Shipbuilding was at the top of the agenda in talks between U.S. President Donald Trump and South Korean President Lee Jae Myung on Monday, and the outcomes included a pledge from Trump to buy ships from Korea. 

In hopes of securing lower U.S. tariff rates and keeping the multibillion-dollar Korean auto industry competitive on the U.S. market, Seoul pledged an investment of $150 billion in America's shipbuilding sector. The bid was successful: Korea won a 10-point reduction in its tariff rate, putting its manufacturers on the same footing as competitors in Japan and the EU. To get the Trump administration to seal the deal, Korean trade officials came up with a slogan - "Make American Shipbuilding Great Again," or MASGA.

This gesture won the attention of the administration's trade negotiators, yielding a more favorable 15 percent tariff on Korean cars, computer chips and other exports. Trump's meeting with South Korean President Lee Jae Myung was the first major bilateral press conference after the deal was concluded, and it appeared to yield a result that fulfills the hopes of Korean yards as well: an American intention to buy Korean hulls. 

"We're going to be buying ships from South Korea," Trump said. "We love their ships."

Trump told reporters that in the long term, "we're also going to have them make ships here with our people, using our people, and we're going to go back into the shipbuilding business again." As for timing, Trump emphasized that "it takes a while" and that "shipbuilding is a tough one to start." 

In addition to favoring Korean ships, Trump has also spoken highly of Finnish shipbuilding. Earlier this year, he told reporters that he has negotiated personally with Finnish President Alexander Stubb on the terms for purchasing used and new icebreakers from a non-U.S. shipyard. Two Finland-based yards, Helsinki Shipyard and Rauma, are said to be bidding for a program to build medium icebreakers for the U.S. Coast Guard (in cooperation with local partners in the United States). 

Korean state investment with U.S. guidance

Coinciding with the Trump-Lee meeting on Monday, the U.S. private equity giant Cerberus Capital Management announced a partnership with Korean shipbuilder HD Hyundai to launch a new "maritime investment strategy" focused on American shipbuilding opportunities. The new strategy, Cerberus Maritime, will also look for investment possibilities in the American maritime industry writ large, including maritime logistics, supply chains, infrastructure, ports and technology.

HD Hyundai will provide shipbuilding expertise and serve as an anchor investor in the partnership. In addition, it will bring with it the Korean government's state sponsor for shipping and shipbuilding, Korea Development Bank (KDB). The policy bank is known as a lender of last resort for Korean shipyards; it was the largest shareholder in DSME before it arranged the yard's sale to Hanwha in 2022. In its investment role with HD Hyundai and Cerberus, KDB will "facilitate investments into the Cerberus Maritime strategy" in recognition of the initiative's importance to Korean national objectives. 

Cerberus and HD Hyundai have worked together in shipbuilding before. In 2022, Cerberus bought the former Hanjin-owned shipyard in Subic Bay, the biggest yard in the Philippines. Cerberus has leased out part of the space to HD Hyundai, which is investing $550 million at the site and plans to begin building product tankers there by early next year.  

 

2025 has been a tumultuous year for large whales in California and beyond. At least eight gray whales have been killed by ship strikes just in the Bay Area. While the majority of ship strikes go unobserved and undetected, researchers estimate that 80 endangered whales are fatally struck each year off the West Coast of the U.S.

This reality was the impetus behind creating a new online portal which offers digitized details of whale conservation zones to make it easier for mariners planning multinational transits to understand and cooperate with whale-protection measures.

Background

In many places throughout the world, high-traffic shipping zones overlap with whale foraging areas and migration routes. Marine managers aim to reduce the risk of strikes by slowing ships down or asking them to avoid certain areas at certain times of the year. For the past ten years, Protecting Blue Whales and Blue Skies (BWBS) has engaged shipping companies, asking them to reduce their speeds voluntarily to a whale-safer level of 10 knots or less off the coast of California during peak whale migratory season. Programs like BWBS, which verifies cooperation with NOAA’s voluntary Vessel Speed Reduction (VSR) requests, work collaboratively with industry, and have been proven to be effective - reducing fatal strike risk by 50%. Where and when vessels reduce speeds is just as important as the slowing down itself. Resource managers use the best available science to determine the placement and timing of VSR zones.

Video credit: Katherine Brook; vessel and whale footage by Adam Ernster

Advancing global awareness and collaboration around whale protection measures

Whale conservation programs and protection measures centered on reducing shipping impacts on whales exist around the world, including in the Strait of Gibraltar; Hellenic Trench; Bering and Salish Seas; Costa Rica; Gulfs of Panama, Hauraki and Saint Lawrence; and the Canadian Arctic. In 2023 and 2024 the World Shipping Council released a first-of-its-kind Whale Chart Report that compiled and outlined whale protection measures across the globe in order to raise awareness to mariners of opportunities to reduce biodiversity impacts. This included VSR zones, Areas to be Avoided (ATBAs), and Traffic Separation Schemes (TSSs), all aimed at directing vessel traffic to either reduce speeds within or stay away from critical whale habitat areas.

Seeing an opportunity to make this valuable information more interactive and user-friendly, California Marine Sanctuary Foundation (CMSF) and the BWBS team developed an online platform to enhance how mariners access and engage with the information critical to understanding and cooperating with whale protection measures.

CMSF is proud to introduce “Whale Atlas: A Mariners Guide to Whale-Safer Shipping”

This new, online portal showcases digitized whale conservation zones and protection measures relevant to maritime shipping activities. It houses information on:

• Global VSR (Vessel Speed Reduction) zones, Areas to be Avoided (ATBAs) and Traffic Separation Schemes (TSSs)
• Zone designations and parameters, including which whale species it protects
• Seasonality of the whale protections
• Specifics of the measures (what speeds to slow to; ship class or size targeted)

Whale Atlas with Monterey Bay National Marine Sanctuary selected, part of the NOAA voluntary VSR request, and Blue Whales Blue Skies program in California

Whale conservation zones represent areas where mariners are requested to either: reduce speeds or avoid important habitats for a few months or year-round. Whale Atlas provides this information, as well as the source/administering agency, so mariners can zoom in and out of relevant geographies, learn about opportunities to operate more sustainably, download layers in relevant formats, and incorporate measures into their transit plans.

CMSF and the BWBS team will regularly update the data to ensure that the conservation zones are current as guidance, data, and priority zones evolve. Maritime shipping is a global industry, and Whale Atlas brings us one step closer to ensuring that mariners consider whale-friendly shipping practices on the same global scale.

Whale Atlas is now live and can be found on the new Protecting Blue Whales and Blue Skies website at https://bluewhalesblueskies.org/resources/.

Danielle Alvarez is Marine Resource Protection Program Associate at the California Marine Sanctuary Foundation, which sponsored this message. 

 

Adm. Daryl Caudle has been sworn in as the Navy's newly-confirmed Chief of Naval Operations, taking over from Vice CNO Adm. Jim Kilby, who has been in the top post in an acting capacity since the dismissal of Adm. Lisa Franchetti in February. 

Caudle is a chemical engineer by training, and he commissioned into the Navy after graduating from North Carolina State; he holds a masters in physics and another in engineering management, plus a doctorate in organizational leadership. He has run Fleet Forces Command, the Navy's training and sustainment arm, since 2021; before that, he was a career submarine officer, culminating in an appointment as Commander, Submarine Forces - the Navy's top undersea domain officer. 

"The sailor will be front and center in my vision throughout my tenure as CNO — hands down, no exception," Caudle said at his change of command ceremony. "To ensure that they are ready to fight and win decisively — today, tomorrow and well into the future — we will view everything we do we through an operational lens focused on three priorities: the foundry, the fleet and the way we fight."

The new CNO also emphasized that the Navy must transform itself with AI, robotics, autonomous systems, hypersonics and other advanced technologies in order to maintain deterrence. "The way we fight today will not be the way we fight tomorrow," Caudle said. 

Caudle has a reputation as a persistent solver of technical and organizational problems. He was selected at a time of pressing need: all of the Navy's new construction programs are behind schedule, and existing surface combatants, subs, amphibs and carriers face delays at repair yards, reducing availability. Secretary of the Navy John Phelan made clear that Caudle's troubleshooting skills were valued. 

"Admiral Caudle, 'the honey badger,' is the right man for the job," Phelan said. "He has a reputation for challenging the status quo, demanding results and refusing to accept excuses. I look forward to seeing that relentlessness pursuit of excellence and persistence pervade the halls of the Pentagon."

Caudle takes the helm at a time of rapid change for the Navy, both in personnel and in structure. Last week, Navy Reserve chief Vice Adm. Nancy Lacore and Navy Special Warfare commander Rear Adm. Jamie Sands were both dismissed from their posts. The Navy has not provided a reason for the dismissals; both leaders had been promoted to their positions in August 2024. 

In addition, Defense Secretary Pete Hegseth has decided to pull responsibility for sub procurement out of the Navy's command structure and put it directly under the deputy secretary of defense, according to USNI. A new three-star "submarine czar" in the Pentagon will have budget control over sub maintenance, oversee the multibillion-dollar industry-boosting program for the sub supply chain, and work with the Navy to set requirements for new submarines - all functions that previously existed within Naval Sea Systems Command. 

 

In a first-of-its-kind transaction for Canada’s British Columbia Province, two First Nations have formed a partnership with a Canadian logistics company and will acquire the Port of Stewart Bulk Terminal located in northwestern British Columbia along the U.S.-Canada border. It comes as there is an increasing push to tap Canada’s minerals and resources for economic advancement.

"This isn't just about us purchasing the first Indigenous majority-owned port in British Columbia's history," Andrew Robinson, chief executive officer of the Nisga'a Lisims Government, told The Canadian Press. “It's about economic sovereignty, reconciliation, and ensuring that wealth generated from our lands directly benefits our people and generations to come.”

The Nisga’a Nation and the Tahltan Nation Development Limited Partnership are partnering with Arrow Transportation Systems to launch the Port of Stewart Bulk Terminal. The new group is also consolidating the regional trucking operations of Arrow Transport’s Stewart Trucking Division and Tahltan-Arrow Transport to provide bulk transportation and logistics solutions in the Tahltan Territory.

They note that Northwest BC is home to more than half the province’s exploration and mining sector. They believe the new partnership will provide improved access to deliver critical minerals from mine to market.

The Port of Stewart is Canada’s most northerly ice-free port located to the north of Prince Rupert and supplying critical access to both British Columbia and Alberta. It is 80 to 90 miles from the Pacific Ocean at the end of the Portland Canal and provides support for the logging, mining, and exploration operations in the region.

“Together, we are making history,” said Kerry Carlick, President, Tahltan Central Government. “The acquisition of this strategic asset will drive economic growth, create opportunities, and strengthen our nations’ self-determination.” 

The terminal primarily handles ore and logging with a breakbulk wharf and RoRo capabilities for barges. It can accommodate vessels up to approximately 50,000 dwt for the transport of ore and logs. 

One of the key customers is Newmont, which operates the Brucejacket and Red Chris mines in the indigenous communities’ territories and transports copper concentrate to market from the port. Newmont is strengthening its ties with the First Nations to support long-term growth of the port as a regional hub and provide the port’s new owners commercial certainty needed to move forward with the investments.

The Province of British Columbia has also provided a C$5 million (US$3.6 million) grant to the two First Nations to support the purchase of the Port of Stewart Bulk Terminal. It is part of the government’s Northwest Strategy to support mining development and the indigenous peoples.
 

[By Master Boat Builders]

Master Boat Builders, Inc. (Master Boat), an internationally recognized vessel and workboat manufacturer, today announced that it has invested $7.8 million to modernize and expand its shipbuilding operations in Mobile County by adding a new fabrication shop and floating drydock.

The expansion project creates 85 new jobs, adding to Master Boat’s skilled workforce of more than 300 workers and further contributes to Mobile County’s strength in shipbuilding and maritime services.

“This investment is about more than just expanding our ability to build more high-quality vessels. It underscores our commitment to increasing American shipbuilding capacity and we’re doing it right here along America’s Gulf Coast in Mobile County,” said Garrett Rice, President of Master Boat Builders. “By modernizing our facilities and growing our skilled workforce, we’re positioning our team to deliver critical vessels that support U.S. commerce and industry, all while training the next generation of American shipbuilders.”

“Mobile’s maritime industry continues to thrive, and Master Boat’s investment underscores our region’s leadership in shipbuilding,” said Bradley Byrne, Mobile Chamber president and CEO. “By creating new jobs, retaining existing ones and investing in workforce development, this project is a powerful example of how our business community is growing alongside our thriving port and maritime economy.”

The expansion includes the construction of a new fabrication building, a floating dry dock to support new harbor tug contracts, workforce training initiatives and infrastructure improvements.

“Master Boat Builders is a 45-year-old, third generation, locally owned shipbuilder located in the Bayou. They have employed thousands of people over that span from local communities and currently employ over 300 people. If we can’t incentivize and support the growth of a business like Master, we shouldn’t be incentivizing anyone!” said District 3 Mobile County Commissioner Randall Dueitt. “This expansion not only secures and creates jobs for local families, but it also reinforces the fact that Mobile County is a leader in shipbuilding and maritime innovation and will be for years to come.”

This project also supports the region’s ongoing workforce development and training initiatives, reflecting the growing demand for skilled talent within the maritime and shipbuilding sectors.

“Master Boat’s expansion highlights the continued momentum of Alabama’s maritime industry and reinforces Mobile County’s position as a hub for shipbuilding and repair,” said Ellen McNair, Secretary of the Alabama Department of Commerce. “This investment not only creates quality jobs but also strengthens the region’s capacity to support a vital sector of our state’s economy.”

Work on this expansion began October of 2024 and is expected to be fully operational by October of this year.

 

The NGO SOS Mediterranee released details on an encounter in the Mediterranean on Sunday, August 24, in which it says the Libyan Coast Guard opened fire on its ship and continued to attack the ship for up to 20 minutes. The group released pictures showing shattered bridge windows among other damage, which it reports the Libyans inflicted on the small rescue boat Ocean Viking.

SOS Mediterranee has been operating the Ocean Viking, a former North Sea supply vessel for the oil and gas industry, since 2019 under charter from the International Red Cross. Built in 1986 and now registered in Norway, the ship was outfitted with three rigid rescue boats and a medical facility.

The group reports it made two rescues on August 23, taking aboard 47 people, including nine unaccompanied minors, who it says are mostly from war-torn Somalia. The Italians had ordered the Ocean Viking to head to Marina di Carrara, a 700 nautical mile trip that would have required 3.5 days, but they received permission to remain in the Mediterranean searching for a third boat with migrants.

The Ocean Viking, they report, was 40 nautical miles north of the Libyan coast when they were confronted by a patrol boat on Sunday afternoon. According to their account of the situation, the Libyans first demanded that the vessel leave the area and head north immediately. They said the instructions were radioed in English and Arabic.

 

Today at 3pm, the #OceanViking has been deliberately and violently attacked in intl. waters by the Libyan Coast Guard, who fired hundreds of shots at our ship. The 87 survivors and crew on board were not wounded. We are currently working on a detailed reconstruction of events. pic.twitter.com/i8RkuYI1ep

— SOS MEDITERRANEE (@SOSMedIntl) August 24, 2025

 

Without warning or an ultimatum, SOS Mediterranee reports that two soldiers aboard the Libyan boat began shooting at the Ocean Viking. They are claiming the patrol boat circled the vessel, shooting for up to 20 minutes. Four windows on the bridge were broken, multiple antennas were destroyed, and several bullets struck and damaged the three fast rescue boats, along with other equipment. None of the migrants or crew were injured.

The Ocean Viking issued a mayday and called NATO’s Operation Sea Guardian. They report that they were told an Italian navy ship was the closest NATO asset, but it did not return calls. The captain of the Ocean Viking started his vessel for Syracuse, Italy, but the authorities later ordered them to sail to Augusta.

SOS Mediterranee is demanding a full investigation into the incident. It is also pointing out that the vessel that attacked them was one of two patrol boats Italy gifted to Libya in June 2023. 

There have been similar incidents in the past with the Libyan Coast Guard and the rescue vessels. This one, however, was more aggressive and longer. The group says its volunteers and the survivors were clearly threatened and felt in serious danger.
 

 

The U.S. Coast Guard cutter Hamilton has offloaded a record-setting 34 tonnes of cocaine at the pier in Port Everglades, a quantity of the drug rarely seen in one place. It is the service's largest single cocaine offload on record, and the Coast Guard estimated its value at a (much-reduced) price of just $470 million. An overabundance of South American cocaine exports have pushed down prices in export markets, increasing volume and reducing its value at the same time. 

USCGC Hamilton offloaded cocaine collected in 19 separate interdictions near Aruba, Haiti, Venezuela, Curacao, Jamaica, the Dominican Republic, Bonaire, and a variety of high-seas locations in the Eastern Pacific, from Ecuador to Mexico. Six different Coast Guard, U.S. Navy and Royal Netherlands Navy vessels participated in the seizures, but Hamilton played the largest role, conducting 11 interdictions and seizing a record 47,000 pounds of cocaine. 

Cocaine bust off Bonaire, facilitated by destroyer USS Cole (USCG)

“Team Hamilton with our partners, worked incredibly hard the last several months to safeguard the American public from the dangers of illicit narcotics entering the United States,” said Capt. John B. McWhite, commanding officer of Hamilton. “The commitment and sacrifice of our deployed service members and their families, who forego time together for the protection of our Nation, are to be celebrated.”  

A large share of the cocaine traffic through the Caribbean is destined for Europe, not the United States. European customers account for about one fifth of global cocaine demand, and have historically paid a premium for the drug. The Coast Guard priced out the shipment's U.S. wholesale value at about $14,000 per kilo, a fraction of the 2024 EU average of about $35,000 per kilo; EU street and wholesale prices have fallen since the first quarter of 2025, according to multiple European media reports, driven down by an abundant supply and a price war between cartels. 

Zim confirmed the earlier reports that Turkey has begun turning away ships associated with Israel. The company, which is the ninth-largest container carrier, reports it is rerouting ships scheduled to call at Turkish ports and working on a mitigation plan.

In a stock exchange filing on Monday, August 25, Zim writes, “It received a notice from the Turkish Port Authorities through the company’s local agent in Turkey, that as a result of a new regulation adopted in Turkey, vessels that are either owned, managed or operated by an entity related to Israel will not be permitted to berth in Turkish ports.”  The change was said to be effective immediately as of last Friday.

The Globes newspaper in Israel reports that one of the company’s ships was turned away from Istanbul last Friday. It writes that the vessel was forced to proceed to Piraeus, Greece, and that there is no clear solution for the cargo scheduled to be loaded or unloaded in Istanbul.

The new regulation also impacts all vessels that are carrying military cargo destined to Israel, which Zim says it was told would not be permitted to berth in Turkish ports. Also, Turkish-flagged vessels are prohibited from calling at Israeli ports.

Globes reports that while it is an expansion of the trade embargo Turkey imposed 15 months ago, it says shipping companies are still waiting for clear instructions from the Turkish government. It says other major carriers, such as MSC Mediterranean Shipping Company and Maersk, are seeking clear instructions. A ship’s flag is said not to be a guarantee that it will be permitted into a Turkish port.

It is not the first country to bar Israeli shipping, for example, Malaysia took a similar step in December 2023, but it is a minor trading partner with Israel. Turkey and Israel had a large trade flow, and even after the embargo, trade continued between the countries. 

The ban comes as Zim has already been under pressure. Last week, the company reported a 15 percent decline in revenues in the second quarter of 2025 and a 38 percent decline in earnings (EBITDA) for the quarter. Carried container volume was down six percent in the second quarter to 895,000 TEU, but box volume for the six months was up year-over-year to 1.84 million TEU.

Management cited the company’s agility and ability to respond to the challenging market conditions. Based on its outlook, it raised its midpoint guidance for the full year 2025 despite the softness in the quarter. Today, it however, warned that if Turkey’s ban remains unchanged, it is expected to negatively impact financial and operating results.  

Recently, there have been market rumors that management was exploring a possible buyout of Zim with an investment group. Zim went public in January 2021 with a listing on the New York Stock Exchange.
 

 

The National Transportation Safety Board has released the results of its investigation into the loss of the barge Cordova Provider, which ran aground in Prince William Sound and suffered so much damage that it was declared a total loss. 

Cordova Provider began life as an ice-class oil recovery barge, but in 2005 it was modified with a notch to serve as one half of a unique ATB. The other half, the tug Krystal Sea, was built at the Western Towboat yard at the same time. Instead of coupler pins like those found on an Articouple or Intercon system, the Krystal Sea/Cordova Provider fit together with a wedge-and-recess system that had no moving parts. Three wedges on the tug - one on the bow, one to port and one to starboard - would line up with corresponding recesses within the notch at the stern of the barge. Changes in relative draft could be compensated for by backing out of the notch and re-entering at a different set of recesses. 

Instead of a positive mechanical connection, the Krystal Sea was held in the slot by four breast lines (push lines) running from the barge to winches on the stern of the towboat, much like an inland towboat. When Krystal Sea/Cordova Provider were built, the lines and bridles were steel wire rope; the operator later exchanged the wire rope for Dyneema soft lines, which were lighter and safer for the crew to handle over the side. 

Krystal Sea/Cordova Provider operated in this configuration to move breakbulk cargo around Prince William Sound, within sheltered waters. On the morning of January 10, 2025, the ATB got under way from Valdez, headed across the sound for Cordova. The forecast called for winds of 45 knots, consistent with wintertime weather along the coast of the Gulf of Alaska. Six-foot seas were expected in the sound, rising to 10 feet after midnight. 

The ATB's call in Cordova was completed swiftly, and the ATB departed for Whittier at 2110. By 0200 hours the next morning, as Krystal Sea crossed the middle of the sound, seas rose to 4-6 feet, with wind and waves on the port quarter of the tug - typical conditions, according to the crew. 

At 0250, the mate on watch heard a line snap, followed by three more. All four of the Dyneema lines that held the tug and barge together had parted in the middle, and the Cordova Provider was adrift. The master came to the bridge and maneuvered to see if there was a way to regain control of the barge, but the surface conditions made this too dangerous to attempt. 

Instead, the Coast Guard put the master in contact with the operator of the escort tug Latouche, moored nearby. The Latouche arrived on scene at 0550 hours and attempted to retrieve the barge by getting a line onto a bitt on its stern. The crew succeeded, but the line parted shortly after. Latouche was forced to give up the chase as Cordova Provider drifted into dangerous shallows off Axel Lind Island. The barge then ran aground, sustained extensive hull damage on the rocks, and partially sank. It was later refloated, towed offshore and disposed of through sinking in deeper water.

Investigators' focus turned to the lines that connected the two vessels as an ATB unit. The operator had switched to soft shackles and Dyneema pennant lines in 2023-4, and the captain had inspected the rigging about five days before the casualty, finding nothing amiss. After the casualty, a technician from the firm that assembled the lines determined that they were in fair to good condition, with minor abrasion. Three had parted in the middle of the pennant section, and one parted at the soft shackle. All components were rated for a 100,000-pound breaking strength. 

NTSB concluded that the lines likely parted due to shock loading, with cascading failure after the first line parted. As the tug had served in similar conditions before, the reason for the break on this particular trip is unknown. 

 

The pioneering Northern Lights project has injected its first shipment of carbon dioxide for long-term storage in a subsea reservoir off the coast of Norway, launching a long-anticipated service backed by Equinor (as operator), TotalEnergies, Shell and the Norwegian government.

“With CO2 safely stored below the seabed, we mark a major milestone. This demonstrates the viability of carbon capture, transport and storage as a scalable industry. With the support from the Norwegian government and in close collaboration with our partners, we have successfully transformed this project from concept to reality,” said the CEO of Equinor, Anders Opedal, in a statement Monday.

Northern Lights is the first commercial-scale project of its kind, and it is the backbone of a constellation of Norwegian carbon-capture initiatives. The offshore reservoir serves as the final destination for carbon from a variety of onshore industries, notably the Heidelberg cement plant in the town of Brevik and the Hafslund waste incineration plant in Oslo. Other future users include Yara, Stockholm Exergi and Orsted, among others, through the provision of long-distance CO2 shipping. An initial small-scale liquefied CO2 shipping service is provided by K Line. 

Now that Northern Lights is up and running, its backers want to expand it rapidly. The current capacity is just 1.5 million tonnes per year, about the same as the annual emissions of 320,000 non-electric cars. With backing from the EU, its owners plan to add more infrastructure to more than triple that number to 5.0 million tonnes per year. This second development phase should be completed and ready for operation in late 2028. The scope includes an additional jetty, nine new storage tanks, and more injection wells. 

Over the long term, Equinor wants to have 30-50 million tonnes a year of CO2 transport and storage capacity by 2035, primarily in Europe and in the U.S. 

MSC World Europa, one of the largest cruise ships in the world with a reported 8,500 people aboard, lost propulsion early Monday, August 25, off the coast of Italy. The incident drew wide media attention with sensational reports saying it had grounded or crashed. The Guardia Costiera responded to the ship, and it was emphasized that the vessel was never in any physical danger.

Introduced in 2022 as the first MSC cruise ship to exceed the 200,000 gross ton mark, the ship was making a week-long cruise circuit in the Western Mediterranean and sailing between Genoa and Naples when, according to passengers, the vessel stopped at approximately 0530 Monday morning. The incident was reported to the Coast Guard control center at approximately 0730, and two patrol boats and a helicopter were dispatched to survey the situation.

At 215,863 gross tons, the massive 1,094-foot (333-meter) vessel is reported to have a total of 8,585 people aboard, including 6,496 passengers on an end of summer cruise and 2,089 crewmembers. Some of the passengers were due to disembark today in Naples, and others were waiting to join the ship.

The Coast Guard placed officers aboard the ship to survey the situation and reported it was told that the ship was experiencing an electrical problem with its propulsion. The ship is one of the largest to be fueled with LNG and uses Azipods for propulsion. It was built by Chantiers de l’Atlantique and is third in size only to Royal Caribbean International’s sister ships Icon and Star of the Seas and the Oasis class of cruise ships. MSC introduced a second ship of the class this year and has ordered four more World Class ships.

Passengers were reported calm while the ship was drifting approximately eight miles off the coast of the Italian island of Ponza. The ship was able to continue to run its generators and was maintaining passenger services. 

Two tugs from the ports of Gioia Tauro and Naples were dispatched, and plans were being made to tow the ship, if necessary, the approximately 50 miles to Naples. However, by early afternoon, MSC Cruises was reporting that the crew had been able to initially restore partial propulsion. The Coast Guard did a further inspection, and the ship was moving at 15 knots with a Coast Guard escort to Naples. It docked at 2100 local time on Monday night.

MSC said technicians would continue to repair and inspect the cruise ship. Passengers were proceeding with the disembarkation and embarkation. The plan called for the ship to resume its cruise on Tuesday, sailing for Messina.
 

The trial for the captain and two senior officers of the shadow fleet tanker Eagle S began on Monday, August 25, in the Helsinki District Court. They are facing charges ranging from aggravated sabotage and aggravated telecommunications interference to lesser charges of vandalism and endangering public safety.

The trial stems from the December 25, 2024, damage by the 74,000 dwt tanker Eagle S to the undersea power cable between Finland and Estonia, as well as four telecommunications cables. Prosecutors told the court that the laden tanker, which was registered in the Cook Islands, dragged its anchor for a distance of at least 55 miles in the Baltic. For the first time, they also said in court that the vessel appeared to slow as it passed over the cables, and they contended that if the Finnish authorities had not intervened and seized the tanker, it would have done more damage as it continued its trip.

The prosecution is reported to be demanding jail time for the master of the vessel, Captain Davit Vadatchkoria, a Georgia national, Robert Egizaryan, another Georgian who was the first officer, and Santosh Kumar Chaurasia, an Indian who was the second officer on the vessel. The Finnish news outlet Yle reports the prosecution called for sentences of two and a half years in prison, which is near the minimum of two years under the law. The maximum for aggravated sabotage (criminal mischief) is 10 years in prison, while the aggravated charges for interfering with telecommunications are up to five years. 

They are saying the charges are “aggravated” because their actions were intentional and deliberate. Prosecutors assert the crew was required to operate the vessel safely. 

The three individuals are pleading not guilty to the charges. The captain speaking to the Swedish Yle last week said it was a “maritime accident.” Defense lawyers reiterated the claim that it was an accident. The captain claimed to Yle that no alarms sounded and that they did not sense changes in the ship. In court, it was revealed that the ship stopped at midday due to an engine problem and was experiencing heavy weather in the Baltic. 

They have not said when the anchor was deployed, but they are saying a broken safety pin could have caused it to come loose. The court was also told that the braking system for the anchor was heavily rusted and inoperable.

The Vessel Traffic Service had made an inquiry to the ship during the afternoon, at which time they said the second officer denied that the anchor was down. It was not until 1845 that they were told they were dragging something on the seafloor and instructed to raise the anchor. The officers claimed that a check of the mooring deck at dinner time that night was not safe because of the weather.

The court will also have to take up the question of jurisdiction. The UAE-based shipping company that managed the Eagle S contends Finland lacks authority because the damage happened in international waters and points out that Finland was not endangered because it sends power to Estonia. During the hearing today, the court was told a manager from the shipping company had instructed the captain to delete a report showing the vessel had crossed over the damaged cables.

The prosecution is also asking the court to consider compensation for the damage and repairs. The Finnish and Estonian companies have said it cost them more than $70 million to repair the cables, which were out of service for months.

Finland conducted a Port State inspection on the Eagle S at the beginning of January and reported 53 deficiencies ranging from fire safety to structural conditions and violations of the Master Labor Contract for seafarers. They reported that radar and firefighting equipment were inoperable and problems in the cargo pump room. The vessel was detained in Finland for 53 days before it was permitted to sail.

The incident raised awareness of the dangers to the subsea infrastructure and the issues with the shadow fleet. Baltic and Scandinavian countries increased their monitoring of the shadow fleet and began challenging the vessels on documentation, including insurance coverage. The countries were also successful in getting NATO to deploy additional resources to the Baltic and North Sea. Russia has responded, denying knowledge of the vessels’ actions, and calling the Western efforts piracy, vowing to defend the shadow fleet tankers.
 

 

Egypt and Greece have rejected a bilateral accord first tabled in 2019, which seeks to establish a maritime boundary between Turkey and Libya in the Mediterranean.  The accord appears likely to be signed up to by the government in eastern Libya, having been agreed between Turkey and the internationally recognized government in western Libya six years ago. The purpose of the accord is to facilitate oil exploration, by establishing a boundary within the sea corridor claimed by Libya and Turkey.

When the accord was originally tabled in 2019, it was met with almost universal rejection. It was regarded as a breach of the International Law of the Sea (UNCLOS), by the United States, the EU, Russia and the Arab League amongst many, but in particular by Greece, Egypt and Cyprus because the Libyan-Turkish corridor was superimposed over their own UNCLOS-backed claims for 200-mile Exclusive Economic Zones.

The Turkish-Libyan accord is likely to be hotly contested, and it is not clear what lies behind the revived claim. It is possible that some of those who were originally vehemently opposed to the carve-up have now switched sides, conjecturing that under the Trump administration, potential economic gains could outweigh previous political understandings and the potential breaches of UNCLOS - and also believing that the revival of the Libyan-Turkish claim could become part of a settlement of Libya’s long-running political crisis.

Turkey is already in dispute with Greece and Cyprus over exploitation of oil and gas reserves to the south of Cyprus, among many other issues. Greece and Turkey (and Turkey's Ottoman predecessors) have spent centuries contesting territorial control over the region, most recently including the partition of Cyprus in 1974 and the ongoing dispute over islands and maritime zones in the Aegean. 

Top image: Libyan-Turkish claim area, dashed lines (TurkishFlame / CC BY 3.0)

[By: ALMACO]

Le Groupe ALMACO, a proudly Canadian subsidiary of ALMACO Group, today announced it has signed an over 100M CAD Engineering, Procurement and Construction (EPC) contract with Chantier Davie Canada Inc. (Davie), Canada’s premier shipbuilder, for the outfitting of the Polar Max Icebreaker – a flagship project under the National Shipbuilding Strategy (NSS) and a cornerstone of the Canadian Coast Guard’s (CCG) future fleet. The move supports Le Groupe ALMACO and Davie’s shared vision of building local capabilities and fostering long-term industrial growth in the Canadian marine sector.

Polar Max: a Unique Project Executed Across Continents
The execution plan for Polar Max is a truly international collaboration between Davie and ALMACO, spanning both Canada and Finland. The hull will be constructed at Davie-owned Helsinki Shipyard, with Le Groupe ALMACO delivering interior accommodation spaces and other essential areas during this stage. In parallel, in Québec, Davie’s skilled shipbuilders and Le Groupe ALMACO will lead the design, procurement, and fabrication of the 1,400-ton superstructure – the top part of the ship.

This dual-build approach not only leverages expertise across two continents but also accelerates the project timeline by allowing major work to proceed simultaneously in both locations and guarantee the timely delivery of the ship to the Government of Canada. Once the hull is transported from Finland to Canada, the superstructure will be integrated at Davie’s facility in Lévis, Québec. This approach follows a proven process, successfully used for the delivery of Combat Support Ship (CSS) Asterix to the Royal Canadian Navy (RCN). Work on the superstructure begins in late summer, with final integration and vessel delivery to Canada by 2030.

Expanding ALMACO Group’s Presence in Québec
To support the Polar Max project and to create a long-term presence, ALMACO is expanding its operations in Canada. ALMACO set up operations in Québec already in 2022 and will open a new Le Groupe ALMACO office in Québec City in September 2025.

Québec’s role in the Polar Max program further reinforces its position as a global shipbuilding hub, recognized for innovation, technical excellence, and a highly skilled workforce. In delivering the project, Davie and ALMACO intend to collaborate extensively with subcontractors across Québec and Canada’s broader shipbuilding industry, ensuring that expertise and economic benefits are shared nationwide. As part of this effort, ALMACO’s role in the Polar Max will generate new jobs in Québec, creating opportunities for local talent and driving long-term growth in the province’s advanced marine sector.

The company has launched a major recruitment program, combining the know-how of ALMACO’s Europe-based employees with the skills of Canadian professionals. Le Groupe  ALMACO is committed to employing local talent in all functions – from engineering and project management to manufacturing and other roles.

A Shared Commitment to Canada’s Maritime Future
“Working with Davie again is a proud moment for us,” said Vilhelm Roberts, Executive Chairman of the Board and Co-owner of ALMACO Group. “We’ve maintained a close relationship with their team ever since the Asterix Project, and this new contract confirms our shared ambition to deliver world-class vessels while growing local expertise and capacity. We’re not just outfitting a ship—we’re helping to build the future of Canadian shipbuilding together.”

“Polar Max is a once-in-a-generation project that demands the very best from every partner involved, said Davie co-owner and CEO, James Davies. “Our work with ALMACO on Asterix proved that when we combine their world-class expertise with Canadian ingenuity, we deliver faster, better and with greater impact. This is a lasting partnership which will not only help deliver Polar Max on time and to the highest standard – it will also create jobs and develop skills and industrial capability here in Canada.”

Davie is a key player in Canada’s National Shipbuilding Strategy. ALMACO is honoured to support this important national initiative and looks forward to continuing its collaboration with Davie on Polar Max, and beyond.

“This is great news that ALMACO has chosen Québec to expand its activities and partner with Davie on the Polar Max Icebreaker project. The National Shipbuilding Strategy continues to generate exciting opportunities for Canada’s shipbuilding industry, creating high-value jobs and strengthening our economy while advancing shipbuilding expertise in Québec and across the country,” said the Honourable Mélanie Joly, Minister of Industry and Minister responsible for Canada Economic Development for Québec Regions.

“The Polar Max project is an excellent example of how Canadian industry and international partners can collaborate to deliver world-class capabilities while creating good-paying jobs here at home. With ALMACO expanding its footprint in Québec, we can expect more skilled jobs, greater shipbuilding expertise, and a stronger, more resilient Canadian marine sector. As a key project under the National Shipbuilding Strategy, the Polar Max icebreaker will contribute to a more modern, capable Canadian Coast Guard fleet and secure long-term economic growth and shipbuilding capacity for our country,” said the Honourable Stephen Fuhr, Secretary of State for Defence Procurement, Canada.

“Davie’s leadership in the Polar Max project is a powerful driver of economic growth for Québec,” said Christopher Skeete, Minister for the Economy. “The collaboration between Davie and the ALMACO Group will generate business opportunities in both jurisdictions’ naval sectors. It will also consolidate Québec’s position as a shipbuilding hub, while recognizing the strategic importance placed on the Arctic in the 21st century.”

A Trusted Partnership Renewed
The Polar Max project represents a significant milestone in the long-standing collaboration between Davie and ALMACO Group. Their previous partnership to deliver the CSS Asterix to the Royal Canadian Navy in 2017 created lasting impact on the Canadian and international maritime industries. The Polar Max contract highlights the trust and shared commitment to delivering top-tier marine outfitting and advancing shipbuilding excellence in Canada.

Introducing Mobile Cabin Factory for Modular Cabins
A local “cabin factory” will be established in Québec. This facility, a first of its kind in Canada, will allow Le Groupe ALMACO to produce pre-fabricated modular cabins on site, significantly improving project logistics, efficiency, and quality assurance. The move supports Le Groupe ALMACO and Davie’s shared vision of building local capabilities and fostering long-term industrial growth in the Canadian marine sector.

The large Maersk containership, Marie Maersk, which has been battling a container fire for nearly two weeks, is reportedly back underway after teams determined it is safe for the vessel to proceed. With the help of external firefighting teams and equipment brought out to the ship while it was off Africa, Maersk has reported that the fire was contained.

The company released two pictures taken on Friday, August 22, when a supply vessel reached the scene with additional firefighting equipment. There is no visible fire damage to any of the boxes aboard what appears to be a heavily laden vessel. The ship has a rated capacity of just over 19,000 TEU. 

“After an inspection of affected areas of the vessel and careful consideration of all aspects together with authorities and class, it was deemed safe that Marie Maersk resumes her eastbound voyage around Cape of Good Hope on Sunday. Her next port of destination is under final review, and we will inform as soon as it has been decided,” Maersk reported. 

 

Marie Maersk with no visible fire damage to the containers aboard (Maersk)

 

The containership had spent a week lying off the west coast of Liberia after smoke was first detected coming from containers on August 13. The ship was moved closer to the coast so that fire equipment could be brought out. Late last week, the ship rounded the western coast of Africa and was then met with additional supplies offshore near Ivory Coast (Côte d'Ivoire).

A supply vessel with additional firefighting equipment reached the Marie Maersk on Friday evening and transferred special equipment onboard on Saturday, August 23. The AIS signal for the ship shows it now underway with a declared destination of Cape Town, South Africa. Its routing called for a stop in Malaysia before proceeding to China. The company has repeated said the navigational equipment and machinery was not damaged, and the ship was stable.

Maersk reports that the external firefighting team will remain on board, and “special measures” have been put in place to ensure a safe journey. An intermediate stop might be implemented, Maersk said, depending on the optimal place for handling the damaged containers and to mitigate onward disruptions in its network. Contingencies are in place in case the planned journey needs to be revised en route.

The company has not advised on the location of the boxes that were smoking or the nature of the cargo. In general, mis-declared and improperly packaged cargo is one of the most frequent dangers cited for the containership. Maersk has said the full extent of the damage would not be known until the vessel reaches a port and unloads containers from the area where the fire was located.
 

Ust-Luga, one of the main terminals in Russia’s oil and gas industry, was damaged by a long-range attack from Ukraine. It is the second time since the war began that Ukraine has been successful in attacking the facility, and it comes as both sides have increased their attacks against the energy infrastructure.

The Governor of the Leningrad Region, Alexander Drozdenko, started posting alerts about UAV attacks on Saturday, August 23, which continued into Sunday. The reports initially placed the drones at various points around the region, with Drozdenko reporting that at least 10 drones were destroyed on Saturday, prompting him to issue a warning for citizens to “refrain from being near industrial zones and enterprises, as well as visiting public places.”

On Sunday, August 24, Drozdenko acknowledged that at least 10 drones had attacked the port of Ust-Luga, although he said they were all destroyed. Debris from a drone was, however, reported to have caused a fire at the Novatek terminal. The reports said there were no casualties.

The extent of the damage is unclear, and many of the photos being posted online are from a 2024 fire at the plant. Drozdenko said the fire had been “localized” and that the fuel tanks were not damaged. By Sunday afternoon, the report was that the fire at Ust-Luga had been extinguished and Novatek was starting repairs and restoration work.

 

The Ust-Luga terminal in the innermost part of the Gulf of Finland is a key ???????? facility for export of oil and gas. It’s evidently been hit by ???????? long range drones. pic.twitter.com/d6ChcgQQGJ

— Carl Bildt (@carlbildt) August 24, 2025

 

Looks like Ust-Luga was hit by a Ukrainian Shahed-style drone. Some 600 miles from Ukraine. https://t.co/948Ma4zBEz pic.twitter.com/YTlQPjaETo

— Yaroslav Trofimov (@yarotrof) August 24, 2025

 

It is believed the gas processing equipment was struck, taking the plant offline. Some reports are suggesting it could take months to repair, which would be a major blow to Russia’s oil and gas industry. 

Novatek has been operating the facility, which is located about 70 miles west of St. Petersburg, since 2013. Reports are that it handles more than seven million tons of gas condensate as well as more than four million tons of heavy and light oil. It is also a supplier of marine and jet fuel, kerosene, and diesel fuel.

The daring attack was staged more than 600 miles from Ukraine and was part of a larger assault on the energy system. Russia’s defense ministry is saying 95 drones were launched across 14 regions and all were downed with minor damage. It acknowledged 13 drones destroyed over Ust-Luga, as well as some damage to a nuclear power plant.

Russia has been striking Ukraine’s fuel import and distribution network and facilities. Last week, a tanker was reportedly damaged while unloading at the port of Izmail on the Danube. 
 

[By: ABS Wavesight]

ABS Wavesight™, the ABS-affiliated maritime Software-as-a-Service company, announces the appointment of Captain Stephen (Steve) Bomgardner as Chief Customer Officer (CCO).

Captain Bomgardner brings more than 23 years of maritime leadership experience encompassing operations, regulatory compliance and environmental innovation. Most recently, he served as Vice President of Shipping & Offshore Solutions at Pole Star Global, where he directed strategic growth initiatives and oversaw the integration of advanced vessel analytics into established tracking platforms.

“Steve’s extensive expertise and proven leadership in delivering customer-centric solutions will be instrumental as we continue to strengthen our client relationships and drive measurable outcomes,” said Staci Satterwhite, Chief Executive Officer of ABS Wavesight. “His appointment underscores our commitment to ensuring that customers realize the full value of our technology.”

“I’m honored to join ABS Wavesight at such a pivotal time in its growth,” said Captain Bomgardner. “With decades of maritime experience, I’m excited to help strengthen our customer relationships and deliver innovative solutions that support operational excellence across the industry.”

Prior to his tenure at Pole Star Global, Captain Bomgardner led global commercial development for real-time emissions monitoring technologies and held senior regulatory roles with the Bahamas Maritime Authority (BMA) and the Liberian International Ship & Corporate Registry (LISCR). At LISCR, he established and managed the Offshore & Gas Technology Department, supporting the rapid expansion of offshore fleets and serving clients operating drillships, rigs, and FPSOs.

Captain Bomgardner’s career began with 15 years in offshore drilling operations aboard some of the industry’s most advanced vessels. He holds a Bachelor of Science in Marine Transportation from Texas A&M University and a Master of Business Administration from Georgetown University.

As Chief Customer Officer, Captain Bomgardner will lead ABS Wavesight’s customer success strategy, focusing on enhancing client engagement, retention, and value realization.

[By: DarkSky International]

DarkSky International, the leading global authority on light pollution, has launched a groundbreaking new certification program to bring responsible lighting to industrial-scale ports. The DarkSky Approved Port Marine Terminal Lighting Program is designed to significantly reduce light pollution, safeguarding sensitive coastal ecosystems and nearby communities, while enhancing safe and efficient working conditions.

A model for sustainable industrial-scale lighting
Initiated in 2023 in partnership with Port Tampa Bay, this pioneering project aims to transform Berths 301 and 218, active material handling terminals, into a model for responsible industrial lighting—while protecting sensitive wetlands and an adjacent nature preserve. Through this collaboration, the port engineering team selected state-of-the-art LED fixtures with advanced optical controls, dimming capabilities, and shielding to reduce glare and minimize light trespass beyond the port property—virtually eliminating uplight spilling into the night sky and helping protect critical marine and coastal habitats. These improvements were achieved while still meeting OSHA-required light levels and maintaining uniformity.

A trusted third-party certification
DarkSky Approved Port Marine Terminal Lighting is the latest addition to the DarkSky Approved programs suite, a trusted, third-party validation program that recognizes lighting products and projects that protect the night. Grounded in DarkSky’s Five Principles for Responsible Outdoor Lighting, developed in partnership with the Illuminating Engineering Society (IES), this DarkSky program represents a significant leap in applying these principles to large-scale industrial environments.

“The program marks a pivotal shift in how we approach lighting at an industrial level,” said Ruskin Hartley, CEO of DarkSky International. “Our partnership with Port Tampa Bay shows that dark sky quality and community-friendly lighting can be effectively scaled, reducing light pollution while maintaining and even improving operational efficiency and working conditions. It’s a win not only for Port Tampa Bay, but the community and nighttime environment as well.”

Why It Matters
More than 22% of the world’s coastal waters are exposed to artificial light at night, disrupting marine ecosystems, including wetlands and beaches critical for birds, pinnipeds, and nesting sea turtles, as well as habitats for fish and coral. Port terminals are often intensely illuminated, with glare and light trespass spilling into nearby communities and fragile environments. With the majority of the world’s population living along coastlines and global trade continuing to grow, balancing development with environmentally responsible lighting has never been more urgent.

The new certification fills a critical gap, guiding ports in transitioning to LED lighting with proper optical control, shielding, and dimming systems. These solutions ensure light is used only where and when it’s needed, while virtually eliminating unnecessary spill into surrounding areas.

Leading by Example
“Port Tampa Bay believes nature and industry can coexist,” said Paul Anderson, Port Tampa Bay President & CEO.  “Our partnership with DarkSky illustrates our ongoing commitment to environmental stewardship. We’re proud to help pioneer this important program and guide the maritime industry toward more sustainable practices.”

Throughout 2024, DarkSky and Port Tampa Bay engaged lighting designers, marine infrastructure experts, and environmental advocates to ensure the program meets both operational needs and ecological goals. The resulting guidelines are now available for adoption by other ports and marine facilities worldwide.

[By: Inmarsat Maritime]

Inmarsat Maritime, a Viasat company, has announced that Anglo-Eastern will upgrade Hadley Shipping Group’s fleet to Inmarsat’s fully managed bonded connectivity solution, NexusWave.

Hadley Shipping Group is a long-standing Inmarsat Maritime user. Its transition to NexusWave represents a significant step forward in adopting a unified, bonded multi-orbit solution that will deliver enhanced performance, enterprise-grade cybersecurity, and a scalable platform for future operational needs and crew welfare.

Anglo-Eastern, a leader in technical ship management and a strong advocate of digital innovation at sea, began implementing its multi-orbit connectivity strategy in 2023. With NexusWave now being installed across a range of vessels under its management, Anglo-Eastern reinforces its mission to accelerate digital transformation, boost cyber-resilience, and provide seafarers with a reliable, home-like internet.

Torbjorn Dimblad, Chief Information Officer, Anglo-Eastern, said: “With NexusWave, we’re able to leverage secure, high-performance connectivity through a truly integrated multi-network approach. This solution aligns with our vision of a digitally advanced fleet, and we’re looking forward to the results of the ongoing trials as we continue to roll out NexusWave across our managed vessels.”

Sunit Das, Director of Operations, Hadley Shipping Group, said: “Unlimited data is a key benefit of Inmarsat’s NexusWave, but our decision to invest goes beyond just bandwidth. This upgrade supports our long-term goals for operational efficiency and crew wellbeing. With the built-in cybersecurity and our confidence in Inmarsat’s capabilities, NexusWave enables us to future-proof our fleet as maritime data and connectivity demands evolve.”

NexusWave combines high-speed connectivity, resilient bonded networks, and seamless global coverage to meet the growing requirements of modern shipping. Designed for scalability, it supports everything from smart vessel operations to enhanced crew welfare programmes.

Gert Jan Panken, Global Vice President, Inmarsat Maritime, said “This collaboration with Anglo-Eastern and Hadley Shipping Group reflects our shared commitment to building smarter, safer, and more connected operations at sea. NexusWave is engineered to meet the complex challenges of modern maritime operations, and we’re proud to support our customers as they embrace the future of connectivity.”

 

Against all odds, the Chilean Navy has rescued a survivor from a fishing vessel that went missing off Tierra del Fuego on Thursday. The four fishermen aboard the vessel were harvesting sea urchins, and the crew disappeared along with their vessel, the Ana Belen.

Good Samaritan fishermen located the survivor - who was wearing a black wetsuit - in an area known locally as the Bahia Sea, near the western entrance to Beagle Channel. The maze of inlets at the westward fringe of Tierra del Fuego bears the full brunt of the region's stormy weather, and this creates real challenges for shore access. The survivor could not be reached by helicopter because of powerful downdrafts from the cliffs above, and heaving surf made it impossible to get a small boat near to the rocky shoreline.

To complete the retrieval of the survivor, a Chilean Navy helicopter dropped a rescue swimmer into the water near the rocks, and he swam through the waves and climbed up on shore to reach the fisherman. Then, together, they got back into the frigid water and swam out to a pickup point. 

"The extraction lasted approximately 25 minutes, which was vitally important since they had to swim to the rescue boat that was waiting for them in a safe place," said Serio Surriba, commander of the naval aviation unit in Puerto Williams. 

The survivor has been identified as Juan Andrés Rojas Casco, a Paraguayan national. The search for the three other missing fishermen continues, and the Chilean Navy has pledged to make "every effort to find the rest of the crew." 

???? El Helicóptero Naval N-44 del Distrito Naval Beagle ejecutó una compleja maniobra para rescatar a un tripulante de la lancha motor “Ana Belén”, siniestrada el jueves en un sector austral de la jurisdicción.#ArmadaEnMagallanes #ArmadaPorChile pic.twitter.com/2rHEw6H79H

— Armada de Chile (@Armada_Chile) August 24, 2025

The missing have been identified as Joel Bogado, Fernando González, and César González, also Paraguayan nationals. Casco, who knows the circumstances of the sinking, has provided information to help authorities in the search for the other men. The authorities believe that there is a strong possibility that the others - like Casco - made it to land and may still be alive, if they can survive the freezing winter temperatures of the Magallanes region.