Australian authorities have arrested three men for allegedly attempting to import more than 300 kilos of crystal meth, dissolved and coated onto a consignment of ceramic tiles. 

Meth smugglers have used every imaginable inventive tactic to move their goods across borders, like dissolved "liquid meth" in gas tanks or liquor bottles, hollow compartments inside marble slabs, or loose pills poured into compartments within industrial machinery.

This new tactic - dissolving meth, then soaking objects in it and letting the solution dry - has not been reported on with much frequency, but has appeared before in Australia. In January, a woman was arrested by the ABF and charged with importing 16 kilos of garments that were impregnated with methamphetamine. The technique has advantages: there are no bags or bricks to appear during customs inspections - nothing that would show up on an x-ray. 

In the latest case, the Australian Federal Police got involved after the Australian Border Force intercepted an import consignment of ornate mosaic tiles, which were believed to have come from a Middle Eastern manufacturer. 360 boxes of the gold-and-white tiles turned out to be impregnated with methamphetamine. According to the AFP, the total amount of meth in the shipment was about 360 kilos, and the estimated street value was about US$215 million. 

After intercepting the shipment, the AFP removed the drug-bearing tiles and delivered the cargo to its next destination, a storage facility outside Sydney. A male suspect picked it up and arranged to deliver it to another storage facility outside Melbourne, with help from a second man. 

The two men were acting on behalf of a Melbourne resident, the intended recipient of the drugs, according to the AFP. Investigators searched the third suspect's home in May and seized electronic devices, which allegedly contained evidence linking him to the import plot. Based on that information, authorities arrested the other two suspects on July 3.

“We regularly see elaborate or outside-the-box attempts to import harmful illicit drugs into Australia, but the AFP and our partners are ready and waiting to stop organized crime syndicates in their tracks," AFP acting commander Peter Fogarty said. 
 

 

Wind as power is an old idea.

The ancient Egyptians sailed up and down the Nile with ships and barges. Later, windmills were used to grind grain or pump water to irrigate fields. Today, 18 percent of European electrical demand is satisfied by wind-spun blades powering turbines, each with magnets that dance around coils to create current.

I also have a history with wind power. In 2016, I wondered if offshore wind was here to stay, noting that it needed expensive oil to be economically viable: "With prices [per barrel of oil] now at just above $30, it would not be a stretch to assume that the environment for wind energy has shifted too."

But don't worry. In 2025, oil sits at just above $60 per barrel. Meanwhile, the global levelized cost per megawatt hour for offshore wind energy has fallen from $150 (or 15 cents per kilowatt hour (kwh)) in 2016 to $74 (or 7.4 cents per kwh) in 2023, according to BloombergNEF. That's as cheap as coal.

FADENRISS & OTHER CHALLENGES

A decade ago, pioneers like Senvion, with its 4,000 employees, were going bankrupt as orderbooks evaporated. The reason: Germany had slashed its offshore wind buildout goal by 25 percent – from 20 to 15 gigawatts – triggering what became melodramatically called the Fadenriss (literally "thread-ripping").

Projects like BARD Offshore 1 hemorrhaged money – €3 billion to build out just 400 megawatts – while Dutch, Norwegian and Danish competitors captured German market share with lower bids and more efficient operations.

Germans were reduced to chartering in foreign jack-up ships and floating cranes, working as subcontractors on projects they once would have led. (By the way, BARD's facility in Cuxhaven, Germany, still exists, but it's owned and operated by Titan Group, a Chinese company listed on the Shenzhen Stock Exchange.)

All of this was part of offshore wind's rough road to becoming a European and, in many ways, global endeavor. In 2021, I quoted Giles Dickson: "Offshore wind is no longer just about the North Sea. It's rapidly becoming a pan-European affair." My take was broader.

I anticipated that the changes would mean "more countries participating in the developing of offshore wind," and that there would be less reliance on subsidized, government-backed national champions. In other words, "the best companies will try to win bids everywhere" with "no guarantee … that German companies will be among them."

Amidst all of this, Russia invaded Ukraine in February of 2022. Europe's energy sector, which relied on Russian pipeline gas, underwent a rapid rearrangement. Sanctions against Russia meant that the cheapest, easiest source of fuel was unavailable.

Governments scrambled to keep their citizens warm and their industries running. To substitute Russian pipeline gas with American and Qatari liquefied natural gas (LNG), Europe began building 19 new regasification terminals, growing its capacity to import LNG from 160 to 350 billion cubic meters by 2030 – that's more gas than all of Europe actually uses.

In "Terminal Trouble," in the September/October 2024 edition of The Maritime Executive, I described this capacity glut and suggested it might lead to unprofitable and difficult choices later on.

NEW MEGAPROJECTS

But Europe hadn't fixed its reliance on foreign suppliers. Something fundamental still had to change. Renewable energy had previously been a speculative gamble on a green future. Now, it had the pedigree of being a geopolitical, strategic alternative to fossil fuel.

To this end, in 2023, countries along the North Sea pledged to install 120 GW of offshore wind capacity by 2030 – enough to make the 5 GW dip from the "thread-ripping" seem like a rounding error. In seven years, installed capacity would triple vis-à-vis the 34 GW currently in play. The E.U. is also fast-tracking a North Sea Wind Power Hub with a 70-150 GW capacity, which would grow to 180 GW by 2045 – "big, if true," as they say.

Such megaprojects will require a change in approach to grid infrastructure, though. It isn't enough to simply install a lot of new wind turbines: Their output needs to reach land. That will cost about €400 billion, according to the European Network of Transmission System Operators for Electricity (ENTSOE) – an incredible sum of money that does not even account for the upgrades that are already needed for the land-side power grid.

Electricity customers have struggled to absorb the grid expansion costs that have gone toward the 2.5 GW per year of new offshore capacity that were added, on average, during the past decade. Asking them to pay, until 2030, for 17.2 GW per year of new capacity seems tough.

Also, given the state of the European offshore sector, spiking demand for jack-up ships, floating cranes, barges, tugboats and dynamic positioning vessels by almost seven times without correspondingly increasing their supply is a recipe for price inflation.

If the public funding floodgates open again, as in the early 2010s, timing the market will become more important than ever for survival. Fortunes will be made and lost. Imagine multiple offshore wind park projects all bidding to charter one available jack-up ship, bidding up day rates; shipyards for specialized vessels booked years out; companies poaching each other's sailors and officers with generous salaries and bonuses.

So let's consider what it would mean to build nearly seven times more wind power than originally bargained for: more turbines, more foundations, more blades. Ports would need to build out terminals and reinforce piers to handle high-and-heavy cargo. Even more ships would be needed, most of which will still take years to launch. And the human capital: thousands of engineers, electricians, welders, sailors. Realistically, this equipment, these people are not in place yet, nor can they be in such a short timeframe.

EXPANDED GRIDS

A sober look at where we are right now gives few reasons for confidence.

Announced in January 2025, the European Commission will disburse €1.25 billion in CEF (Connecting Europe Facility for Energy) grants across 41 cross-border energy projects, 36 of which are studies.

"These are key projects to deliver affordable electricity for European companies and households," said Vasiliki Klonari, Director of Energy System Integration at WindEurope, a lobbying organization which advocates on behalf of the wind energy industry. "So far Europe only has one hybrid offshore wind farm. We need many more to build an integrated offshore grid."

But "the biggest investments are required to optimize and expand the national electricity grids," WindEurope noted. And indeed, there is no current path forward for the required buildout since the E.U., the European Investment Bank and the Member States have yet to develop a grid funding plan, even with so much at stake.

"If you aspire to the highest place, it is no dishonor to stop at the second, or even the third place," said Roman orator Cicero. And indeed, the 17.2 GW per year goal for offshore wind is far removed from the humbler 2.5 GW per year reality.

"STOP-AND-GO" POLICIES

This isn't about Europe's inability to build out its wind power. In fact, Europe is winning the overall wind race – which makes sense, given that it's directing immense public funding and interest toward that goal.

And this dysfunction isn't uniquely European. The U.S. installed just 4.2 GW of new wind energy capacity in 2024, according to the World Wind Energy Association. That was its worst performance in a decade with blame going to the Trump Administration for its renewable energy policy flip-flops.

It's true on both continents: stop-and-go doesn't just delay individual projects, it structurally harms industrial ecosystems that can take years to build up. And that is why Europe dominates a technology it cannot scale in its moment of need. Money can't fix a problem like that.

But if the money comes, few in shipping will complain.

Ukraine's drone boats have set another operational milestone: they can now be used to launch bomber drones, the heavyweight quadcopters that Ukrainian forces use to drop mortar shells and other explosives. 

In a statement, Ukraine's defense ministry said that its forces carried out a long-distance mission to destroy a Nebo-M radar system in Russian-occupied Crimea. The Nebo-M is a high-spec multiband radar that has anti-stealth and hypersonic detection capabilities, and is accompanied by one to three giant truck-mounted radar arrays. They are a priority target for Ukraine because they are capable of detecting and tracking a wide array of incoming munitions. The radar command posts are also capable of interfacing with the S-300/S-400 missile systems to provide guidance. 

Overnight July 1-2, a Ukrainian drone boat approached the coast of Crimea, carrying a heavy drone bomber on deck. It launched the drone, and the boat's satellite uplink provided a comms relay for the drone pilot to stay in contact with the UAV as it flew over the coastline. The drone pilot located the target at a parking depot and destroyed three truck-mounted components - an RLM-M VHF radar, an RLM-D AESA L-band radar, and a command post truck. 

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This capability adds to Ukraine's fast-developing portfolio of unmanned strike drone systems. With American assistance and satellite comms technology, Ukraine developed a series of increasingly sophisticated bomb boats, then used them (along with antiship missiles) to drive the Russian Navy out of the western Black Sea. In the process, it sank or damaged about one third of the Black Sea Fleet's vessels, using swarm tactics to overwhelm the target's defenses and hit vulnerable areas. 

 

The most mature of these systems, the Magura V5, has been adapted to perform additional roles. A missile-equipped Magura shot down at least one helicopter in the Black Sea in December, the first antiaircraft strike by an unmanned boat ever recorded in combat. In May, another Magura targeted and shot down a Russian Su-30 fighter, the first time that a fast jet had ever been shot down by an unmanned boat. 

The drone wars go both ways. Russia has used its larger Orion unmanned combat aerial vehicle (UCAV) to find and destroy Ukraine's drone boats under way, before they can reach target. 

 

MSC Cruises is set to become a third investor in the Grand Bahama Shipyard as the yard prepares to relaunch full services in 2026 with two new dry docks, which will be among the largest in the Western Hemisphere. It comes as the shipping giant has also expressed interest in a European shipbuilder and looks to continue to grow its cruise operations.

Terms of the investment were not announced, but the Minister for Grand Bahama, Ginger Moxey, announced the deal on July 1 with MSC becoming a shareholder alongside Carnival Corporation and Royal Caribbean Group. The two cruise corporations invested in the company in 2000 to start the shipyard as a near-shore repair facility for the cruise industry. They each own 40 percent of the shares with the Bahamas through the Ports Group holding the remaining 20 percent.

The investment is being called a major milestone for the Bahamas, which has been anxious to see the yard restored to full operations for its economic contribution to the Bahamas. In 2020, Carnival and Royal Caribbean agreed to an investment that is now reported at $665 million to transform the yard, including building two very large dry docks in China. The yard has been limited in its capacity since its large dry dock broke in 2019 when it was attempting a partial lift of the 225,000 gross ton 1,120-foot-long Oasis of the Seas. The dry dock was sold, and a shortened version operates in Texas, but it left Grand Bahama with limited lift capacity.

Currently, the largest cruise ships have been forced to travel to Europe for their overhauls, maintenance, and regulatory inspections. The cruise corporations have scrambled to find capacity and adjust schedules. Recently, Carnival Cruise Line was forced to pull one of its ships from a yard in Spain due to a strike, which caused it to delay the vessel’s return and cancel a cruise. The cruise line is reportedly seeking compensation from the shipyard after the cruise ship was moved to a dry dock in France.

The first of Grand Bahama’s new docks, named East End, is 357 meters (1,171 feet) long and can lift 93,500 tons. It will have four state-of-the-art cranes and is due to reach the Bahamas by November. It will be ready for operations in January 2026 and will be joined by a second, larger dry dock, to be named Lucayan. The yard is also extending its pier, and once both dry docks are commissioned, Grand Bahama will have the capability to lift the largest cruise ships currently in service.

 

New East End dry dock completed in China and preparing for shipment to the Bahamas (GBS)

 

When the yard is at full capacity, it has performed 85 to 100 drydockings a year. It also expanded its operations to manage larger overhauls and refurbishment projects with its wet dock and storage capabilities. With the cruise industry continuing its rapid growth, they expect to surpass the yard’s previous performance. During the off-season for cruises, the yard also performs work for the commercial shipping industry as well as emergency repairs.

Leading the relaunch and expansion of the shipyard will be Grand Bahama Shipyard’s new CEO, retired Rear Admiral from the Royal Canadian Navy, Chris Earl. His appointment was announced in May as David Skentelbery retired after being CEO of the yard for the past eight years. In addition to 35 years with the Royal Canadian Navy, Earl had led all Naval ship and submarine repair programs, commercial ship repair, and shipbuilding in Vancouver for Seaspan Shipyard.

MSC Shipping Group, according to media reports, has also recently proposed taking over the operations of Romania’s Mangalia Shipyard. The government is looking for a new partner after the yard lapsed into bankruptcy, and an agreement was terminated with Damen Group. MSC says it is looking to diversify shipbuilding capabilities away from Asia and could also use the yard for repairs. Longer-term, it has suggested it could look to build cruise ships, ropax, and tugboats in Romania.
 

[By Fincantieri Marine Group]

Fincantieri Marine Group (FMG), the U.S. subsidiary of Fincantieri – one of the world’s largest shipbuilding groups and a global leader in the construction of highly complex vessels – announces the appointment of George A. Moutafis as Chief Executive Officer, effective July 1, 2025.

The leadership transition of the US company of the Group led by Chief Executive Officer and General Manager Pierroberto Folgiero comes at a pivotal moment for the U.S. shipbuilding industry, as the new U.S. administration places renewed strategic emphasis on strengthening domestic naval capabilities. In this context, Fincantieri reinforces its long-term commitment to the United States by appointing a seasoned U.S. executive with deep expertise in defense, naval manufacturing, and international industrial transformation.

George Moutafis brings over 25 years of executive experience across strategic planning, program management, and industrial restructuring, with a distinguished track record in both the public and private sectors. His background includes leadership roles in major defense and manufacturing organizations, most recently as Chief Operating Officer and General Manager of Beretta USA Corp. 

He also previously held leadership roles within FMG, contributing to innovation and program execution in support of U.S. Navy platforms. His background in defense and naval manufacturing, combined with his international perspective, and his proven ability to drive operational and financial management, aligns with the Group’s strategic direction in response to shifting priorities in the broader U.S. institutional and industrial context.

Fincantieri has been present in the United States for over 15 years, with a solid industrial footprint that includes four shipyards and a workforce of approximately 3,000 people. Over this period, the Group has invested more than $800 million in its U.S. shipbuilding operations, of which over half was specifically allocated to upgrading and expanding the Marinette yard in Wisconsin. This strategic presence underscores the Group’s enduring commitment to supporting the U.S. Navy and contributing to the country’s industrial base.
 

Ocean Infinity is known best for subsea search and autonomous surveying, but it has also had a big, secret side project running - secret until Wednesday, when it unveiled a high speed autonomous patrol vessel at an event in Kuwait. 

The new unmanned boat is dubbed the "Needlefish," and its appearance lines up with its name. It is a catamaran jetboat capable of 40 knots on the calm waters of the Arabian Gulf, and it is designed for unmanned patrol, surveillance, mapping and surveying in Kuwaiti waters. The boat is not intended to be a standalone system: NeedleFish will integrate into a multifaceted maritime surveillance system created by SRT Marine Systems, a leading marine electronics and MDA services conglomerate. 

Courtesy Ocean Infinity

“We are excited to see our NeedleFish USV rollout continue this week. This program is another significant milestone for Ocean Infinity as we employ our deep operational experience and proven technology to support clients in new and more complex markets at a time when these capabilities are more relevant than ever," said Oliver Plunkett, CEO of Ocean Infinity. 

Kuwait's coast guard bought two of the 46-foot vessels, along with twin remote control stations for the vessels' operators. One of the newbuilds completed an operational demonstration for Sheikh Fahad Yousef Saud Al-Sabah, acting minister of the interior. 

[By: Cetasol]

Cetasol is a Gothenburg-based deep tech/green tech company that develops intelligent solutions to support and accelerate maritime sustainability. The core product, iHelm, is an optimization tool for entire fleets that automatically models operations to save money and fuel while providing deeper insights. This is done by equipping fleet managers and operators with the tools they need to make informed, data-driven decisions — in real-time and in retrospective analysis. Cetasol is now launching two new features to their iHelm solution: Emission Report 2.0 and Trip Log. These additions are designed to bring further clarity, traceability, and operational control to your fleet’s data.

What is iHelm?
Every day, vessels we rely on for our daily activities travel across our oceans. These vessels release large amounts of emissions, threatening marine life and the surrounding environment. The iHelm solution is designed to address this issue. iHelm identifies and recommends actions to reduce emissions in real-time, long term and beforehand, using digital twin and data models. With advanced AI technology, Cetasol has developed a flexible solution that is suitable for the entire fleet.

iHelm comes with a small yet powerful PC (CMU) that is installed onboard the vessel and connected to the engine(s), GPS and other available sensors. All vessel data is continuously recorded and analyzed by our AI models. In real-time, actionable recommendations are delivered to the captain via the onboard display. Simultaneously, the analyzed data is transmitted to the cloud dashboard, giving fleet managers, owners, and other authorized personnel full access to fleet insights through the cloud dashboard.

Emission Report 2.0
Verified data for reliable environmental reporting

The Emission Report feature is built for those responsible for tracking and reporting emissions across their fleet. It enables users to validate voyage data according to recognized standards — specifically those outlined by Bureau Veritas (BV) — and generate emission reports based on verified voyages.

With Emission Report 2.0, users can:

• Validate voyage data following BV standards
• Generate downloadable emission reports
• Create and export a summary dataset of all validated voyages

This functionality is essential for organizations aiming to meet regulatory and class society requirements, while also improving internal emissions monitoring and decision-making.

Trip Log
A clear overview of vessel activity — customizable and exportable

Trip Log offers a centralized, user-friendly view of all logged voyages for each vessel. The feature is designed to support flexibility, enabling fleet managers and operators to sort, filter, and structure data according to their specific operational needs.

Key capabilities include:

• Access to all available voyage data for each vessel
• Advanced filtering options to narrow down specific journeys or parameters
• A customizable table view that adapts to your workflow
• Easy export functionality for further analysis or record-keeping

Trip Log empowers users to maintain a structured, accessible historical record of operations, improving traceability and collaboration across teams.

Designed to Work Together
When used together, Emission Report and Trip Log form a powerful combination. While Trip Log provides the operational foundation — a detailed log of where vessels have been and what they’ve done — Emission Report transforms that validated data into structured insights for sustainability performance and compliance.

This is a key step in our ongoing work to provide intelligent, scalable solutions that make operational optimization and emission reduction both accessible and actionable.

"Our customers are increasingly looking for clarity and control in their sustainability efforts. With Emission Report 2.0 and Trip Log, we're delivering tools that not only support compliance but also empower smarter decision-making across operations. These features reflect our commitment to turning complex data into actionable insights — making sustainable operations a practical reality for every fleet." Jeremy Peter, Head of Commercial at Cetasol

[By: TAI Engineers]

S&B, a leading engineering, procurement and construction company, is pleased to announce the appointment of Matt Garner as President of S&B’s subsidiary TAI Engineers (TAI). Garner succeeds Bill Krewsky, who will retire in September.

Garner brings more than 28 years of executive leadership and technical expertise in maritime technology and defense systems. Most recently, he served as Vice President of Engineering at Trident Maritime Systems, where he led global engineering teams and drove innovation across four countries. His career includes senior leadership roles at Gibbs & Cox and nearly two decades with the U.S. Navy's Naval Sea Systems Command, where he oversaw submarine design and systems engineering at the Senior Executive level.

“We’re excited to welcome Matt to TAI. His exceptional maritime engineering expertise and track record of leading high-performing teams will be vital as we continue delivering innovative, high-value solutions to our customers,” said Jeff Sipes, Chief Executive Officer of S&B.

Garner holds master's degrees in system engineering management from the Naval Postgraduate School and engineering (naval architecture) from the University of New Orleans. He recently enhanced his executive expertise with certificates from Columbia Business School. Throughout his career, Garner has earned multiple awards, including the U.S. Navy Meritorious Civilian Service Award (twice awarded) and the Superior Civilian Service Award.

Garner succeeds Bill Krewsky, who has served as TAI President since 2023. Under Krewsky’s leadership, TAI expanded its engineering and government work to strengthen its support for U.S. maritime customers. “Bill’s leadership has helped position TAI as a trusted partner to government and industry customers,” said Sipes. “We thank him for his many contributions and wish him all the best in retirement.”

[By: ABS]

ABS has developed advanced simulation modeling of thermal runaway in Lithium-ion battery fires, in a critical step forward in tackling one of maritime’s biggest emergent safety risks.

The cutting-edge model, which has now been validated with Texas A&M University research, replicates the thermal runaway profile at the battery cell level, unlocking detailed insight into the total heat released and guiding the appropriate firefighting response. It is the latest development in ABS’ industry-leading work to address the significant safety challenge presented by transporting electric vehicles at sea.

“Runaway electric vehicle fires can reach temperatures of 1,200°F (650°C) or higher and present unprecedented safety challenges to the shipping industry, which connects manufactured vehicles to global markets. ABS is at the forefront of the industry’s response to this, which requires a blend of advanced technology, safety excellence and shipping insight. Developing the ability to accurately predict the behavior of these fires is a perfect example of this and will be a foundation of the ultimate solution,” said Christopher J. Wiernicki, ABS Chairman and CEO.

Uniquely, ABS offers both an enhanced fire protection notation EFP-C(EV) in the ABS Marine Vessel Rules, which provides criteria for additional fire protection arrangements in Ro-Ro cargo spaces intended to carry electric vehicles as well as the advisory Best Practices for the Transport of Electric Vehicles Advisory which includes additional advice. ABS is also funding advanced research with partners around the world, including at the Laboratory for Ocean Innovation, at Texas A&M University, where battery fire prevention and response is one of eight research priorities.

The batteries that power electric vehicles pose unique fire risks, particularly thermal runaway. Lithium-ion battery fires can be difficult to extinguish, burn at extremely high temperatures, generate flammable and toxic gases, and may reignite even after being seemingly controlled. A recent succession of devastating fires on board vessels transporting electric vehicles has highlighted the urgent need to address the issue.

The ABS Guide for Enhanced Fire Protection Arrangements is available to download here. The advisory Best Practices for the Transport of Electric Vehicles On Board Vessels is available to download here.

[By: St. Johns Ship Building]

St. Johns Ship Building, a leading Jones Act shipyard and a subsidiary of Americraft Marine, is proud to announce it has been awarded a new contract by Southland Contracting, Inc. for the construction of two steel deck barges. This award marks the beginning of a new partnership between the two companies and underscores St. Johns Ship Building’s growing reputation for delivering dependable, high-quality commercial marine vessels.

“We’re honored to partner with Southland Contracting, a respected provider in heavy civil construction, on this significant project,” said Joseph Rella, President of St. Johns Ship Building. “These newbuild barges reflect the confidence the market continues to place in our capabilities, our craftsmanship, and our commitment to serving the infrastructure and marine construction industries across the United States.”

“Southland Holdings, through its subsidiary, Southland Contracting, Inc., is proud to support a long-standing Florida business, and we have tremendous faith in the quality boat building that St. Johns provides,” said Tim Winn, Executive Vice President and Chief Operating Officer for Southland Contracting.

All fabrication and assembly work will be performed at St. Johns Ship Building’s Palatka, Florida facility. The project adds to the shipyard’s upward momentum, following multiple vessel deliveries and the award of new contracts across both commercial and government sectors. This contract also supports St. Johns Ship Building’s broader initiative to help revitalize America’s shipbuilding industrial base by investing in the infrastructure, training, and workforce development of small and mid-sized shipyards.

[By: Zelim]

The recent fall of a young girl from the fourth deck of the Disney Dream cruise ship has renewed pressure on the cruise industry to adopt lifesaving man overboard (MOB) detection technology that experts say is now both available and proven.

The girl, who survived the June 29 incident, was spotted and quickly saved thanks to the quick actions of her father, who jumped in after her. But safety advocates warn that in most cases, no such witness is present and help often arrives far too late.

Matt Mitchell, a former Chief of the U.S. Coast Guard’s Office of Search and Rescue Policy, Founder and CEO of the International Association of Search and Rescue Coordinators (IASARC), and Director of Search and Rescue at, said: “Too many lives have been lost simply because no one knew someone had gone overboard until it was too late. I've coordinated hundreds of these cases, and in the vast majority, the notification came hours, sometimes days after the person was last seen. That makes an effective rescue nearly impossible.”

Although Disney Dream had a man overboard alerting system aboard, ensuring the alarm was raised a rescue boat launched quickly, one passenger aboard the vessel at time of the incident, Laura Amador, told CBS News: “The ship was moving quickly, so quicky, it’s crazy how quickly the people became tiny dots in the sea, and then you lost sight of them.”

According to U.S. Coast Guard data, fewer than 19% of known MOB cases result in a successful recovery.  This, despite rules mandating that cruise ships integrate technology that can be used to detect passengers and track who have fallen overboard.

“Cutting-edge detection systems can alert the bridge within seconds of a person going overboard, and some can even track the individual in the water until they’re safely recovered,” Mitchell said. “This technology exists today.”

Despite the technological progress, most cruise operators have yet to install these systems.

“When the Cruise Vessel Security and Safety Act (CVSSA) of 2010 was enacted, the U.S. Coast Guard issued a 2011 policy letter advising its sector commanders not to enforce the MOB provision until suitable technology became commercially available. Fourteen years later, that policy remains in place”, he said.

“Now that ZOE technology is available and field-proven, there’s no excuse not to act. We’re no longer talking about ideas or prototypes. These systems work, they’re deployable, they have been Type Approved, and they can save lives.”

While US federal enforcement has yet to catch up, Mitchell said the cruise industry doesn’t need to wait for regulators.

“This is an opportunity for cruise lines to show leadership,” he said. “The next time someone falls overboard, will the ship report an unknown time and location, or will it report an immediate alert, live tracking, and a successful recovery? That decision is in the hands of the operators.”

The U.S. Department of the Treasury’s Office of Foreign Assets Control (OFAC) launched its next round of sanctions targeting Iran through six entities involved in an extensive smuggling network, as well as four tankers that the U.S. contends collectively have transported and purchased billions of dollars’ worth of Iranian oil. It marks the eighth round of sanctions targeting Iran’s oil trade since Donald Trump issued an executive order directing a campaign of maximum pressure on Iran.

The U.S., in its latest effort, is targeting a network of companies run by Iraqi businessman Salim Ahmed Said, which Treasury contends has profited from smuggling Iranian oil disguised as, or blended with, Iraqi oil. The announcement maps out a far-reaching network of companies involved in an elaborate schedule to evade sanctions on the oil trade.

Iraqi-British national Salim Ahmed Said runs the companies that the U.S. says have been selling Iranian oil falsely declared as Iraqi oil since at least 2020. The announcement maps out the use of ship-to-ship transfers and other obfuscation techniques to hide their activities and efforts to blend Iranian oil with Iraqi oil, which is then sold to Western buyers via Iraq or the United Arab Emirates (UAE) as purely Iraqi oil using forged documentation to avoid sanctions.

The U.S. reports Said has bribed many members of key Iraqi government bodies, including parliament. It reports that he has paid millions of dollars in kickbacks to these officials in exchange for forged vouchers allowing him to sell Iranian oil as if it originated from Iraq.

Said controls UAE-based company VS Tankers, formerly known as Al-Iraqia Shipping Services & Oil Trading (AISSOT), which the U.S. says has smuggled oil for the benefit of the Iranian government and the Islamic Revolutionary Guard Corps (IRGC). VS Tankers-affiliated ships have assisted Iranian oil exporters in blending Iranian oil with Iraqi oil to obscure the oil’s origins by engaging in ship-to-ship transfers with vessels known to be affiliated with Iranian oil activities. VS Tankers currently claims several oil tankers as part of its fleet, one of which recorded four ship-to-ship transfers with the U.S.-sanctioned, Barbados-flagged Casinova in April 2024 while located in the Persian Gulf. VS Tankers has also served as the operator, manager, and beneficial owner of the Marshall Islands-flagged crude oil tanker Dijilah since 2019. 

Said expanded his business holdings in 2023 to include VS Oil Terminal, which the U.S. says manages six oil storage tanks where Iranian oil is dropped off to be mixed with Iraqi oil. Vessels carrying Iranian oil also conduct ship-to-ship transfers with vessels carrying Iraqi oil in the vicinity of VS Oil’s terminal facilities, and the blended oil is ultimately authenticated by complicit Iraqi government officials. Vessel tracking data shows that multiple oil tankers known to transport Iranian petroleum products on behalf of U.S.-sanctioned Iranian oil and petrochemical broker Triliance Petrochemical Co. Ltd. and Iranian military front company Sahara Thunder have visited VS Oil. Said also owns UAE-based VS Petroleum DMCC, and Rhine Shipping DMCC, which, in 2022, were implicated in blending Iranian oil to sell as Iraqi oil, as well as the United Kingdom-based companies The Willett Hotel Limited and Robinbest Limited.

In addition to Said’s network, the U.S. is Singapore-based Trans Arctic Global Marine Services, which it says has worked with the National Iranian Tanker Company (NITC) to facilitate shipments of Iranian oil through the Strait of Malacca for eventual ship-to-ship transfers to vessels waiting in the Singapore Eastern Outer Port Limits.

The effort also adds four more tankers, Cameroon-flagged Vizuri, Comoros-flagged Fotis, and Panama-flagged Themis and Bianca Joysel, to the sanctions for having collectively shipped tens of millions of barrels of Iranian oil and other petroleum worth billions of dollars. The U.K. had previously sanctioned Themis in May 2025 for transporting Russian oil.

Seychelles-based Egir Shipping, Marshall Islands-based Fotis Lines and Themis Limited, and British Virgin Islands-based Betensh Global Investment and Dong Dong Shipping, are all being listed as the owners and operators of these vessels.

The latest round also includes the Al-Qatirji Company, which is being linked to the Cameroon-flagged Elizabet, which the U.S. reports has impersonated a separate vessel, the S Tinos, and the Cameroon-flagged Atila, which has received oil in a ship-to-ship transfer with the sanctioned vessel Arman 114. The Al-Qatirji Company has also used the Palau-flagged Gas Maryam to transport Iranian petroleum products.

This sweeping effort comes as the U.S. is trying to pressure Iran into a permanent peace agreement and to abandon its future nuclear efforts. However, last week, Trump said China could continue purchasing U.S.-sanctioned Iranian oil. The statement was later clarified to say that the White House wants China to abandon Iranian oil and buy instead from the United States.
 

In a further move to consolidate the Japanese shipbuilding and repair businesses, Tsuneishi Shipbuilding reports it acquired its former joint venture with Mitsui E&S Shipbuilding. It is part of a broader reorganization and rebranding of all Tsuneishi’s operations as the Japanese shipbuilding sector works to respond to competition and a changing market.

Mitsui E&S Shipbuilding, which traces its origins back 110 years to 1917, had been one of Japan’s leading shipbuilders. The company’s focus had shifted to commercial ships such as dry bulk carriers and government work, including construction and repair work for auxiliary ships, such as supply ships and oceanographic survey ships for Japan’s Ministry of Defense. It had also been actively developing new technologies incorporated into autonomous underwater vehicles (AUV) and autonomous surface vehicles (ASV), before in 2021 announcing plans to exit the shipbuilding sector. 

Mitsubishi Heavy Industries took over the naval and governmental ship business of Mitsui E&S Shipbuilding Co., including the construction and repair work at the Tamano Works. Separately, Mitsui and Tsuneishi formed a joint venture for the commercial shipbuilding operations, expanding on a cooperation that had been launched in 2018. Tsuneishi owned 49 percent of the joint company, while Mitsui E&S Shipbuilding shifted to engineering services as well as its operations in machinery and IT services. Mitsui E&S’s last commercial newbuilding was delivered four years ago in July 2021.

Tsuneishi acquired the remaining ships in the joint venture and has renamed the operation Tsuneishi Solutions Tokyobay. The operation will focus on engineering services, engineering for alternative fuel and gas-related equipment, monitoring, and technical support, while Mitsui E&S will complete its transformation to focus on marine engines, port cranes, and industrial machinery.

Since entering into the alliance in October 2021, Tsuneishi highlights that the two operations have “collaborated to leverage the synergies of cost competitiveness and technological expertise. In light of the need for further integration to ensure sustainable growth and enhanced competitiveness in the future, Tsuneishi Shipbuilding has decided to proceed with the full acquisition. Moving forward, both companies will continue to maximize their respective strengths and strive to further enhance corporate value.”

Tsuneishi announced at the end of June that it was rebranding all its shipyards, which include four locations in addition to the former Mitsui yard, to a unified Tsuneishi brand. 

“These changes follow a strategic review of the capital structure within the segment and form part of broader efforts to respond to the fast-changing maritime landscape while pursuing sustainable growth,” wrote Tuneshi. Its operation includes a total of nine domestic companies in the shipbuilding segment, and it said the rebranding was being undertaken to strengthen unity and cohesion across the group.

Faced with stiff competition from South Korea and now China, Japan has slipped to a distant third in shipbuilding output. Once having as much as a 50 percent market share, Japan has seen its shipbuilding business decline by 30 percent in the past five years, and today it has under 10 percent of the total market.

The country’s largest builder, Imabari Shipbuilding, last week announced that it would consolidate JMU (Japan Marine United) to become a fully-controlled subsidiary. They called it a strategic step to realize further economies of scale in design and material costs. They pointed to the potential cost savings for purchases, including steel and engines. Combined, the operation will be the fourth-largest shipbuilder based on current order volume.

Japan's conservative Liberal Democratic Party recently put forward a new proposal to address the rebuilding of the Japanese shipbuilding industry. It is calling for a $7 billion shipyard investment used to modernize the yards and adopt technologies such as automation and robots. Japan is also reported to have approached the Trump administration presenting its capabilities as a tool to reduce China’s dominance in shipbuilding and expand U.S. capacity.
 

 
The U.S. Coast Guard announced Thursday that it will replace all the hard-to-remember numerical designations of its operational districts with geographic names, abandoning a World War II-era system held over from the service's stint as part of the Navy. 

The renaming, ordered by Homeland Security Secretary Kristi Noem in May, is a shift for the maritime service and a small part of its restructuring program under Force Design 2028. It appears to change little on the ground, but makes the service's regional divisions a bit easier to communicate to the public. The nine districts will adopt names like Northeast, Southeast, and Arctic, replacing the numbered system.

"This renaming is more than just a change in labels; it's a critical step in our journey to become a more agile, capable, and responsive fighting force," said Acting Commandant Kevin E. Lunday in a statement Thursday.

The numerical district system was established when the Coast Guard was transferred to the Navy during World War II, and matches the Navy's regional nomenclature of the era. While the Coast Guard returned to civilian control after the war, it maintained the numbered districts - long after the Navy, which abandoned its version of this numerical region system at the turn of the century. 

In addition to improving comms with industry and with the public, the new names should help improve coordination with other federal agencies that use geographic naming systems.  

Officials emphasized that the name changes will not affect day-to-day operations or alter existing district boundaries. The Coast Guard plans to formalize the new names through changes to the Code of Federal Regulations. Since many of the names already existed informally alongside the district numbers - e.g. Coast Guard Heartland, a well-known and commonly-used name for District 8 - the transition should be easy to understand for industry.

The Public Prosecutor in Singapore is proceeding with a case against the master, chief officer, and the pump master of a Vietnamese chemical tanker after a crewmember died after entering a tank that had not been properly vented and inspected. The Straits Times newspaper reports that the pump master pleaded guilty on July 2 to one count of acts endangering the life of his fellow crewmember.

The charges stem from an incident aboard the chemical tanker GT Win (15,000 dwt), which had arrived in Singapore on May 11, 2024, transporting a cargo of naphtha. The vessel, which is registered in Vietnam, offloaded its cargo and moved into the anchorage.

While it was in the anchorage, the chief officer, Dao Tien Manh, ordered three crewmembers to clean the emptied tanks, although according to prosecutors, he had failed to check the oxygen levels and the necessary safety checks. Further, he instructed the pump master, Le Thanh Dung, to make modifications to the mask of the breathing apparatus. He connected the mask’s hose to an air bottle on deck, which prosecutors called “impractical,” noting space constraints at a staircase, according to the Straits Times’ report.

One of the seafarers, Hoang Van Chau, became unconscious while working in one of the tanks. The crew attempted CPR and requested emergency medical assistance from shore. Chau was pronounced deceased at a local hospital, dying from exposure to volatile hydrocarbons, the newspaper reports.

The pump master told investigators that Chau was found unconscious inside tank 6 instead of tank 4, which had not been declared gas-free before he entered the tank. Dung later admitted to the false information in two written statements provided to investigators.

He further told investigators that he showed the modified mask to the vessel’s master, Nguyen Duc Nghi. He contends the master threw the mask into the sea, reports the Straits Times, and told the crew to lie about it to the police. The master reportedly said that they needed to do this so that Chau’s family would get the insurance money.

Dung, the pump master, was sentenced to three months and two weeks in jail after his guilty plea. The cases against the master and chief officer for their role in the death are still pending in the Singapore courts.

 

On Thursday, just ahead of the White House's July 4 deadline request, the U.S. House of Representatives passed the One Big Beautiful Bill Act, a massive budget reconciliation package carefully tailored to bypass a Senate filibuster. The bill's provisions have been pored over at length by analysts and partisans, and will continue to be scrutinized for years to come - but overlooked in the popular debate, the bill also contains $5 billion for naval shipbuilding initiatives. 

The funding is tightly focused on pressing U.S. Navy needs. The service's shipbuilding programs are all behind schedule, and its repair activities are also challenged. Workforce and supply chain issues are the leading causes.

Among the larger line-items, the bill includes:

• $250 million more for accelerated training for the defense manufacturing workforce; 
• $750 million for supplier development in the naval shipbuilding supply chain, plus another $250 million for naval supply chain advanced manufacturing processes
• half a billion dollars for additive manufacturing, not generally used by private sector shipbuilders; 
• $400 million for a collaborative campus for naval shipbuilding;
• and half a billion dollars to apply AI to naval shipbuilding, a new area of focus.

Some of the provisions might have secondary benefits for commercial shipbuilders, including:

• half a billion dollars for advanced manufacturing in the shipbuilding industrial base; 
• half a billion for advanced shipbuilding techniques; 
• and half a billion for maritime industrial workforce training.

The funding is especially remarkable because of its tradeoffs: some traditional acquisitions did not get funded at all, notably the next Constellation-class frigate hull, which was zeroed-out in the Navy's FY2026 budget request and absent from the One Big Beautiful Bill. Instead of the frigate, Congress paid for new initiatives that were (until recently) somewhat controversial: $1.8 billion for the Marine Corps' long-awaited Landing Ship Medium and $2.1 billion to develop and buy the Medium Unmanned Surface Vessel (MUSV). 

Ukrainian officials are speaking out calling today’s, July 3, missile strike in the Odesa port region a deliberate attack on civilian infrastructure and part of a Russian campaign against Ukraine’s economy and agriculture. Two dockworkers were killed and six others, including two Syrian crewmembers from a cargo ship in the port were injured.

An Iskander missile hit the port area on Thursday afternoon local time. According to the report, an unidentified cargo ship registered in São Tomé and Príncipe was on dock unloading metal. A longshore worker and a truck driver were killed in the attack, and six others were injured. At least one of the injured was a driver in the port, and the two crewmembers from the ship.

Other missile strikes were reported in parts of the city. Officials posted pictures of fires in a high-rise apartment building reported to have been struck in the early morning hours.

They also reported damage to port infrastructure. They said gantry cranes, equipment, and warehouses were damaged. Pictures posted online shows damaged containers and a truck.

 

Containers damaged in the Port of Odesa (Andrii Sybiha on Telegram)

 

“Russia has been shelling our ports for the fourth year in a row. It is hitting the infrastructure that connects Ukraine with the world,” said Oleksiy Kuleba, Vice Prime Minister for the Reconstruction of Ukraine, in a posting on social media. “This attack is yet another example of Russia’s deliberate attempt to destroy our transportation hubs, our export capabilities, and the lives of our civilians. Free and safe navigation must be the norm, not the exception.”

Kuleba contended in October 2024 that Russia attacked Ukraine’s port infrastructure 60 times in three months, damaging 300 port facilities, 177 vehicles, and 22 civilian vessels. He said 79 employees of ports, logistics companies, and ship crews were killed.

Ukraine’s Minister of Foreign Affairs, Andrii Sybiha, also spoke out today, July 3, calling for an international response. He noted that they had recently toured Germany’s Foreign Minister, Johann Wadephul, through Odesa and showed him the damage in the city and port region.  He asserted that Moscow has only escalated the terror and rejected all attempts to achieve a ceasefire and advance peace. He said further international pressure is needed without delay.

 

Indonesian maritime services and the police are leading a search operation after an interisland ferry sank as it was approaching the resort island of Bali around midnight on Thursday, July 3. Air and sea teams were deployed, but the efforts were being hampered by darkness, high seas, and expected strong currents and winds.

Exact numbers have not been confirmed in the still evolving situation, but in a briefing late on Thursday, the authorities confirmed that six bodies have been recovered and 29 survivors. As many as 30 people are still believed to be unaccounted for, with the police fearing that some went down with the vessel.

The ferry named KMP Tunu Pratama Jaya (734 GT) was approaching Bali when witnesses say it appeared to be tilting. Media reports said an officer at the port attempted to contact the ferry but could not reach it by radio. Another of the company’s vessels was also attempting to contact the ferry.

Survivors told the media that the ferry appeared to be taking on water in its engine room. It began listing and very quickly went down. Survivors reported clinging to life jackets and other debris.

The authorities said that a preliminary manifest shows there were 53 passengers and 12 crew aboard. The vessel was also carrying a total of 22 vehicles, including 14 trucks. Many of the people who were pulled from the water were reported to be unconscious and were being rushed to a hospital. A temporary medical facility was also set up on shore to treat the survivors.

Authorities are reporting that a SAR helicopter and a police helicopter were searching with at least 15 boats. They have also deployed a thermal drone in the search. Local fishermen were also asked to be on the lookout as well as individuals on the shoreline.

They were encountering strong waves up to 6.5 feet, which were expected to increase to over eight feet. The authorities said Friday’s operation would require larger boats due to the weather conditions.

Indonesia has a large fleet of ferries traveling among its more than 17,000 islands. Many are old and poorly maintained, leading to a poor safety record. The Tuna Pratama Jaya was built in 2010 and registered in Indonesia. It was 207 feet (63 meters) in length. It is resting on the bottom of the bay, fully submerged. KMP Tunu Pratama Jaya had sailed from the neighboring Ketapang Port and was crossing the Bali Strait to Gilimanuk Port. The distance is reported to be just over three miles between the two ports.

While the use of low-profile so-called narco-subs has become common, the Colombian Navy reports it has intercepted the first long-distance vessel designed to operate remotely with a Starlink satellite connection. It is believed to be the first example found in South America, although a few other drones have already been reported by the Indian police and in the Mediterranean.

The Colombian Navy announced the seizure today, July 3, reporting that it discovered the vessel in April in the Caribbean. At the time, it was not loaded with narcotics, and Agence France-Presse (AFP) quotes sources speculating the drone sub was on a test run. 

Details of the sub carried by the Colombian media highlight that the Navy said the vessel would have the capacity for 1.5 tons of cocaine and a range of up to 800 miles. It was outfitted with two antennas, one located on the upper deck and surrounded by fiberglass protection, and connected to a Starlink modem for satellite communications. In addition, there were two surveillance cameras aboard, with one to monitor the vessel’s path and the other monitoring the engine of the sub.

 

 

AFP reports that the South American drug cartels have been working for at least seven years on developing advanced narco-subs and specifically with the goal of unmanned operations. It says the first vessel found with a Starlink connection was apprehended by the Indian police in November 2024. Several unmanned boats have also been seized in the Mediterranean, but they were being used for short-distance coastal trips.

Narco-subs have been in use for decades by the cartels, which have grown both more sophisticated and brazen in their smuggling efforts. AFP reports one sub was detected traveling from Colombia bound for Australia. When it was seized in November 2024, it was loaded with five tons of cocaine.

Typically, the vessels are operated by anywhere from one to three crewmembers. AFP points out that by removing the crew, it also eliminates the possibility of capture and cooperating with the authorities.

Admiral Ricardo Rozo of the Colombian Navy said they have been carefully examining the drone sub. He said they believe the vessel belongs to Colombia’s largest drug cartel, the Gulf Clan.

During the press event, they reported seizing 2,326 tons of narcotics in the first six months of 2025 in an international cooperation involving 62 countries. The largest portion of the seizures was heroin, but also included cocaine, marijuana, hashish, and methamphetamines.
 

 

Knowledge is power. At a time of uncertainty over fuels, technologies, and emissions regulations, knowledge of your ship’s engine is particularly powerful. Armed with good data—rigorously analyzed and supported with deep technical insight—companies can both optimize short-term emissions compliance and build long-term decarbonization strategies that reduce operational costs.

When planning a route towards fleet decarbonization, nothing should come before understanding and optimizing the baseline efficiency of your vessel. Without this, the impact of future investments, business decisions and operational measures cannot be properly assessed. Nor will any choices deliver their full potential benefit.

A recent case study conducted by Accelleron shows the impact that a focus on efficiency can have in a scenario of growing compliance costs. With a 10% efficiency advantage, a 37,000 DWT chemical tanker on purely intra-EU voyages would save €72,000 in EU emissions costs (on top of the cost of fuel) in 2025. By 2030, that number rises to €183,000 a year.

Optimizing engine performance

Accelleron’s understanding of marine engines is based a century of experience building and servicing market-leading turbochargers – operation-critical components deployed across all types of marine engine. That experience is combined with extensive digital capabilities to deliver unique engine insight.

In early 2024, Korea Marine Transport Company Ship Management (KMTC) reported that it had saved US$540,000 in fuel costs in a single year after using Accelleron’s state-of-the-art digital engine optimization module on twelve Panamax vessels.

Accelleron’s engine optimization solution delivers recommendations based on thermodynamic insights that aim to bring engines back to operating performance achieved at “new” condition. The solution can be applied to any engine and turbocharger make. KMTC operators used Accelleron’s digital advisory to save fuel, and they were also able to benchmark engines and vessels through Accelleron’s web portal, giving them a fleetwide efficiency overview.

The argument for efficiency is clear. In an era of carbon pricing, fuel savings does not just mean money saved on fuel. It also means avoiding exposure to compliance costs. And those savings can be used to invest in additional efficiency enhancements or clean fuels that further reduce emissions and the cost of compliance.

Reducing compliance burden

A good digital solution should not only track your fleet performance and emissions; it should also simplify compliance. The emissions function in Accelleron’s engine optimization module, for example, now allows for calculation and reporting of well-to-wake (WtW) emissions. Combined with the platform’s existing capabilities for tank-to-wake emissions reporting—which is used to report on emissions for the EU ETS as well as the IMO’s Data Collection System—the complete WtW function enables ship operators to fully account for different types and sources of fuels. This is an essential part of any reporting solution for FuelEU Maritime, which came into effect at the start of this year, and for the forthcoming IMO mid-term measures, which will likely include both a fuel standard and a levy on fuels.

With full insight of a vessel’s baseline efficiency and actual performance—particularly fuel use and emissions—operators can benefit from several other cost reduction measures that digital solutions afford. For example, they can monitor hull and propeller fouling, and get recommendations for the best time to schedule hull cleaning. Digital tools also support voyage report validation, CII forecasts, and emissions reporting for a variety of regulators.

Enhancing commercial operations

Accelleron’s 2024 acquisition of True North Marine means we can take those benefits even further, adding AI-assisted route optimization that allows operators to plan the entire voyage with fuel consumption, efficiency and emissions in mind. In addition, combining a data-informed, end-to-end chartering consultancy with Accelleron’s deep technical expertise, we offer a complete solution to leveraging data not only in operations but across commercial processes.

As an example, Accelleron’s Emissions Desk can provide operators with an annual forecast for the next year, providing the tools they need to plan and budget for fuel, emissions, and operating costs. With these reports, operators can calculate compliance balances and penalties in advance, to make informed decisions on EU allowance purchasing, or the pooling, borrowing, or banking of FuelEU Maritime surpluses.

When you layer mid-term forecasting of compliance costs on top of deep technical insights into vessel performance, you have the basis for long-term business and investment planning. But to translate this into the most effective decisions, human expertise is still essential.

Accelleron’s team of maritime experts, former sea captains, naval architects, seafarers, leverage the data to provide actionable insights tailored to maximize efficiency, enhance performance, reduce emissions and increase profitability, across fleet operations.

This is data-enabled decision-making for a new phase of accelerated maritime decarbonization.

This article is sponsored by Accelleron. To learn more, click here.