farm substation, as the electricity generated will be transmitted directly as three-phase AC current to the giant DolWin epsilon converter platform.

A consortium consisting of Seatrium and Aibel is building and preparing DolWin epsilon, a High Voltage Direct Current (HVDC) offshore platform. Once operational, it will convert approximately 900 megawatts (MW) of green electricity from the wind farms, enough to power more than one million households.

Glamox has delivered lighting to the offshore converter platform DolWin epsilon. In total, it provided 2,084 marine-grade luminaires and the systems to remotely monitor and test emergency lighting via the platform’s SCADA system.

“Most of the time, this gigantic platform will be unoccupied, but the lighting is needed for remote inspection and for visiting crews and maintenance teams. It’s extremely costly to repair or swap out lighting when it’s offshore. Therefore, our certified marine luminaires must be long-lasting and able to cope with the harshest conditions of the North Sea. We know lives depend on it,” says Eirik Hagem, Head of Business Development for Glamox’s Offshore Wind business.

The product delivery includes a complete light package for the platform’s living quarters and the topside substation. Glamox products include MAX ex zone 1 (explosion-proof) linear luminaires and tough MIR linear luminaires. The installation also includes FL60 and FL70 marine floodlights, lighting for interior areas, E85-S escape route and anti-panic lights, and E20 exit/escapeway lighting.

The offshore converter platform DolWin epsilon is currently docked at Aibel’s yard in Haugesund, and later this year the company will commission, transport and install the complete converter platform offshore.

Powering more than one million households
The Dolwin epsilon offshore converter platform is unmanned, but provides accommodation for 50 people, a helipad, a crane and a lifeboat. The three-phase alternating current generated by the wind farms at sea is converted into direct current on the platform, before it is transported south to Hamswehrum near the river Ems in East Frisia via a 100-kilometre-long submarine cable. Next, a 30-kilometre-long land cable leads to the land converter station in Emden. The current is then converted back into three-phase alternating current and fed into the extra-high voltage grid on land.

“DolWin5 is the first offshore grid connection system in which TenneT connects the wind turbines directly via 66-kilovolt (kV) three-phase electric power cables to the offshore platform. From a macroeconomic perspective, this leads to enormous cost savings,” Tennet writes in its description of the project.

The European Union moved forward yesterday with what it called “the most wide-sweeping” sanctions package on Russia since the start of the war in Ukraine and targeted the oil and gas industry. While the EU said it was focusing on Russia’s shadow fleet of oil tankers and their operators, it also included a major international operator, Japan’s Mitsui O.S.K. Lines.

Deep within the list of 189 vessels added to the EU sanctions, Bloomberg highlighted are three LNG carriers owned by the Japanese company and operating under charters to service Russia’s Yamal LNG project. The West has been targeting Russia’s gas trade by sanctioning vessels as it expands the efforts to stop the flow of money, which it says is funding the war effort and supporting the Russian economy.

The three vessels, North Light, North Moon, and North Ocean, are state-of-the-art carriers completed in late 2024 under long-term joint agreements. The ships were outfitted with ice-strengthened hulls and are over 93,000 dwt. Bloomberg tracked shipments from Yamal to China and Asia aboard the vessels, which are registered in Singapore and managed by a division of MOL.

While emphasizing that the sanctions were designed to stop the vessels enabling the trade, the EU highlighted the shadow fleet operated by shadowy third parties. It is unclear if they were purposefully targeting one of the largest shipping companies in the world.  Officials, however, said its response is growing tougher as “Putin feigns interest in peace.” The EU said Russia and its enablers would face severe consequences the longer the war persists.

 “We intend to fully cooperate with the EU and Japanese governments in complying with the sanctions,” MOL responded in a statement to Bloomberg News. “We will consult with various parties and take appropriate measures.”

The shipping company said it would be reviewing the sanctions and assessing their impact on its LNG vessels. It is saying it is committed to complying with applicable laws, regulations, and rules.

The EU launched the sanctions targeting the gas sector as part of the 14th package introduced in June 2024. Russia responded with the use of vessels from the shadow fleet and ship-to-ship transfers. The EU is now moving to curtail Russian gas imports while promising to phase out the shipments bringing it to a close between 2027 and 2030.
 

 

The Turkish Navy and drone manufacturer Baykar appear to have achieved a notable advance in the use of drones from flat tops during the recent Exercise Sea Wolf 2025, held in the Eastern Mediterranean in mid-May. The exercise featured Baykar’s TB3 drone, a navalized and upgraded version of the widely-exported TB2 drone, which also features a retractable undercarriage and folding wings to permit below-deck hangar storage.

A Baykar corporate video shows three Bayraktar TB3 drones taking off and landing from the flight deck of TCG Andalou (L400), the Turkish Navy’s amphibious assault ship. Take-offs were achieved without catapult assistance, using the full 220-meter length of Andalou’s flight deck, which culminates in a ski ramp. Landings without arrestor gear appear to be achieved using about 100 meters of flight deck. Baykar reports that both take-offs and landings were conducted autonomously, though the examples seen in the company video were conducted in fine weather and flat calm conditions without pitch or yaw. Flight operations appear to require a clear deck, which might not be necessary on a larger ship with an angled flight deck.

The TB3 drones each carried two Roketsan MAM-L precision-guided missiles, which were used to carry out attacks on a ground target. Developed specifically for use on drones and with a relatively small warhead, these 22-kg missiles have a stand-off range of 15 kilomters.

#BayraktarTB3 PT-3 & PT-4 ????????

?ahlans?n Mavi Vatan,
Kanatlar?m?zda bulut ve deniz!

Let the Blue Homeland rise in glory,
With clouds and seas beneath our wings!

???????? MAM-L ?? TCG ANADOLU ???? ASELFLIR-500 & Aselsan CATS

???? DEN?ZKURDU Tatbikat? | SEAWOLF Exercise pic.twitter.com/LF3XIOrTZA

— BAYKAR (@BaykarTech) May 14, 2025

The project to adapt the TB3 for flat-top operations was given particular urgency when in 2019, with the TCG Andalou project underway, the United States dropped Turkey from the international team to build the F-35B – the stealth fighter which was to be deployed on the ship.

Baykar’s technical achievement poses a number of interesting questions, not the least why Baykar has been able to achieve such rapid progress in operationalizing its TB3 for naval use while other navies have not progressed from trials and experimental development.

Whilst the focus of Exercise Sea Wolf 2025 was on offensive use of drones, the TB3 has other attractive flight characteristics: an endurance of up to 32 hours, and a range of more than 500 miles at medium altitude. Carrying a multi-mode AESA (Active Electronically Scanned Array) radar, as is being developed for the TB3 by Turkish company Arselan, a carrier strike group with a constellation of TB3s could have persistent, wide area surveillance, with redundancy and overlap.  Such a capability might be envied by the HMS Prince of Wales as it approaches the Red Sea, protected as it is for now by the helicopter-mounted Crowsnest radar system - in an environment where slow-moving aerial targets have proven vulnerable to Houthi air defense systems.

From a capability perspective, where Baykar has led, others are sure to attempt to follow close behind. There may be a plethora of imitators, and hence a widening of the effectiveness of navies that never before had such a long-range strike capability. To illustrate, in February Indonesia ordered 60 TB3s and is contemplating acquiring a flat-top helicopter carrier. Among others, Australia, Egypt, Italy and Spain already deploy suitable flat-tops. Even the Iranian IRGC Navy might be able to fly and recover unmanned aircraft from the decks of its drone carrier, the converted container ship Shahid Bagheri (C110-4).

 

The Secretary General of the United Nations opened a day-long session of the Security Council discussing maritime security by calling for a greater respect for international law. Secretary-General António Guterres called for international cooperation for global stability and respect for international law to improve maritime security.

Guterres told the representatives of the largest nations that the world’s maritime routes and the people depending on them are sending a “clear SOS.” He spotlighted the Houthi attacks on commercial vessels, trafficking in the Gulf of Aden and the Mediterranean, and a myriad of crimes in the Gulf of Guinea as examples. He told the representatives that he believes the problem is getting worse.

“Without maritime security, there can be no global security,” said António Guterres. He emphasized in the opening remarks to the Security Council that the world’s oceans are increasingly under strain from threats both traditional and emerging — challenges around contested boundaries, depletion of maritime resources, escalating geopolitical tensions — and warned that “no region is spared. As threats to maritime security are becoming more complex and interconnected, enhanced coordination and stronger maritime governance are essential.”

Briefing the Security Council, the President of the Union of Greek Shipowners and Chair of the Board of the Neptune Group of Companies, Melina N. Travlos, warned that “shipping is increasingly being weaponized. Piracy,” she warned, “is evolving, not retreating.”

Highlighting the statistics on crime, Travolos stated, in 2024, there were 116 reported incidents. She said it represented a 35 percent increase for 2023. She pointed to organized crime, as well as trafficking of drugs and individuals, along with the growing threat of cyberwarfare.

During the debate, many nations took the floor to underline the importance of cooperation for global maritime security. They highlighted their individual concerns.

The United States, represented by its Acting Representative, Ambassador Dorothy Shea, used the calls for cooperation to highlight the Registry Information Sharing Compact founded by Liberia, Panama, and the Marshall Islands. She said it now includes 15 shipping registries representing more than 20 percent of the world’s flagged vessels. She said it is an important tool used for stopping flag hopping and helping to stop illicit practices, including UN Sanction Violations. She urged more registries to join the effort as a means of setting a global standard for compliance with international maritime law.

Russia’s Permanent Representative, Vassily Nebenzia, however, used the meeting as an opportunity to criticize the West and cite efforts against the shadow fleet. Russia terms the efforts of the NATO countries as the emergence of “Baltic pirates.” It said Western countries are justifying their illegal actions at sea by creating artificial impediments and threats to maritime trade.

He said the actions of the “newly-minted Baltic pirates and their EU cheerleaders” are a “flagrant violation of the freedom of navigation and the right of peaceful passage or transit passage.” Russia, however, asserted that most of the issues being debated, which included transnational organized crime, illicit arms trade, drug trafficking, human trafficking, illegal exploitation of marine resources, are not part of the remit of the Security Council.

Secretary-General Guterres told the representatives that action is required in three areas. He called for respecting international law. Addressing the root causes of maritime insecurity and creating a partnership at all levels.  He said that the upcoming 2025 UN Ocean Conference in Nice, France, will “provide an important moment for the countries of the world to take action.”
 

Secretary of Homeland Security Kristi Noem has signed off on a revamp of the U.S. Coast Guard's management structure, starting with a long-discussed plan to hire a service secretary for USCG headquarters. The U.S. Army, Navy and Air Force all have civilian service secretaries appointed by the White House; the Coast Guard - part of the U.S. armed forces by statute, but housed within the Department of Homeland Security - lacks a secretary of its own, and is led by a uniformed officer. 

"Now, more than ever, the American people need a strong and capable Coast Guard," said Noem in a statement. "The Coast Guard must not simply evolve. It must revolutionize how it functions and operates to ensure decisive advantage over adversaries. This requires a fundamental change."

The service's strategic plan, Force Design 2028, would fundamentally change its organizational structure. A new service secretary - reporting to Noem - would be accountable for decisionmaking, oversight and procurement, much like the Secretary of the Navy. This would require legislation, and a bill has been introduced by oversight committee leaders in the House. 

The plan also envisions a leaner headquarters operation with a "more agile and strategically focused" design. New program executive offices (PEOs, a familiar Navy construct) would take a "systems-focused approach to acquisitions and sustainment." In contracting, the service secretary would have final authority over acquisitions, and the Coast Guard would take a more disciplined approach to the requirements process - a key driver of cost increases and delays in shipbuilding programs. 

A previous memo from Homeland Security instructed the Coast Guard to reduce the ranks of its flag officers by one-quarter, or about 12 positions. Noem also reportedly canceled all six planned promotions for new one-star admirals proposed for this year. 

The new force design plan also calls for areas of significant investment and expansion. It would attempt to fill the service's manpower gap with new incentives and policies for recruitment, aiming to grow its military workforce by 15,000 members by the end of FY2028. 

The plan also calls for strengthening Coast Guard Cyber Command. Within the same department, Homeland Security's own Cybersecurity and Infrastructure Security Agency - tasked with the same mission set for all nationwide enterprises - faces a proposed $490 million budget cut in FY2026 (along with undisclosed personnel reductions). 

The Force Design 2028 plan also calls for investment in "Coastal Sentinel," an AI-driven sensor network to detect threats; new IT systems for vessel registration, mariner credentialing and HR functions; and a rapid-adoption team to pick up new technology faster. 

Noem also confirmed that acting commandant Adm. Kevin E. Lunday will be nominated for Senate confirmation as the 28th commandant of the Coast Guard. He will continue in his acting capacity until confirmed. 

“Now is the time for fundamental change," said Lunday. "Secretary Noem has said that we must reinvigorate the Coast Guard or risk strategic failure. I am honored to lead our Coast Guard men and women in this historic effort to renew the service for the future.”

 

Long one of the major concerns of the shipping industry, which was heightened by the growth of the shadow fleet, the Federal Maritime Commission announced that it is commencing an investigation into the practices of the so-called “flags of convenience” and the unfavorable business conditions that they create. The FMC reports it is concerned about the conditions created by the wide and uneven range of foreign vessel flagging laws, regulations, and practices, saying they could be creating unfavorable conditions in the foreign trade of the United States.

In a detailed presentation of the issue to be released in the Federal Register on May 22, National Maritime Day, the FMC highlights that some foreign countries have engaged in a “race to the bottom,” lowering standards and easing compliance requirements to gain a potential competitive edge in attracting ships to their registry. It believes that some nations are competing to lower the cost of registering and flagging vessels “beyond the point where they can ensure the efficiency, reliability, and safety of vessels.”

“By offering to register and flag vessels with little or no oversight or regulation, countries may compete against one another to gain revenue from the associated fees and to minimize the expenses associated with inspecting vessels and ensuring compliance with appropriate maintenance and safety requirements,” writes the FMC.

It further calls out the approach of the International Maritime Organization (IMO) in addressing the issue. The FMC contends that the IMO’s approach “has not brought about meaningful change nor deterrence to what is clearly a growing problem.” 

The FMC says that patchwork policies and uneven compliance have proven ineffective and that “naming and shaming countries” does not prevent the practices. Instead, it says it leads to further concealment of illicit activities.

They are also highlighting the lack of standard definitions for terms used in the industry. It points to “flag of convenience, open registry, fraudulent registry, and shadow/dark fleet,” saying the inconsistent interpretations make it more difficult to enforce rules.

As the first step in its process, the FMC will open a 90-day comment period seeking input from all sectors of the shipping industry on the issues. It says that its current goal is to encourage comments from all interested parties.

The effort will also look to identify best practices that contribute to response and safe operations. It acknowledges that many foreign nations take great care in creating standards and have introduced steps to ease the process and cost of compliance.

It looks to obtain specific examples of responsible and unfavorable flagging laws. It also asks for comments on practices by owners and operators that undermine the efficiency and reliability of international ocean shipping.

The FMC asserts in starting this process, which it calls a “nonadjudicatory investigation,” that it has statutory authority to look at foreign governmental actions that are detrimental to third-flag carriers and can also create conditions unfavorable to shipping in U.S. foreign trade.
 

[By: Crowley]

Crowley has named Gunnar Moriarty as vice president of commercial operations for its Land Transportation business unit, focused on advancing the company’s inland end-to-end trucking and intermodal solutions across North America.

With nearly two decades of experience across the transportation and logistics sectors, Moriarty is leading the strategic business growth of Crowley’s trucking and brokerage services for customers. He will focus on integrating innovative technologies to strengthen Crowley’s position in the brokerage sector and drive business development focused on customer solutions that can leverage Crowley’s comprehensive logistics offerings.

“Gunnar is an accomplished leader who brings a great deal of experience to help Crowley achieve its growth strategy in the land transportation and brokerage markets,” said Phil Shook, senior vice president of Crowley Land Transportation. “We will lean on his leadership and expertise as we look to increase our integrated logistics solutions and deliver greater value and efficiency to our customers across the U.S.”

Moriarty earned a bachelor’s degree in business administration from the University of Wisconsin-Stout.

 

Tensions remain high in the Baltic with the latest incident involving a shadow fleet tanker transpiring late on Tuesday, May 20. Poland’s Prime Minister Donald Tusk and other government officials reported that the Polish military had been used as a deterrent after a shadow fleet tanker was observed “performing suspicious maneuvers.”

“After the effective intervention of our military, the ship sailed,” Poland’s Prime Minister wrote on social media. He said the vessel was a tanker in the Russian shadow fleet covered by the sanctions.

Poland’s Ministry of National Defense provided additional details, saying that the tanker had been tracked with reconnaissance and that they had observed a tanker in international waters in the Baltic performing suspicious maneuvers. The tanker was in the vicinity of an undersea power cable connecting Poland and Sweden.

A Polish aircraft was dispatched to the area. The patrol plane appeared to scare away the tanker. 

Poland’s state electricity transmission system, PSE, later reported that a cable was functioning normally. The Prime Minister, however, said the ORP Heweliusz, a survey ship operated by the Polish Navy, was sailing to the scene. The Ministry of Defense confirmed that the vessel would carry out a survey of the sea floor in the area. In the past, other nations had been able to find trails left by anchors dragged on the sea floor that were used to damage undersea infrastructure.

An official speaking to Reuters later identified the suspect tanker as the Sun sailing under the flag of Antigua. The Equasis database lists the vessel as a 159,000 dwt crude oil tanker owned by Turkish interests. Its AIS signal shows it was traveling from India and reporting a destination of Tallinn, Estonia.

Polish officials said they would be conducting a meeting on Thursday at the country’s Maritime Operations Center in Gdynia to review maritime security. The Prime Minister is expected to attend. 

The Chief of the General Staff of the Polish Armed Forces, Wies?aw Kuku?a, noted that NATO had already agreed to deploy additional naval assets in the Baltic after last week’s incident. Estonia tried to stop a shadow fleet tanker for an inspection, and the vessel refused to change course. At the same time, a Russian fighter jet briefly traveled into Estonian airspace in what is believed to be a defense of the tanker. NATO planes were also overhead observing while Estonia decided to escort the vessel from its waters.

Baltic and Scandinavian nations increased their patrols of the region earlier this year after the incident in which Finnish undersea assets were damaged. There were several other incidents, all linked to shadow fleet tankers, which also resulted in NATO deploying additional resources to the region.

In the past week, both the European Union and the UK dramatically increased the number of sanctioned tankers in the Russian oil trade. Political leaders said the goal is to further restrict the Russian oil trade, while Russian officials have vowed to defend the tanker fleet.

 

[By: Port Everglades]

Everglades Company Terminal, Inc., (ECT) has signed a new 10-year Marine Terminal Lease and Operating Agreement with Broward County, underscoring the Port Everglades' position as South Florida's port of choice and a leading driver of economic growth in Broward County and the state.

The Broward County Board of County Commissioners recently approved the long-term agreement granting Everglades Terminal Company, a subsidiary of Mediterranean Shipping Company (MSC), a new lease on a 39.18-acre terminal in the port's Southport cargo area that is operated by Port Everglades Terminal, LLC. The agreement runs through December 31, 2034, with two optional five-year extensions.

This agreement replaces a previous lease held since 2004 by MSC.

"This agreement with ECT and the continuity provided by its terminal operator Port Everglades Terminal, LLC, further strengthens our position as a vital global gateway for trade," said Joseph Morris, CEO and Port Director of Port Everglades.

According to economic analysts at Martin Associates, ECT's operations under the new lease are expected to generate more than $161 million in business service revenue each year within the region, continue to support 425 direct jobs and contribute approximately $10.5 million in state and local taxes in its first year, based on 85,000 container moves. These numbers are expected to grow substantially over the life of the agreement.

"As a stevedoring and terminal services company, we are committed to providing the superior services for our shipping customers and the local community that relies on the goods that move through our terminal," said Rick Blackmore, CEO of Port Everglades Terminal, LLC.

The new agreement also transfers permanent leasehold improvements made by Port Everglades Terminal to Port Everglades, including an office building, Rubber-Tired Gantry pads, refrigerated racks for 450 stacked reefers, and an inspection dock that has shore power infrastructure for 116 refrigerated shipping containers.

[By: Veson Nautical]

The current market conditions in the global shipping industry resemble the mid-cycle transition seen in previous shipping cycles - a phase where the market appears stable on the surface, but underlying pressures are quietly building. That’s the central message of a new white paper from Veson Nautical, a global leader in maritime data and freight management solutions.

Titled ‘The Anatomy of Shipping Cycles: What History Can Tell Us About Tomorrow’s Market’, the white paper argues that as fleet deliveries increase, global trade slows, and regulatory constraints tighten, the risk of tipping into overcapacity is mounting.

“Looking back at the history of previous shipping cycles, we’re likely in the mid-phase of the transition from the high point to the low,” says Matt Freeman, white paper co-author and VP of Valuation & Analytics at Veson Nautical. “To navigate this fragile equilibrium successfully will require not only operational discipline, but a deep understanding of the structural patterns that have shaped previous cycles.”

What past shipping cycles reveal
The paper explores how cyclical patterns have repeated across decades of maritime history, shaped by different macroeconomic forces, yet following a familiar arc: overconfidence, overcapacity, and correction.

It cites the 2003–2008 “Champagne Supercycle,” driven by China’s industrial boom. At its peak, Capesize rates surged from $20,000 to nearly $200,000 per day in just five years. This spike triggered a global ordering frenzy, with the orderbook swelling to 60% of the active fleet.

“When the world was engulfed by the 2008 financial crisis, earnings collapsed almost overnight, but deliveries continued for years, compounding the downturn,” says Freeman. “If you look at examples like this, you start to see patterns that can help companies prepare for when the market inevitably turns.”

The paper also examines the COVID-19 disruption in 2020, noting that although freight rates soared, most vessel owners resisted over-ordering. The result was temporary volatility - not a full structural cycle - thanks to a more measured, disciplined response.

Reading the current signals
While no two cycles unfold in exactly the same way, the paper identifies a set of recurring markers that often precede inflection points. One of the clearest is newbuild parity - a condition where five-year-old or zero-year-old vessels begin trading at or above the cost of newbuilds. This signal, which reflects urgency outweighing asset fundamentals, has historically appeared at market peaks, including before the 2008 crash, the 2014 oil price collapse, and the post-COVID container rate spike.

“Today, the return of newbuild parity in several market segments is a warning sign,” says Felix Tordoff, co-author and Junior Valuation Analyst at Veson. “It suggests a market where urgency is outweighing discipline, and an environment where short-term opportunity may cloud long-term judgment.”

The white paper notes that scheduled fleet deliveries are rising, particularly in the bulker segment, peaking in 2027–2028. At the same time, global trade growth is slowing, with the WTO revising its 2025 forecast down to 2.2%, well below the post-2010 average.

While new environmental regulations such as EEXI and CII may reduce effective fleet capacity, the authors argue this will not be enough to counterbalance incoming tonnage.

“Taken together, these signals suggest the industry is at an inflection point, where the next shift could come without warning,” Tordoff says. “As in previous cycles, the balance may hold for a time before tipping suddenly.” 

Cycles can’t be avoided, but they can be navigated
The white paper concludes that shipping cycles are not anomalies to be feared, but recurring patterns that can be understood and strategically managed. While predicting their exact timing remains elusive, recognizing their structure and signals offers operators a powerful decision advantage.

“In today’s complex environment where sentiment is rising, supply is building, and demand is softening, you need to be able to read the signals,” Freeman concludes. “The ability to step back, assess the full cycle, and make informed decisions isn’t just smart. It’s essential.”

 

[Update: Ambrey retracted its report on Wednesday, calling it a "false hijack distress call" from a vessel that had likely made similar fake calls in the past.]

Iranian forces have intercepted a foreign-flagged tanker near the Strait of Hormuz, according to British maritime security consultancy Ambrey. 

In a notice released Tuesday, Ambrey said that a Panamanian-flagged product tanker had reported a "hijacking" at a position about 50 nautical miles to the northwest of Bandar-e Jask, on the Gulf of Oman side of the Strait of Hormuz. 

After the distress call, the vessel did not respond to further VHF calls, and its AIS transmissions became irregular about one hour after the initial call. At that point, the ship was under way and headed for the Strait of Hormuz. 

Ambrey did not name the vessel, but said that the tanker is linked to the UAE and is believed to be part of the Iran-facing "shadow fleet." A sister ship has been blacklisted by the U.S. Treasury's Office of Foreign Asset Control (OFAC) for violations of American sanctions on Iran.

The circumstances of the "hijacking" report were not immediately clear, but there are many precedents for sudden, unannounced interdictions near Iranian waters. The most common explanation is local law-enforcement action. Iran regularly intercepts coastal vessels for suspected fuel trafficking, which is a significant problem for the Iranian economy. Iran's subsidies for gasoline and diesel are among the highest in the world, and informal traders take advantage of the discounted public prices to buy low in Iran and sell high in neighboring countries. Most of the trafficking crosses Iran's land borders, but a portion departs by sea. 

[By: MarinePALS]

In response to the growing concern surrounding mental health at sea, MarinePALS has launched a dedicated microlearning video series focused on mental well-being and suicide prevention for the maritime community. This initiative aligns with the company’s broader commitment to fostering a culture of safety and care across the global seafaring workforce.

A recent report by marine insurer Gard revealed that more than 400 lives were lost in the shipping industry over a four-year period, of which 11% were attributed to suicide. These sobering figures highlight an urgent need to address mental health more proactively within the maritime sector.

Recognising this, MarinePALS has developed a four-part microlearning series designed to raise awareness, encourage timely intervention, and equip seafarers with the knowledge to support themselves and their colleagues:

• Part 1: Understanding Mental Health at Sea
• Part 2: Recognising Signs of Depression
• Part 3: Recognising Suicidal Thoughts
• Part 4: Suicide Prevention – How to Help

The series is now available on the MarinePALS platform and has been translated into 20 languages, with multilingual subtitles to ensure accessibility across diverse crew nationalities.

Capt. Girish Munjal, Content Director at MarinePALS, stated: “Mental well-being is not just a personal issue; it directly impacts operational safety and overall crew performance. Our goal with this series is to promote awareness, foster open conversations, and ultimately contribute to a safer and more supportive onboard environment.”

Capt. Pradeep Chawla, CEO and Founder of MarinePALS, who has over 30 years’ experience in QHSE and Training, added:“There is a reluctance in society and in the maritime industry to discuss mental health issues. Seafarers are worried about not being accepted back in employment. There is an urgent need for education about mental health and for having a broader discussion on how the industry can best support its seafarers. This is our effort to educate and help facilitate these vital conversations.”

The microlearning format allows for quick, focused learning sessions that can be easily integrated into onboard routines or shore-based training programmes. By addressing a sensitive topic like mental well-being in a respectful and practical manner, the series aims to empower maritime personnel at all levels to recognise warning signs and take meaningful action.

This initiative reflects MarinePALS’ continued dedication to achieving zero harm — not only in physical safety but also in the mental and emotional well-being of seafarers.

For more information about this latest training video and how to access it, please visit https://www.marinepals.com

[By: CEAD]

Innovative project within CEAD’s Maritime Application Center Damen Compact Crafts (DCCr), part of the Damen Shipyards Group, and high-tech company CEAD are launching a collaboration to develop a 3D-printed HDPE Workboat (HWB) using CEAD®HDPro material. The project will take place at CEAD’s Maritime Application Center (MAC) in Delft. Through this initiative, two Dutch innovation leaders are joining forces to explore the potential of large-format additive manufacturing for the maritime industry.

From technology to application: 3D printing for the professional market
With this project, Damen aims to investigate how 3D printing technology can contribute to the faster, more sustainable, and more flexible production of functional vessels. The HWB is being designed as a versatile vessel, suitable for a wide range of operations, including inspection, support, patrol, and logistical tasks. By 3D printing the hull of the boat, not only is more design freedom achieved, but it also opens the possibility of integrating recycled and renewable materials.

For this project, CEAD contributes its expertise in large-format 3D printing and is developing print technologies capable of processing superior HDPE blends. The project serves as a prime example of how technological innovation and market knowledge can reinforce one another.

“This collaboration demonstrates how technology can directly contribute to practical solutions in the maritime sector,” said Charlene van Wingerden, Chief Business Development Officer at CEAD. “The MAC was founded to accelerate exactly these kinds of innovations – and a 3D-printed HWB is a perfect example of that.”

“Innovation and standardisation are part of our DNA at Damen. 3D printing allows us to respond more quickly and flexibly to what our customers really need. It’s an exciting step toward smart, sustainable solutions that work,” said Nick Pruissen, Managing Director at Damen Compact Crafts.

Building the future of maritime production together
In this project, Damen and CEAD combine their complementary expertise: CEAD as a technology pioneer in large-format composite 3D printing, and Damen as a specialist in designing and delivering compact workboats for a wide range of applications.

With this first step, both parties are exploring the opportunities of a new production process for the maritime industry – focused on sustainability, efficiency, and innovation. The success of the 3D-printed HWB could open the door to broader applications of additive manufacturing in shipbuilding.