On Saturday, U.S. President Donald Trump called for the Suez Canal and the Panama Canal to provide no-cost transits for all U.S. naval and merchant vessels. The remarks on Panama reflect his previous statements, but this is the first time that Trump has made equivalent demands about access to the Suez Canal. 

In a social media post, Trump claimed that the French- and Egyptian-built Suez Canal "would not exist without the United States of America," and said that he has instructed Secretary of State Marco Rubio to "immediately take care of, and memorialize, this situation." The remarks drew outrage from Egypt's political class - but not its rulers, who have remained quiet. 

The Suez Canal was built by French diplomat Ferdinand de Lesseps' Compagnie Universelle du Canal Maritime de Suez during the period of the U.S. Civil War, supported by participation from international shareholders. The privately-funded work started in 1859, and it initially depended upon forced labor. Despite the warnings of naysayers, and a substantial number of casualties during construction, the canal opened in late 1869 and was an immediate commercial success. It passed into British hands in 1882, and British troops defended it from attack until Egypt nationalized it in 1956. Under the current Egyptian administration, it has been widened and expanded, with new parallel channels for two-way traffic. 

According to Al Jazeera, U.S. traffic accounts for about 10-20 percent of the volume on the Suez Canal, and generates fees of $400-700,000 per vessel traffic for the Egyptian government's Suez Canal Authority. Waiving these fees would be a significant blow to the SCA's already-reduced finances. 

Egyptian commentators have expressed surprise at Trump's demand, and have questioned whether the canal's existence depended on the U.S., given its French, British and Egyptian operating history. 

"[Egypt] refused the presence of any military bases from the Americans and before them the Russians," said Egyptian member of parliament Mahmoud Badr in a social media statement. "The Suez Canal was built by Egyptians with their blood, nationalized by Egyptians, and is protected by the Egyptian army."

Egypt's Civil Democratic Movement, which includes several of the country's political opposition parties, accused Trump of "a lack of historical awareness and unacceptable arrogance."

"The Egyptian people consider the Suez Canal a red line and will never accept any infringement on Egypt's sovereignty and national security," the group said in a statement. "They will follow in the footsteps of their fathers and grandfathers in defending their nation's freedom and territorial integrity."

Red Sea security

Over the course of the past year, the Suez Canal's traffic levels have fallen drastically due to the Houthi threat in the Red Sea. The militant group carried out more than 100 attacks and caused two sinkings off Yemen in 2024; merchant shipping is now taking a cautious approach to the Suez route, and traffic on the canal has fallen by 60 percent since 2023.

The Houthis' stated objective - a Gaza ceasefire - briefly occurred with U.S. support in January; Israel ended that ceasefire in March, and the U.S. has turned to an intensive campaign of airstrikes to suppress the Houthis' capacity to interfere with shipping. If successful, this campaign would benefit Egypt and the Suez Canal.

While the Houthis' operational tempo has fallen, the group still has the ability to launch drones and missiles - for now, focused on U.S. Navy and Israeli targets. Merchant shipping traffic levels remain low in the Red Sea, and most top shipping companies have said that they would wait until long after hostilities have ended before bringing their ships back to the area.
 

 

Earlier this month, the crew of the U.S. Coast Guard cutter Calhoun made an unusual drug bust - not unusual for the substance or the quantity, but for the location on the high seas of the mid-Atlantic. 

On April 12, Calhoun's crew detected a suspicious fishing vessel operating in a manner that might indicate narcotics trafficking. The vessel was operating about 1,200 miles west of Las Palmas, about midway between Venezuela and the English Channel. Maritime cocaine trafficking in this region helps supply the European consumer market; Spanish authorities operating from the Canary Islands routinely intercept shipments in the area to the east.

Calhoun's crew launched their pursuit boat and intercepted the fishing vessel. They caught five suspects and seized about 10,000 pounds (4.5 tonnes) of cocaine. 

Courtesy USCG

"Our dedicated crews, in close coordination with interagency and international partners, continue to disrupt the flow of illicit narcotics, which serves as a critical strategic action that disrupts the financial networks of TCOs, undermining their ability to fund further illicit activities that threaten our communities," said Vice Adm. Nathan Moore, commander, Coast Guard Atlantic Area.

USCGC Calhoun is on a multimonth deployment in the Atlantic. In March, she held a series of exercises with the French Navy; on April 2, her crew held a wreath-laying ceremony in England's Bristol Channel to commemorate the sinking of the cutter USCGC Tampa, which was torpedoed and sunk by a German U-boat in September 1918. 130 crewmembers were lost in that tragedy, including 111 coastguardsmen. 

 

The International Longshore and Warehouse Union (ILWU) has come out swinging in opposition to the White House's recently-imposed tariffs on foreign goods. ILWU members work at the main container ports on the U.S. West Coast, and the volume of arriving import cargo is set to plummet because of the cost effects of the administration's 145 percent tariff on Chinese goods. 

In a statement, the ILWU said that it expects to see massive job losses as a result of the tariffs. "These tariffs are nothing more than a direct attack on the working class and should be opposed outright," the union said. 

Carriers have already begun to blank sailings in expectation that future demand for ex-China shipping routes will be reduced by the steep tariffs. Hapag Lloyed has reported a 30 percent cancellation rate for shipments out of China, and Bloomberg reports that the number of boxships en route from China to the U.S. is down by about 40 percent since the tariff announcement in early April. Some amount of substitution is expected as importers find new supply chain alternatives in Southeast Asia, but some products may become hard to find on store shelves, retailers have cautioned.

The ILWU warned that scarcity and inflation will impose a new burden on working families, citing estimates of a baseline cost of living increase of about $1600 per household per year. "We refuse to accept policies that destroy jobs, inflate costs, and sell out the working class," said ILWU. 

The tariffs depend on the White House's negotiating process, and could change at any time. The administration has already rolled back tariffs for electronics and semiconductors, reducing the levy for these key categories to ____. It is also reportedly finalizing a plan to cut the total effective rate on foreign car parts, which are essential for U.S. automotive manufacturers. 

China has retaliated with tariffs of 125 percent on U.S. goods, along with a de facto suspension of heavy rare earth element exports. It is pressing the White House for substantial (or total) tariff relief as a precondition for talks. Beijing insists that there is no ongoing negotiation, despite the president's recent claims of high-level phone calls and meetings.

"As far as I know, there have not been any calls between the two presidents recently," said Chinese Foreign Ministry spokesperson Guo Jiakun. "If a negotiated solution is truly what the U.S. wants, it should stop threatening and blackmailing China, and seek dialogue based on equality, respect and mutual benefit."

[By: Atal Solutions]

If the shipping industry were a country, it would be the sixth-largest polluter in the world. With its $123.7M retrofitting project, Atal Solutions — alongside Damen Shipyards Group, Blue Astra Maritime Shipping, and a consortium of partners — is taking direct action to change that. This initiative represents a major step toward transforming the global shipping fleet, integrating technologies that cut CO?, SO?, and NO? emissions, achieve fuel savings of more than 25%, and nearly eliminate vessel waste. It directly addresses one of the industry’s most urgent challenges: making the existing fleet environmentally sustainable.

Four vessels are currently undergoing modifications in Istanbul, with initial results showing fuel savings of at least 25%. The dry docking phase for these vessels is expected to take approximately 4 weeks. As retrofitting continues, more data from ongoing trials is anticipated to validate these results further. Istanbul was chosen as the location for dry docking due to the strategic advantages offered by the Besiktas Group. Their deep understanding of Atal’s needs, along with their flexibility and high-performing teams, played a key role in making Istanbul the ideal choice for this phase of the project.

The project brings together 10 advanced technologies, each focused on reducing emissions and improving performance, including:

• CO? capturing systems to reduce greenhouse gas emissions
• Air lubrication systems to improve hull efficiency
• Closed-loop scrubbers to capture emissions from traditional fuels
• LED lighting and monitoring systems to lower energy consumption

Atal’s innovative financing model ensures that these sustainable upgrades are accessible with minimal upfront investment. Through a supplier credit covering $105.2M of the project’s cost, shipowners are only required to contribute 15% equity. The financing structure was recently named one of GTR’s Best Deals of 2024, recognised for removing financial barriers to green retrofits, an area where most second-hand ships struggle to secure more than 50% financing. This model facilitates the rapid adoption of green technologies and offers a scalable solution for the maritime industry.

“The shipping industry needs practical, immediate impact, and that’s exactly what we deliver. By making financing accessible, we’re proving that large-scale sustainability improvements are not only possible but also commercially viable,” said Edwin Sieswerda, Founder and Managing Director of Atal Solutions. “This isn’t just a one-off project; it’s a blueprint for the future of green shipping.”

The introduction of the EU Emissions Trading System (ETS) and carbon credits is pressuring the shipping industry to reduce emissions, making this project both timely and essential. With the retrofitting technologies introduced, Atal and its partners are helping shipowners not only meet regulatory requirements but also reduce operational costs, especially related to fuel and emissions.

These equally impactful and commercially viable solutions that this partnership delivers are highlighted by Rutger van Dam, the Business Development Manager at Damen Shipyards Group, who stated, “We build integrated solutions that redefine everyone's view on what’s possible. The true measure of success isn’t just financial, it’s about impact on future generations. It’s about creating tangible change in sustainability, global trade, and the way we’re shaping the future.”

Atal is setting the standard for a more sustainable maritime sector by developing a platform that enables other shipowners to use the same financing structure as the BAM project. This model is open to all, and as the project progresses, Atal is focused on raising awareness and inspiring others to follow the same path toward a more sustainable future. The ships involved in the BAM project will enter dry dock in June in Istanbul, marking a key milestone for Atal Solutions and an important step toward greener shipping.

 

CMA CGM through its subsidiary CEVA Logistics is continuing the efforts to expand its logistics portfolio with the acquisition of Turkish logistics firm, Borusan Tedarik. The deal which is valued at approximately $440 million will double CEVA’s footprint in a key strategic market and provide new opportunities in other regions.

Borusan Tedarik has been in operation for more than 50 years, providing comprehensive logistics solutions in Turkey. This includes contract logistics, finished vehicle logistics (FVL), full truckload (FTL), and less than truckload (LTL) ground transport, as well as air and ocean freight and customs. In 2024, Borusan Tedarik had a gross revenue of $567 million and approximately 4,000 employees.

CEVA said the acquisition would nearly double the size of its warehousing and distribution operations in Turkey, adding approximately 570,000 square meters to its existing 620,000 square meters of warehouse space. Further, the combined ground transport activities would execute nearly one million transports per year in Turkey.

The deal also includes the transfer of Borusan Tedarik subsidiaries in Germany, Bulgaria, Hong Kong and China. Borusan Limani, another logistics company in the Borusan group that manages operations at the Borusan port on Gemlik Gulf in the Sea of Marmara, however, will remain with the Turkish group.

“As a top 5 global logistics player, we have identified Turkey as one of our strategic geographies where we expect to grow significantly. Complementing our existing presence in Turkey with
reputable experts and operations of Borusan Tedarik would put us in a position to offer even greater value to our combined customers,” said Mathieu Friedberg, CEO CEVA Logistics.

CEVA reports it will emerge in the top 3 with the automotive industry in finished vehicle handling, Its ocean capacity will be increased by 25 percent, while its air capabilities will rank among the top 5 in Turkey.

As the logistics arm of the CMA CGM Group, CEVA is integrating other large logistics players recently acquired by the ocean carrier. These include Ingram Micro’s CLS Division, GEFCO and Bollore Logistics.

Under the terms of the agreement with Borusan, CEVA will acquire 100 percent of Borusan Tedarik, including 69.47 percent of the shares held by the private Borusan Holdings and the remaining 30.53 percent which is held by the publicly traded Borusan Yatlrlm. Closing the deal is subject to regulatory approvals.
 

 

In an era of shifting cargo flows and rising supply chain risks, Singapore is again at the cutting edge of supply chain developments.

The city-state's latest initiative, the Virtual Watch Tower (VWT) - launched in collaboration with research institutes in Europe's Nordic region - exemplifies Singapore's commitment to digital innovation in maritime logistics.

The VWT is a community of leading supply chain actors that has created a digital system called VWTnet that helps manage and track goods as they move through global supply chains. It creates a federated network of ‘Google Maps’ for logistics, gathering real-time primary data from various sources and securely sharing it with authorised parties to complete their maps.

VWT’s uniqueness is that the users shape and co-create the solution they need. VWT is a neutral orchestrator that builds the ecosystem of supply chain and technology actors and facilitates collaborative decision-making and the solution development.

"The success of the VWT lies in its community-driven approach, bringing together diverse stakeholders across the supply chain spectrum including shippers, terminal operators, carriers, and technology providers to co-create solutions that address complex supply chain challenges, ensuring that the benefits are shared across the entire ecosystem,” said Dr. Raymon Krishnan, president, The Logistics & Supply Chain Management Society.

The VWT initiative itself represents a unique partnership between Singapore and the Nordic countries. This alliance combines Singapore's strategic position and logistics expertise with Nordic technological know-how and innovation culture.

Within these two cultures, some 52 members collaborated in an initiative that began with Research Institutes of Sweden (RISE), Singapore Maritime Institute (SMI), PSA International, and A*STAR's Institute of High-Performance Computing (IHPC),

These two cultures dovetail neatly to leverage VWT as a key technological innovation. “Singapore and Sweden are forging the pathway by setting new standards for the maritime and supply chain industry, combining strategic partnerships and shipping expertise to drive growth, sustainability, and resilience. Leadership in such initiatives also helps Singapore maintain its position as a global maritime and logistics hub," said Krishnan.

VWT has an innovative approach to modernization, standing for a community and a groundbreaking digital solution that gathers real-time data from across international supply chains and ecosystems and routes the information to authorized actors. This sophisticated system complements existing approaches to monitoring the movements of goods. It helps companies gain access to a broader market and participate in influencing what happens when disruptions occur in import and export flows.

"As an early participant in this project, we were clear that we wanted to be involved in developing solutions that address real problems,” said Mårten Sondell, Logistics Innovation Manager at H&M. “A broad network of strong partners can increase the chances of this gaining traction and becoming a new industry practice."

The next step in the development is a solution for gathering primary transport-related data from smaller actors, which is one of the unresolved challenges in supply chain visibility. This MicroShare feature will involve state-of-the-art technology provided by Roambee, a Silicon Valley-based company and VWT partner.

Singapore's strategic participation

Singapore's involvement in the VWT development underscores its proactive stance in shaping the future of global trade. The benefits for Singapore are multifaceted:

• Positioning at the forefront of digital and sustainable logistics, facilitating real-time disruption management and carbon footprint analysis.
• Enhanced operational resilience through more reliable early warning capabilities and integrated analytics.
• Experimentation with novel innovative approaches, such as the shipper-driven, terminal-centric VWT model, which fosters a culture of continuous innovation in maritime logistics
• Valuable partnership with Nordic countries, particularly Sweden, combining Singapore's strategic position and logistics expertise with Nordic technological prowess.
• Closing solution gaps in the field of supply chain and transport visibility and proactive management, through tools like MicroShare

"By leveraging the VWT as a key technological innovation, Singapore and Sweden are setting new standards for the maritime and supply chain industry, combining strategic partnerships and shipping expertise to drive growth, sustainability, and resilience in a rapidly evolving global landscape,” says Emil Akander, trade commissioner of Sweden to Singapore and head of South and Southeast Asia for Business Sweden.

Singapore’s logistics vision

The VWT is not an isolated project but a cornerstone of Singapore's broader digital transformation strategy. It seamlessly integrates with the nation's advanced digital supply chain management suites, driving efficiency and innovation across sea, air, and land transportation networks.

This initiative builds upon Singapore's decades of strategic investments in maritime and aligns with Singapore's vision of becoming a global leader in smart, sustainable logistics.

As the principles of transparency, real-time data sharing, and collaborative governance embodied by the VWT become industry standards, Singapore is well-positioned to lead this digital revolution in global trade.

Singapore is an important transport hub for Swedish exports, as Matilda Gustafsson, change manager and sustainability advocate at the logistics company Bertling Sweden, explains: “For us as freight forwarders, sharing primary data is a complete game-changer. It allows us to receive faster and more accurate information for better decision-making and more precise and targeted actions in case of disruptions in the logistics flow. Efficient data sharing is a necessity for managing today’s challenges."

VWT's success hinges on the active participation of a diverse range of stakeholders. PSA, with its vast operational insights, ensures that the VWT aligns with the rigorous demands of modern maritime terminals. The company’s involvement in VWT’s initial phase, which ended December 2024, has been crucial in translating theoretical concepts into practical, on-the-ground solutions that can withstand the pressures of a bustling transhipment hub.

A*STAR's IHPC, on the other hand, brings cutting-edge research and development expertise to the table. Their role in integrating advanced analytics and sensor technologies into the platform is vital for transforming raw data into actionable insights.

This advanced technology provides the base on which VWT operates, Emil Akander, Sweden’s trade commissioner to Singapore explained: “The VWT provides a robust foundation for improved visibility, coordination, and resilience in the supply chain. By leveraging AI-driven tools, it enables business communities to optimise their operations, resulting in a more responsive and efficient supply chain.”

That firm foundation has allowed the VWT community to grow steadily, spanning shippers, transport operators, terminal operators, technology providers, research institutions, and government authorities. This broad-based participation enriches the platform's functionality and underscores its commitment to collaborative innovation.

A call to action

The VWT is more than just a technological solution; it is a paradigm shift in how we approach the digitalization in the context of supply chain and logistics management. To fully capitalize on the VWT opportunity, the parties should:

• Intensify collaboration between Singapore and Nordic countries, leveraging complementary strengths in technology, innovation, and maritime expertise.
• Foster a culture of innovation and data-driven decision-making across all levels of our logistics ecosystem.
• Encourage more Nordic-Asian partnerships in supply chain technology and sustainable logistics solutions.
• Build technical solutions that close critical gaps in supply chain and transport visibility and carbon dioxide emission calculations

Global trade challenges are complex and ever-evolving. But with initiatives like the VWT, Singapore is not just responding to these challenges – it is anticipating them, innovating solutions, and setting new standards for the industry.

Mikael Lind is the world’s first (adjunct) Professor of Maritime Informatics engaged at Chalmers and Research Institutes of Sweden (RISE). He is a well-known expert frequently published in international trade press, is co-editor of the first two books on Maritime Informatics, and is co-editor of the book Maritime Decarbonization.

Wolfgang Lehmacher is a global supply chain expert, partner at Anchor Group, and advisor at Topan AG. The former director at the World Economic Forum, and CEO Emeritus of GeoPost Intercontinental, is an advisory board member of The Logistics and Supply Chain Management Society, ambassador F&L, and advisor Global:SF and RISE. He contributes to the knowledge base of Maritime Informatics and co-editor of the book Maritime Decarbonization.

Algoma Central Corporation, known for its dry bulk operations, has commissioned the first of two newly built product tankers that will be used for service in conjunction with Canada’s Irving Oil. The vessels will service Canada’s largest refinery with deliveries to ports in Atlantic Canada and the U.S. East Coast.

The Algoma East Coast arrived in St. John, New Brunswick today, April 28, after completing its inspections and entry into the Canadian shipping registry. It will be followed by the Algoma Acadian, which will arrive later this spring. She is currently in the Indian Ocean on her delivery run and they will need to undergo Canadian certification and registry before entering service. The vessels were built at the Hyundai Mipo Shipyard in South Korea and represent an investment of C$127 million (US$92 million) by Algoma in partnership with Irving Oil.

“These additions introduce a new asset class to the segment, enhancing our operational capabilities and expanding the markets we serve,” said Algoma’s President & CEO Gregg Ruhl. “This milestone in our newbuild journey has been incredible to witness, made possible through our collaboration with Irving and the dedication and expertise of our operations team.”

Algoma reports it has a fleet of 96 vessels, including 11 additional vessels under construction. It operates dry and liquid bulk carriers that serve critical industries throughout the Great Lakes-St. Lawrence Region and internationally and reports its domestic dry-bulk fleet is the largest fleet in the Great Lakes – St. Lawrence Seaway system.

The new ships are 37,000 dwt ice-class product tanker vessels ordered by Algoma and operating under long-term charter to Irving Oil, replacing two older vessels. They will be used to load products in Saint John for deliveries mostly to Halifax, Charlottetown and St. John's. They will also be used when needed for voyages to U.S. Atlantic Coast ports and other destinations such as Quebec and Montreal. With a capacity of 260,000 to 265,000 barrels, they will transport gasoline, diesel, jet fuel, and other products.

To ensure that the tankers are future-ready, they are designed for potential methanol operations with an ABS Notation – Methanol Fuel Ready and also high voltage and shore power ready. They were designed with enhanced ballasting capabilities to optimize operations in the Bay of Fundy.
 

 

A product tanker operated by Odfjell has finished a near-zero-carbon transit of the North Atlantic, demonstrating the cost-effectiveness of sail power and biofuel. 

Bow Olympus just completed a voyage from the U.S. Gulf Coast to Terneuzen, powered by four suction sails and a bunker stem of 100 percent biofuel in her tanks. Without even paying the steep cost of electrofuels, the tanker met both FuelEU Maritime Targets for 2050 and IMO "direct compliance" carbon targets for 2044, decades ahead of time. 

The unexpectedly high power of Bow Olympus' suction sails helped make it possible, Odfjell said. The 72-foot sails have driven fuel consumption down by as much as 40 percent in the best wind conditions, and 15-20 percent in "good, but not perfect" conditions, according to Odfjell VP of Technology Erik Hjortland. "That translates to five tons of fuel saved per day, equivalent to a reduction of 15 tons of CO2 emissions per day," he said. 

Even light airs generated a noticeable effect, and the team used a new form of AI-driven weather routing to make the most of all available wind. AIS data shows that the ship took a changeable course rather than a fixed Great Circle route. The fuel savings were significant, and at current Rotterdam bunker pricing, they amounted to more than $2,000 per day - before taking into account any carbon price savings. (Best of all for a crew on a North Atlantic route, the sails have a roll-damping effect.)

"We are thrilled to note that our initial calculations are confirmed and even exceeded," said Hjortland in a statement. "We can probably operate the sails more often than anticipated, positively affecting the already healthy return of investment figures."

When this propulsion system was combined with certified all-waste-feedstock biofuel, Bow Olympus managed a GHG intensity reduction of 85 percent compared to operation on conventional fossil bunkers. This is about as close to zero as any ocean-crossing merchant tanker can accomplish with current commercially-available resources and technologies.  "I am positive that we have begun charting a credible course toward carbon neutrality," Hjortland said.   
 

Video is making the rounds online showing the efforts by local fishermen in Yemen attempting to pluck sheep from the ocean after the vessel they were on began listing. According to some reports, the vessel which was traveling between Somalia and Djibouti ran aground off Aden while other reports place the vessel in the Bab al-Mandeb strait.

The pictures appear to show a typical dhow laden with the animals. Some reports are saying there were several thousand aboard and the vessel was badly overloaded. The weight may be the cause or contributed to the incident.

Fishermen reportedly from Ras Al-Arah in western Yemen rushed to the scene and were shown plucking the animals that were swimming around the vessel. Others can be seen falling or jumping from the vessel. The fishermen saved the crew of the vessel who are reported to be from Somalia.

 

Video shows Yemenis frantically rescuing hundreds of sheep from the Red Sea after a commercial ship ran aground off the coast of Yemen.

The vessel was heading for Djibouti when it capsized, leading to the drowning of more than 160 sheep, according to local sources. pic.twitter.com/a5hpUhxCte

— Al Jazeera English (@AJEnglish) April 27, 2025

 

At least 160 of the animals are reported to have drowned while others remained trapped aboard the boat. Media reports are saying the vessel capsized.

Animal rights activists are citing this as another example of why live export must be eliminated. Middle Eastern countries maintain the trade due to dietary laws and ritual slaughter. Countries such as Australia and New Zealand have moved to end live export in the face of pressure from activists. The shipping company Wellard, which was once the largest operator for live export vessels, reported at the start of 2025 that it had sold its last ship and closed its shipping operations. However, Argentina in February 2025 repealed a more than 50-year old ban saying it was to support free trade and to grow Argentina’s export industry and role in world trade.
 

 

The crew of the carrier USS Harry S. Truman lost a strike fighter over the side while repositioning it belowdecks, the Navy confirmed Monday. Two officials told Politico that at the time of the casualty, the carrier maneuvering to avoid a Houthi attack; separately, CNN reports that Truman was making a hard turn to dodge Houthi fire. Nimitz-class carriers are capable of (and tested for) hard maneuvering at high speed. The Navy has not officially confirmed these accounts. 

Truman is on an extended deployment in the Red Sea, and her crew is running an around-the-clock bombing campaign against Houthi targets in Yemen. They have worked continuously to keep strike sorties moving since March 15, launching and recovering fighters day and night. 

On Monday, an F/A-18E Super Hornet of fighter squadron VFA 136 was under tow in the hangar bay, attached to a tow tractor. The crew lost control of the aircraft, and the aircraft and tractor went over the side. The sailors involved in the evolution took cover and got out of the way before it went over, and only one individual sustained a minor injury. 

The Truman and her air wing remain fully mission capable, the Navy confirmed. In addition, the Truman Carrier Strike Group is operating alongside sister ship USS Carl Vinson and Vinson's escorts, forming a powerful dual carrier task force. 

One Super Hornet costs about $70 million, or roughly three percent of the $2.3 billion cost overrun on carrier USS Gerald R. Ford. An investigation into the cause of the casualty is under way. 

Since March 15, the Truman and Vinson strike groups - aided by shore-based elements - have launched 800 separate airstrikes on Houthi positions in Yemen. The frequency of Houthi attacks has declined under the weight of U.S. bombardment of the group's storehouses, workshops and launch positions, but the group remains capable of launching missiles and drones at a slower pace.

Truman has had two other mishaps this deployment: she collided with a merchant ship on February 12, damaging her hull above the waterline; and her escort USS Gettysburg accidentally shot down an F/A-18 fighter in a friendly-fire incident in December.  

 

Supporting the Indian government’s ambitions to build the country’s role in international shipping, CMA CGM Group today marked the transfer of one of its ships to the Indian register. India which is already home to many seafarers wants to develop its shipping operations and expand its shipbuilding industry to more international shipping.

CMA CGM was one of several major shipping companies including also Maersk and MSC Mediterranean Shipping to express interest in India. The company hosted Indian Prime Minister Narendra Modi at its headquarters in February and said it would explore registering ships in India. The company is also looking at India’s shipbuilding and repair operations and already has investments in terminals located at Nhava Sheva Freeport, near Mumbai, and Mundra Port.

Today, April 28, the CMA CGM Vitoria was officially entered into the India registry while the ship was docked at the Nhava Sheva Free Port terminal. Built in 2008 and acquired by CMA CGM in 2022, the 33,434 dwt vessel was previously registered in Malta. Entering the Indian registry requires the ship to be crewed by Indian nationals and be classed by the Indian Registry of Shipping. 

The vessel, which has a capacity of 2,592 TEU is deployed on a route between India, the Persian Gulf region, and the Red Sea. India’s Economic Times highlights that Indian ships pay a tonnage tax instead of corporate taxes and the country is considered “lender and regulatory unfriendly for fleet owners.” However, the news outlet says CMA CGM will soon transfer a second vessel CMA CGM Manaus (built in 2009 and 2,592 teu) from the flag of Malta to India. CMA CGM in its announcement said three more vessels after the CMA CGM Vitoria will be transferred in the coming months to the Indian flag.

India’s Directorate General of Shipping was credited with helping to facilitate the transfer. Officials said CMA CGM is “testing the waters.” They predicted more ships would follow.

 

The vessel is required to have an Indian crew and be classed by the Indian registry of Shipping (CMA CGM)

 

CMA CGM highlights it is part of its 34-year presence in India noting that it currently operates 19 weekly maritime services that call in Indian ports. The company also recently opened a crew management office in Mumbai for its fleet. To facilitate the transfer, it set up an Indian subsidiary.

The Economic Times highlights that CMA CGM follows several other large shipping companies. BW LPG is the largest owner/operator of Indian-flagged VLGCs with nine LPG carriers and Mitsui O.S.K. Lines is the nation’s fourth-biggest fleet operator with nine oil, product, and gas carriers, reports the Economic Times. 

India’s state-run Shipping Corporation of India is the only operator of Indian-flagged containerships. It has three smaller vessels and a fourth under charter.

 

The United States is continuing its pressure campaign against the Houthis in Yemen and Iran as the sponsors of the militants with a new round of sanctions. The Department of the Treasury and the Office of Foreign Assets Control sanctioned three product tankers and their shipping companies for offloading products in Yemen after the expiration of U.S. licenses at the beginning of April.

The U.S. previously had authorized the offloading of refined petroleum products in Yemen as part of humanitarian aid, but the licenses ended as of April 4, 2025, after the Trump administration on March 4, re-designated the Houthis as a Foreign Terrorist Organization. The U.S. is linking the products to Iran’s oil sanctions evasion and says the Houthis are profiting from the shipment of goods through ports they control in Yemen. In particular, the U.S. is citing the discharge of refined petroleum products.

Treasury highlights that the Houthis control the Red Sea ports of Hudaydah, Ras Isa, and Al-Salif, and assets the group is funneling millions of dollars derived from port revenue and the seizure of refined petroleum products imported through these ports to fund the attack campaign against U.S. interests and those of our allies in the region. Deputy Treasury Secretary Michael Faulkender says the group sells refined petroleum products delivered through these ports at exorbitant prices on Yemen’s black market, which enables Houthi operatives to purchase military materials, creates an artificial shortage of essential goods for average Yemenis, and fuels rampant corruption among Houthi leaders.

One of the product tankers that was listed is the San Marino-flagged Tulip BZ (25,926 dwt) which was built in 1993 and is now owned by interests in Lebanon. The U.S. says the vessel finished discharging its cargo in Ras Isa on April 10 and that in the past it has been used to transport petroleum products for Iran. Previously as the Gas Line (operating between 2012 and 2021), the U.S. says the vessel transported products for the Iranian Islamic Revolutionary Guards Corps. The Marshall Islands-registered Zaas Shipping & Trading Co, which facilitated the delivery of liquid petroleum gas (LPG) to Ras Isa is also being listed.

The second vessel, the product tanker Maisan (73,741 dwt), registered in Panama, completed offloading gas oil in Ras Isa on April 8. The vessel, built in 2005, is managed by the Mauritius-registered Bagsak Shipping and according to the U.S. has also been linked since February 2023 with the export of Russian crude oil and petroleum products. The U.S. says the Maisan was previously managed by a company that was one of the top players in the shadow tanker fleet involved in the export of Russian crude oil and petroleum products defying Western sanctions.

The White Whale (37,263 dwt) was built in 2001 and is also linked to ownership interests in Lebanon. The U.S. reports the vessel finished offloading gas oil in Ras Isa on April 17. It is managed by the Marshall Islands-registered Great Success Shipping Company.

Treasury is also reporting that two other previously sanctioned vessels are still delivering products to the Houthis. It identified an LPG tanker now named Clipper (29,458 dwt) for a recent shipment of Butane and propane to Yemen. The ship is now showing a false flag of Guyana according to the Equasis database and unknown management. The U.S. says in December 2022 the vessel then known as Queen Luca was listed for its ties to Iran’s Islamic Revolutionary Guard Corps-Qods Force.

The Akoya Gas, an LPG tanker built in 1997, registered in Tanzania in mid-April was at a berth in Yemen. The U.S. says it was blocked in September 2022 when it was operating as Gas Allure for its involvement in Iranian petrochemical and petroleum sales.

U.S. Central Command announced on April 17 that it had attacked the Houthi-operated fuel port at Ras Isa. The port handled fuel imports critical for the Houthis' military operations while commercial operations also made it a major source of tax revenue for the Houthis.  CENTCOM reported yesterday, April 27, that since the bombing operation began on March 15, U.S. forces have carried out more than 800 strikes on Houthi targets greatly degrading their capabilities.
 

[By: Artemis Technologies]

Artemis Technologies, a global leader in commercial electric foiling vessels, has entered an agreement with Noatum Maritime, part of AD Ports Group’s Maritime & Shipping Cluster, to purchase a state-of-the-art 100% electric Artemis EF-12 Pilot boat to operate in the United Arab Emirates.

The vessel supports the UN’s Sustainable Development goals and United Arab Emirates’ Net Zero by 2050. Equipped with cutting-edge battery technology, the vessel offers zero-emission propulsion, making it an ideal choice for port operations.

With a top speed of up to 30 knots and a cruising speed of 25 knots, the Artemis EF-12 Pilot boat offers high-performance electric operations. Leveraging Artemis Technologies' eFoiler® technology, the vessel represents a significant advancement in maritime transport. Hydrofoils lift the vessel’s hull above the water, reducing drag, optimising energy usage, creating minimal wake and increasing crew comfort.

Dr. Iain Percy OBE, CEO of Artemis Technologies said: We are proud to support Noatum Maritime in their continued efforts to bring sustainable maritime solutions to the Middle East. The acquisition of the Artemis EF-12 Pilot boat marks a significant milestone in addressing the region’s growing demand for high-performance, zero operational emission vessels. Our Artemis eFoiler® technology is setting new standards in the global maritime industry, offering energy-efficient vessels that produce zero emissions in operation and helping to enhance operational efficiency. We look forward to working together to bring clean maritime technology to revolutionise to their maritime operations across the United Arab Emirates.

China’s Shanghai Waigaoqiao Shipbuilding Co., part of CSSC, marked the floatout of its second, large domestically-built cruise ship. It comes as Chian continues to invest in the sector and looks to become a competitor in the market dominated by a few European shipbuilders.

The second ship which was named Adora Flora City for its ties to Guangzhou, the southern city near Hong Kong, was floated overnight between April 27 and 28. According to the shipyard officials, it demonstrates China’s increasing proficiency and improved efficiency in cruise ship construction as the vessel is nearly 70 percent completed. Steel cutting began in August 2022 and the ship which is larger than the first cruise ship reached this point a month earlier in construction. Also, this project is being supervised by domestic Chinese teams where the first project was in cooperation with Italy’s Fincantieri and RINA class society. RINA continues to participate while emphasizing China’s large investments in developing the sector.

The new ship will operate under the colloquial name of Aida Huacheng and is due to enter service at the end of 2026 from Guangzhou. It is based on the same design as Adora Magic City (Aida Modu) which was introduced at the start of 2024. Both ships are based on a Fincantieri design for Carnival Corporation, although the new ship has been lengthened 17.4 meters (57 feet) to an overall length of 341 meters (1,18 feet). It will be 141,900 gross tons with a total passenger capacity of 5,232 passengers.

 

 

Adora Cruises, which is owned by CSSC, highlights that the interior design is being adapted to be “more beautiful, more technological, more Chinese.” The interior décor will be a combination of Art Nouveau style, the Maritime Silk Road, and Lingnan cultural elements. They are emphasizing the ship will provide a “more Chinese” cruise experience versus the first ship which more closely followed the Carnival designs or the Adora Mediterranea, which was acquired from Costa Cruises.

Among the changes the main atrium is doubled in size, the fitness area is being optimized, new suites are added, and there are upgrades to the dining and shopping areas. A new outdoor multifunctional space is also being created to host entertainment performances, leisure and healing activities, social interaction, and the coffee culture of its namesake city. 

The construction timeline calls for the cruise ship to start sea trials in May 2026.

Adora was conceived as a partnership between CSSC and Carnival Corporation but Carnival later sold shares to become a minority investor. The brand launched focused on the domestic Chinese market with the acquired cruise ship. Adora reports so far it has carried over 620,000 passengers. It looks to expand its operations with the new ship and increase the number of foreign passengers. 

China highlights its developing efficiency and skills in cruise ship construction. It looks to compete for future projects against Fincantieri, Chantiers de l’Atlantique, and the Meyer yards in Germany and Finland, which are the leaders in building nearly all large cruise ships. 

 

 

Data captured by the United Kingdom Maritime Trade Operations in Dubai suggests that Houthi attacks on shipping have largely ceased, the last incident recorded being an attempted attack on a ship by suspected pirates on April 15. The Houthis claim to have attacked the USS Harry S. Truman (CVN-75) in the Red Sea, but the US Navy doesn’t appear to have noticed. Occasional Houthi ballistic missile attacks on Israel have however continued. The only safe conclusion to draw at present is that the Houthi missile and drone capability is degraded, but that a resumption of attacks on shipping could still resume.

The conventional expert wisdom is that an air campaign against the Houthis will not dent their tenacious will to fight, the Houthis being stubbornly resistant to casualties and damage inflicted. Such impressions are reinforced by the large crowds that the Houthis are able to mobilize for political demonstrations, such as occurred in Sana’a on April 18.

But Houthi attempts to characterize the American strikes as an indiscriminate assault on civilians, copying the Hamas narrative in Gaza, have largely fallen on deaf ears. One of the largest civilian death counts occurred on April 20, when the Furwa Market in Old Sanaa was struck not by CENTCOM but by a defective Houthi anti-aircraft missile. An attempt to label a strike on a weapons store in a building under construction in Saada as an attack on a cancer clinic was disproven by the Houthis’ own images of the scene. 

A spokesperson for the Houthi Health Ministry reported on April 19 that 198 people had been killed since March, without indicating how many were civilians. There clearly was a large death toll following US attacks on port infrastructure both in Hodeida and the Ras Isa fuel terminal around April 24, but elsewhere attacks appear to have been relatively well calibrated and precise. On April 28, the Houthis claimed that 68 African migrants being held in a detention center were killed by an American airstrike.

On balance, the American airstrikes are causing neither an upsurge of support for the Houthi leadership, nor yet a revolt. Their Yemeni opponents think pressure is building on the Houthis, but that a tipping point has not yet been reached. On April 24, the head of Yemen’s Presidential Leadership Council, Rashad al-Alimi, was still speaking of ‘promising signs of a shift in the balance of power’ and ‘growing unity among anti-Houthi factions’.

This appraisal appears to be shared by CENTCOM campaign planners. For the moment, strikes are focused on the Houthi leadership, missile and drone infrastructure, sources of revenue and on technical cadres. Strike data from ISW and compiled by @VleckieHond do not yet show a focus on Houthi front line positions, particularly in the Marib and around Hodeida, where government forces would need to break through if they were to recapture key territory taken over by the Houthis.

I plan to update this map every few days with newly located strikes. For now downloads of the source file will only be considered through requests over DMs

Link to the map: https://t.co/te08WBdQxB

— Vleckie (@VleckieHond) April 23, 2025

Confirmed airstrikes recorded by @VleckieHond

But in the meantime, cumulative damage continues to be inflicted. While this pressure on the Houthis continues and builds, CENTCOM gives no indication of any intent to scale back its assault, despite attrition of munitions stocks and MQ-9 Reapers.

Hence the campaign is settling in as a battle of wills, and the Houthis appear to have the weaker hand. Notwithstanding their reputation for resilience, the Houthis have in the past succumbed to pressure - but only when threatened by a loss of territory to their Yemeni opponents. As for Houthi political obduracy, it should be remembered that the Royalist faction under Imam Muhammad al-Badr in Yemen’s civil war of the 1960s came from the Shi’a stronghold in Saada which is now the Houthi heartland - and in those days they accepted military support both from the British and the occasional paradrop of weapons from the Israelis. If the threat to shipping is to be definitively brought to an end, reflected in the risk assessments and responses of the maritime community, then a significant political change in Houthi thinking will still be necessary.

Estonian officials confirmed on Saturday, April 26, that the shadow fleet tanker they had been detaining for two weeks had been released reporting the vessel was now technically in compliance. The Kiwala (115,577 dwt) was stopped on April 10 while it was transiting the Baltic and a standard Port State inspection raised concern about the legitimacy of its flag and insurance as well as multiple deficiencies.

The Estonia Transport Administration last week reported it was still waiting for confirmation that 40 deficiencies had been corrected. Its inspectors identified 29 issues that were grounds for detention. This included 23 issues related to documentation, in addition to issues with safety management aboard the tanker, crew preparedness for various shipboard emergencies, and unspecified technical issues. The vessel is also operating under sanctions from the European Union, the United Kingdom, Canada, and Switzerland.

The key question related to the vessel’s flag state. Estonia reported that the ship said it was registered in Djibouti, but records showed that the flag had been withdrawn at the start of the year. Estonia’s foreign ministry however reports it received information from Djibouti that it would accept the vessel until May 7. A confirmation letter was submitted to the Estonian Transportation Administration for what was called a “transitional period” with the documentation valid for another week and a half.

The tanker was re-inspected and the results of an audit of the vessel’s class society were checked. Estonia reports the technical issues had been corrected and so the detention order was lifted. The authorities said the vessel’s Chinese captain and international crew had cooperated. The Director of the Transport Administration told ERR News, “Technically, the ship is in order and it may depart.”

AIS signals show the Kiwala got back underway over the weekend and is arriving tomorrow, April 29, at the Russian port of Ust-Luga. The ship was traveling from Sikka, India, where it departed on March 11. Equasis shows the vessel managed from China but lists the Djibouti flag as false.

The vessel has been flag hopping and listed multiple managers over the past three years. There was no word of what flag it would be moving to in May.

“The whole incident confirms once again that there are significant deficiencies in the registers of the so-called flags of convenience countries and the data is not reliable and communication with them is problematic,” said Estonia’s Foreign Minister Margus Tsahkna.

He declared that his country would continue to deter Russian shadow fleet vessels that are sailing under a flag of convenience. He said since June 2024 the country has stopped over 500 ships to request insurance documents while they are transiting the Baltic. He said they would continue to work with other Baltic countries to ensure the safety of shipping.

 

 

Archaeologists have confirmed the identity of two 18th-century shipwrecks in Costa Rica that for years were thought to be pirate ships. It has now been confirmed that the wrecks located in shallow waters off Cahuita National Park are those of Danish slave ships Fridericus Quartus and Christianus Quintus, which were shipwrecked off the coast of Central America in 1710.

The National Museum of Denmark is announcing that after analyzing samples taken from the shipwrecks, archaeologists have finally managed to resolve their mystery, bringing to an end years of speculation that they were pirate ships.

While the history of the two ships is well known and documented, their resting place had remained a mystery. Records show that in 1708, the two ships sailed from Copenhagen via West Africa towards Saint Thomas in the West Indies. Over several months of sailing along the coast of West Africa, the holds of the ships were filled with hundreds of slaves and made ready for the long voyage across the Atlantic.

In the spring of 1710, the two ships were in the Caribbean Sea. During the voyage across the Atlantic, however, they had gone off course, sailing nearly 2,000 kilometers further west than their intended destination, the Caribbean island colony of Saint Thomas in the Danish West Indies.

Sailing off course resulted in food and water rations running low, and a mutiny broke out among the crews of the two ships. The ensuing melee resulted in Fridericus Quartus being set on fire. Christianus Quintus had its anchor cable cut so the ship drifted towards the coast, where it was crushed in the waves in shallow water and also sank.  

The two wrecks were first discovered in the 1970s, although it was not until 2015 when U.S archaeologists discovered yellow bricks in one of the wrecks, igniting renewed interest in the history of the ships. In 2023, archaeologists from the National Museum of Denmark and the Viking Ship Museum carried out a diving mission to the two ships' resting place and took samples of wood and bricks that were part of the cargo. Several clay pipes were also found.

Detailed analysis of the samples has returned results that are consistent with Danish medieval history and accounts of the two ships. Analysis of the wood showed the timbers originated in the western part of the Baltic Sea, with the tree having been cut down sometime during the years 1690-1695. The wood was charred and sooty, confirming historical accounts about one of the ships being set ablaze.

The bricks bore remarkable similarities to those manufactured in Flensburg for use in Denmark and the Danish colonies in the 18th and 19th century. Analyses of the clay showed it came from parts of Denmark that were home to a sizable brick-producing industry. The clay pipes were identified as ordinary, Dutch-produced pipes that were also used onboard Danish ships.

“The analyses are very convincing and we no longer have any doubts that these are the wrecks of the two Danish slave ships. The bricks are Danish and the same goes for the timbers, which are additionally charred and sooty from a fire. This fits perfectly with the historical accounts stating that one of the ships burnt,” said David Gregory, National Museum marine archaeologist.

The project that led to the identification of the two shipwrecks, which was made possible through collaboration among several organizations, is part of a new mission by the National Museum to excavate several Danish shipwrecks abroad. The two ships are a reminder of Denmark’s involvement in the transatlantic slave trade, which the government banned in 1792 (although slavery was not abolished until half a century later in 1847).

North Korea has unveiled a new class of heavily-armed frigate, a 5,000-tonne warship that possesses an unusually large array of weaponry. Given its fittings, and North Korea's claims, it is likely capable of launching ballistic missiles - and nuclear payloads. 

Nampo Shipyard's newly-launched Choi Hyon is the first warship in North Korea that is fitted with vertical launch systems - and more than just one type. Just forward of the deckhouse, a block of VLS hatches shows two different sizes of cell - 32 small cells and twelve medium, 44 in total. Aft, there are 12 more small hatches, eight medium hatches, and 10 unusually large hatches, 30 in total. Taken altogether there are 74 cells of various types, just shy of the 80 cells on a Zumwalt-class destroyer. Amidships, there is a structure that likely conceals additional racks for angle-launched cruise missiles. 

Courtesy KCNA 

In addition to its abundance of above-deck missile tubes and relatively compact size, Choi Hyun's most visible feature may be its short-range air defense system. The War Zone notes that it appears to be identical to the Russian Pantsir-ME, and if functioning, it would be a thorny obstacle for an inbound aerial threat. The Pantsir-ME has a pair of Gatling guns co-mounted with eight short-range antiaircraft missiles, offering multiple ways to address inbound drones, aircraft or cruise missiles. Russia is deeply indebted to North Korea for the provision of arms, ammunition and manpower for the war in Ukraine, and it is possible that an advanced air defense system was part of the two sides' exchange.  

In South Korea, the guest list attracted as much attention as the ship itself. Supreme leader Kim Jong Un attended the launch, accompanied by his daughter, referred to in Korean media as Kim Ju-ae. The younger Kim is believed to be 12-13 years old, and her identity is shrouded by the Kim family's preference for secrecy; even her name is a subject of debate. She has appeared alongside Kim Jong Un regularly at major state occasions and weapons tests, raising speculation that she could be in line as an heir to the North's hereditary leadership.  

 

On Sunday, U.S. Central Command said that its multiweek campaign of airstrikes against Yemen's Houthi militant group is having an effect, and the number of Houthi missile and drone attacks on U.S. Navy warships is beginning to come down. 

Since the operation began on March 15, U.S. forces have carried out more than 800 strikes on Houthi targets, CENTCOM said, killing hundreds of the group's fighters and multiple members of its leadership. The casualties include "senior Houthi and UAV officials," and the command said that it is using intelligence to reduce civilian harm.  

CENTCOM declined to divulge the specifics of past or future targets for reasons of operational security. It has had serious issues with leaks in the recent past: at the outset of the campaign, a group of senior U.S. leaders accidentally gave a reporter the details of imminent strike force launch times, target sequencing and time on target - sensitive advance information about when U.S. pilots would be arriving over Yemen. 

CENTCOM has declined to discuss any details of the time or location of its strikes, but it has released a list of the types of installations it is targeting. The target list includes command centers, air defense systems, weapons factories, and weapons storage locations. The command is prioritizing the advanced weapons that the Houthis have used against shipping - anti-ship ballistic missiles, cruise missiles, UAVs and drone boats. 

The destruction of the Houthi-operated fuel port at Ras Isa will begin to have a broader effect on the group, too, the command said. The port handled fuel imports critical for the Houthis' military operations; its commercial traffic also made it a major source of tax revenue for its Houthi overseers. 

Two carriers remain on station in the Red Sea to carry out ongoing strikes, supported by B-2 strategic bombers operating out of Diego Garcia. "We will continue to increase the pressure and further disintegrate Houthi capabilities as long as they continue to impede freedom of navigation," CENTCOM said. 

The Houthis still retain the ability to launch attacks on shipping and continue to target U.S. warships. However, the militant group now operates at a much reduced tempo, the command said. The number of ballistic missile launches has dropped by nearly 70 percent, and suicide drone attacks are down by 55 percent. The fact that the Houthis retain an ability to launch attacks suggests continued Iranian support. "The Houthis can only continue to attack our forces with the backing of the Iranian regime," CENTCOM concluded. 

 

On Friday, a boxship and a bulker collided on Vietnam's Long Tau River, near Ho Chi Minh City, partially sinking the bulker. 

At about 2240 hours Friday night, boxship KMTC Surabaya collided with the bulker Glengyle at milepost 15 on the Long Tau. Surabaya's near-vertical plumb bow made contact with Glengyle's port side at an oblique angle, just forward of the bulker's deckhouse. It hit with enough force to peel back Glengyle's hull plating and penetrate deep into the bulker's after hold. 

The Surabaya's port bow came to rest against a cargo crane on Glengyle's centerline, just forward of the bridge deck. One of Glengyle's hatch covers was torn off its coaming by the force and appeared to be partially embedded in Surabaya's bow. 

Flooding from extreme damage, Glengyle partially sank and appeared to settle onto the shallow bottom of the river, exposing the scrapes on Surabaya's hull where the ships made contact. Fuel oil could be seen spilling from the bulker's tanks. As of Saturday, the two ships remained interlocked, with tugs on scene and monitoring.

Luckily, no casualties have been reported, and KMTC Surabaya's cargo is intact. 

It far from the first collision in which a vessel with a plumb bow penetrated and sank another ship. The most recent example may be the 2021 collision between the aluminum superyacht Utopia IV and the tanker Tropic Breeze in 2021: the yacht's axe-shaped, near-vertical plumb bow sank the steel-hulled tanker, but Utopia IV remained afloat and capable of navigation.