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Ukraine May Pursue Sanctions Against Bangladeshi Buyers of Stolen Grain

 

The government of Ukraine may seek EU sanctions on firms and public officials in Bangladesh for allegedly importing cargoes of grain that are partially sourced from occupied territory. 

Exporters in Russia's Black Sea region routinely mix grain from Russia with grain from parts of Ukraine that are currently under Russian occupation. Ukraine considers agricultural goods from occupied areas to be stolen, and officials in Kyiv regularly pursue foreign buyers to discourage the practice. The former government of Syria was a major customer, before the collapse of the Assad regime, but other nations' importers now buy it as well - including traders in Bangladesh, according to Ukrainian diplomats. 

Reuters obtained several letters that Ukraine's embassy in New Delhi sent to the Bangladeshi foreign ministry about the matter. The correspondence suggests that as much as 150,000 tonnes of stolen grain was shipped from Kavkaz to Bangladeshi ports, mixed in with "legitimate" Russian grain and undetectable to the buyer. The Ukrainian ambassador to India, Oleksandr Polishchuk, told Reuters that officials in Dhaka had not responded - even when threatened the possibility of sanctions and provided with a specific list of vessel names. 

The vessels are not currently under sanctions. To date, the EU, UK and U.S. have focused on sanctioning tankers, which account for the majority of Russia's export shipments by value. 

Ukraine has seized two ships for allegedly carrying stolen grain from Russian loading ports, and is planning to auction off one of them. 

Ukraine's Navy Gifted Two Minehunters to Boost Black Sea Security

 

The Dutch and Belgian governments have moved to strengthen Ukraine's mine countermeasures capabilities with the donation of two minehunter vessels. The development comes soon after NATO allies committed to continue providing support to Ukraine in its war with Russia following the conclusion of the alliance’s annual summit in The Hague.

The Ministry of Defense in the Netherlands is announcing that its decommissioned minehunter Zr.Ms. Vlaardingen together with Belgian minehunter BNS Narcis were recently transferred to the Ukrainian Navy. The donation of the two vessels is intended to enhance the war-ravaged nation’s ability to protect key infrastructure, safeguard trade routes and protect the global grain supply. When eventually transferred through the Bosporus, they will enhance the Ukrainian Navy’s abilities to clear explosives from the Black Sea.

Following the donation, Vlaardingen has since undergone name change and now bears the name of a Ukrainian city, Melitopol. Narcis has been named Mariupol, after the Ukrainian city that fell to a Russian siege early in the war. The Dutch government has also announced it will be donating another decommissioned minehunter, Zr.Ms. Makkum, which will be transferred to Ukraine by the end of the year. The ship will be named after the Ukrainian city of Henichesk. (All of these namesake cities are currently in Russian-occupied territory.)

Both Vlaardingen and Makkum are Alkmaar-class ships that served the Royal Dutch Royal Navy before being decommissioned last year. Both ships have a maximum displacement of 588 tonnes, and their hulls are made from polyester reinforced with fiberglass. The material minimizes the magnetic signature of the ships, helping them to avoid the detonation of underwater magnetic mines.

Narcis is a Tripartite-class minehunter that has been part of the Belgian Navy fleet since 1990 and remained in active duty before its donation. Belgium intends to donate a total of three ships of the class to Ukraine. Transfer of Vlaardingen and Narcis to the Ukrainian navy came after the two aging ships underwent thorough maintenance and conducted a training period with their new crews.

“The major ports of Odessa and the shipping lanes in the Black Sea are the lifeblood of the Ukrainian economy,” said Dutch Defense Minister Ruben Brekelmans. “And it is constantly threatened. Ukraine may not win the war at sea, but the country can certainly lose the war there. We simply cannot let that happen. That is why it is so important for maritime security and free passage that Ukraine can use the minehunters.”

The Netherlands and Belgium are the latest NATO allies to donate warships to Ukraine. In 2023, the UK government transferred two decommissioned minehunters to the country as part of efforts to help Ukraine detect and disable sea mines.

The Turkish government has closed the Bosporus to warships of combatant nations, as is its right under the Montreux Convention. The UK's gifted minehunters have not been allowed to pass through. 

At the just concluded NATO Summit 2025, leaders of the alliance have committed to continue supporting Ukraine in its war with Russia. The allies agreed to invest five percent of gross domestic product annually on core defense requirements as well as defense-and security-related spending by 2035. Part of the spending will include direct contributions towards Ukraine’s defense and its defense industry.

USS Sampson Seizes 3.5 Tonnes of Cocaine off Central or South America

On June 22, the Arleigh Burke-class destroyer USS Sampson intercepted a smuggling boat in the Eastern Pacific and captured 3.5 tonnes of cocaine - worth $58 million on the U.S. market, more than $120 million in Europe and upwards of $300 million in Australia, depending upon final destination.

Just after 1730 hours that evening, a Navy helicopter aircrew from USS Sampson spotted a suspicious vessel at an undisclosed position in the Eastern Pacific. The crew launched a small boat with a team of officers from Sampson's embarked U.S. Coast Guard Law Enforcement Detachment (LEDET).

The LEDET crew found three suspected drug smugglers aboard the vessel, all of whom said that they were foreign nationals. The packages aboard the vessel tested positive for cocaine, so the cargo and all three suspects were taken into custody aboard the Sampson. Their stateless vessel was later sunk as a hazard to navigation.

Sampson is one of several Arleigh Burke-class destroyers to deploy to the U.S. Southern Command area of responsibility in an effort to ramp up law enforcement south of the border. The Eastern Pacific smuggling zone is about 1,800-2,200 nautical miles southeast of San Diego; the cocaine delivered from South America into Central America via this small-boat route reaches a variety of destinations, primarily the European market (via Central American container ports) and the American drug market (shipped overland through Mexico). 

Other warships recently deployed on a rotation south of the border include USS Cole, USS Gravely, USS Charleston, USS Spruance and USS Stockdale, all playing a role in counter-smuggling and counter-migration missions. 

Explosion Reported on Crude Tanker Off the Coast of Libya

A Greek-managed crude tanker has suffered an explosion at a position off the coast of Libya, according to maritime security consultancy Vanguard. 

In an advisory, Vanguard said that the 158,000 dwt tanker Vilamoura suffered a possible security incident at a position about 80 nautical miles off the coast of Libya. The ship reported an explosion and a flooded engine room.

The oceangoing tug Boka Summit met up with Vilamoura at a position off Benghazi on Saturday afternoon, and appears to have taken the tanker in tow, based on AIS data provided by Pole Star. As of Sunday night, Vilamoura and Boka Summit were under way in the central Mediterranean, headed towards Greece and making about four knots.

In the past year, Vilamoura made two calls at Russian ports - one at Ust-Luga and another in the Russian sector of the Black Sea. Heavy GPS jamming makes it difficult to determine where in the Black Sea region the vessel went, but it appears that she spent time near Sochi and Novorossiysk; the latter is a loading port for both Russian and Kazakh crude. Her presence at Russian ports could have bearing on the incident off Libya, noted Vanguard. 

"Some have speculated that the [Vilamoura] was the victim of a limpet mine attack, although this remains unconfirmed by official sources," Vanguard reported. "Of note, a number of tankers have been involved in explosions since early 2025 that investigators believe were caused by limpet mines, including the Malta-flagged Seajewel, the Marshall Islands-flagged Seacharm, the Liberia-flagged Grace Ferrum, and the Antigua and Barbuda-flagged Kola. All had recently called at Russian ports."

India’s Mazagon Shipbuilders to Acquire Colombo Dockyard

 

India’s state-owned Mazagon Shipbuilders has revealed its proposed acquisition of a controlling stake in Sri Lanka’s Colombo Dockyard. If successful, this will become the first international acquisition by an Indian yard, at a time the country is intensifying efforts to capture a bigger share of the global shipbuilding market.

The deal is valued at $52.96 million, representing at least 51 percent equity in Colombo Dockyard. This stake was earlier held by Japan’s Onomichi Dockyard, which announced plans to divest the ownership in December. Mazagon said that it has signed an agreement with Onomichi, giving a green light on acquisition of its stake. The deal is awaiting statutory and regulatory approvals, added Mazagon in a stock exchange filing on Friday.

Colombo Dockyard is Sri Lanka’s largest shipbuilding and repair facility. However, the yard has been experiencing financial difficulties, exacerbated by losses made on some shipbuilding contracts struck at lower prices before the Covid pandemic. In 2023, the company declared its worst financial performance, with a record loss of about $38 million. On the other hand, Mazagon is almost debt-free and reported revenue of $1.13 billion for the year ended March 2025.

According to Mazagon managing director Capt. Jagmohan, the acquisition of Colombo Dockyard will expand his company’s presence in the Indian Ocean region, strengthening its ability to serve global maritime clients. With over 50 years of experience in shipbuilding and repair, Colombo Dockyard has been able to build a global client base, including major European shipowners. Its current order pipeline is worth $300 million.

The Colombo deal is part of a major expansion drive by Mazagon, which holds the title of India’s top warship and submarine builder. Mazagon has said that its expansion initiative is guided by its growing order book. In a recent earnings call, the company indicated that it is seeing significant tailwinds for defense and commercial shipbuilding owing to the current geopolitical situation. Mazagon projects that its order book will cross $10 billion by 2026 from its current $3.7 billion.

Report: China's Investments in the Arctic are Exaggerated

 

China’s growing presence in the Arctic has been a source of concern in western policy circles, with some viewing it as a potential geopolitical risk. Primarily, the Chinese ambition to become a major polar power has attracted scrutiny from the Arctic States (excluding Russia), all of whom are NATO members. The mainstream narrative has been that Chinese investments in the Arctic are dual-use in nature, serving both commercial and military purposes.

However, a recent analysis by the Harvard’s Belfer Center reveals that Chinese interests in the Arctic are highly exaggerated. According to some estimates, Chinese investments in the Arctic are worth about $90 billion, and the study claims that the figure could be inflated. In examining the estimate, Belfer researchers observed that analysts often include unsuccessful and proposed projects that have not been implemented.

“China’s actual footprint in the Arctic is far more limited than many believe. There’s a major gap between what’s discussed publicly and what’s actually happening on the ground,” said the study co-author P. Whitney Lackenbauer, a Professor at Trent University.

A common misrepresentation of China’s investments in the Arctic, is its economic partnership with Russia in the region. Although Western sanctions have led to stronger trade ties between China and Russia, the scale of their cooperation in the Arctic is overestimated, with some key projects failing to pan out.

This is most evident on the Northern Sea Route (NSR), where China has recalibrated its investments due to the impact of Western sanctions since the start of the invasion of Ukraine. One of the projects that took a hard hit is the Belkomur railway, often discussed as an example of Chinese-Russian partnership in the Arctic. The project proposes to link the Russian Urals with the Arctic port of Arkhangelsk, including the proposed Indiga seaport. However, limited financing has stalled the project.

Another unsuccessful project that China had agreed to pursue with Russia is in exploration for oil in the Barents and Pechora Seas. The involved Chinese company, CNPC, later pulled out, citing too many risks. Similar challenges have also been observed in Russian energy projects, including the Arctic LNG 2 project. With the West escalating economic sanctions against Russia, Chinese companies have significantly reduced their stake in the Arctic energy projects.

Last year, the Chinese energy technology firm Wison announced that it is ceasing all cooperation with Russia. The company went ahead to sell off its Zhoushan Yard, which early this year was sanctioned by the U.S for continued delivery of LNG technology to the Arctic LNG 2 project.

Nevertheless, Russia by far retains the largest amount of Chinese Arctic investments of all the Arctic states. But as the study found, the economic value and strategic value of these investments may not always be the same. Again, Chinese companies may express interest and willingness to make an economic investment, but this does not always translate to implementing the project.

Iran's Naval Forces Suffered Casualties From Israeli Airstrikes

 

Iranian naval forces did not escape unscathed in the recent 12-day Israeli aerial assault on Iran which began on June 12.

In the first two days of the Israeli attack, regular Iranian Navy (Nedaja) vessels largely remained in port. As naval vessels are at their most vulnerable when tied up in port, this move suggested that the Nedaja command was putting on a non-confrontational display that assumed that Israeli targeting priorities would be elsewhere.

But on June 14, Nedaja vessels left the Bandar Abbas Naval Harbor - which is home base to most of the principal ships of the Nedaja Southern Fleet - in somewhat of a hurry, taking up dispersal positions largely in the sea area between Bandar Abbas and the islands of Qeshm and Hormuz. As of June 28, a single Hengam Class landing ship had returned to port, but the rest of the Nedaja fleet has not yet come home.

Seen now from evidence on the ground, the targeting focus of the Israeli attacks was evidently air defense assets, nuclear weapons-associated research, production and scientists, key IRGC leaders and the IRGC Aerospace Force network of ballistic missile and drone launching, storage and production sites. The bulk of this target deck fell under the organizational structure of the Islamic Revolutionary Guard Corps (IRGC). Hence the Nedaja’s initial assumption that they would not be a targeting priority turned out to be largely correct.

However, the regular Armed Forces (Artesh) were not exempt. The Artesh Chief of Staff Major General Mohammad Bagheri, assassinated on June 13, was probably targeted because - besides being a hardline ideologue - he was assessed to be significantly more competent than anyone likely to succeed him.

Elements of the air defense network which were manned by the regular Iran Air Defense Force - which suffered 35 fatalities during the 12-day war - and airbases with air defense fighters at Mehrabad (1TAB), Tabriz (2TAB), Hamadan (3TAB), Isfahan (8TAB) and Mashhad (14TAB) were attacked. Additionally, it has emerged that the Nedaja was targeted on a number of other occasions.

On June 21, buildings of the Nedaja’s 1st Naval District at Bandar Abbas were attacked, and three conscripts killed; this suggests either that a headquarters building was struck which was not manned at the time, or that a storage depot was hit; in either case, the conscripts who died were likely to have been guarding the facility. Social media reports suggested that the targets attacked were armories containing unmanned aerial vehicles and munitions. By this time, ships of the 1st Naval District had already long since left the nearby Bandar Abbas Naval Harbor.

The Israelis would have had a focused interest in attacking those elements of Nedaja capability which posed a particular threat to Israel; this target list is likely to have included stocks of Qadr-380 and Abu Mahdi anti-ship missiles, which can be launched either from ships or coastal defense batteries and have a 650-mile range. The Israelis would also have wanted to destroy long-range drones that the Nedaja has often demonstrated it can fire from its warships.

Abu Mahdi anti-ship missile (IRIB)

The IRGC Navy (Nedsa) suffered rather more attention. Also on June 21, the base of the Nedsa’s 5th (Imam Mohammad Bagher) Naval District at Bandar Lengeh was attacked, which could be one of the suspected locations of an IRGC coastal cavern housing missile boats; an unlocated cavern has featured frequently in Nedsa propaganda videos released in recent months. At the same time, imagery posted by an open-source blogger showed a warehouse had been damaged in the Nedsa area of the Bandar Abbas Naval Harbor, which the IDF described as having stored drones (top).

What the Israelis described as an IRGC intelligence-gathering ship was also struck in the same area of the dock. Some external open source observers suggested that the vessel attacked was the Nedaja intelligence collection frigate IRINS Zagros (H313), but the target description better fits either the Nesda’s MV Saviz or Behshad, or a sister ship; up-to-date imagery of the areas where these ships normally berth, in the Shahid Bahonar area in the north-west of the Bandar Abbas naval basin, does not provide easy identification of the target vessel. 

As yet, a threat to shipping traffic in the Straits of Hormuz has not emerged. But ships of both the Nedsa and the Nedaja are still at sea, likely to be putting on a display of strength in the Straits area in an attempt to suggest that they are still a force to be reckoned with.

China is Preparing to Counter U.S. Submarine Surveillance System


[By Ryan D. Martinson]

While much of the international attention on China’s naval buildup is focused on its rapidly modernizing surface fleet, the People’s Liberation Army Navy (PLAN) is also taking bold steps to field a first-rate submarine force. By the end of this year, the service could have as many as 25 Yuan-class submarines, which are among the world’s most advanced diesel-electric boats. Its small-but-growing fleet of nuclear-powered attack (SSN), guided missile (SSGN), and ballistic missile (SSBN) submarines has achieved major technological upgrades, and with the benefit of a massive production facility in Huludao, may be on the cusp of significant expansion.

The PLAN is investing in submarines because it recognizes their tremendous potential deterrent and warfighting value. That value, however, hinges on the ability of their boats to operate undetected. According to Chinese military experts however, that basic requirement cannot be guaranteed—not even close. Writing in the November 2023 issue of Military Art, a prestigious journal published by the Chinese Academy of Military Science, three PLAN officers revealed that the peacetime operations of Chinese submarines are highly vulnerable to the U.S. Navy’s undersea surveillance system, raising serious questions about their strategic and operational utility.

Entitled “Effectively Responding to the Threat to China’s Undersea Space Posed by the Powerful Enemy’s Three-Dimensional Surveillance System,” the article deserves special attention for two main reasons. First, while not an official assessment as might appear in a “white paper” or a “five-year plan,” it reflects the opinions of PLAN experts whose views are informed by access to classified intelligence and subject to peer review. The first author, Senior Captain Zhang Ning, is a faculty member at the Naval University of Engineering, College of Weapons Engineering. He co-authored the piece with Commander Zhang Tongjian, from the 3rd Destroyer Flotilla (Unit 91257), and Lieutenant Fan Zhaopeng of the PLAN Oceanographic and Meteorological Center (Unit 91001). Second, the publication in which the article appears—Military Art—is an internal PLA journal. This enables the authors to share their expertise with a candor that is rarely (if ever) seen in publicly-available PLA sources.

The U.S. Undersea Surveillance System

The premise of the article is that in recent years the United States, AKA the “powerful enemy,” has employed an “integrated, three-dimensional surveillance system” within and around the First Island Chain (i.e., China’s “Near Seas”). The system combines sensors and platforms located ashore, on and below the ocean, and in the air and space. In the undersea domain, the system comprises both fixed and mobile surveillance equipment, including unmanned underwater vehicles (UUVs) capable of carrying a range of payloads. On the surface of the ocean, the system incorporates U.S. Navy ships, especially ocean surveillance vessels. In the air, the system relies on fixed and rotary wing aircraft equipped with anti-submarine warfare (ASW) sensors. In space, it leverages ocean surveillance satellites, electronic reconnaissance satellites, and imaging reconnaissance satellites in near-earth orbit. The components, or “nodes,” of the system are connected via satellite communications and Raytheon’s real-time submarine communications system, “Deep Siren.”

Senior Captain Zhang and his co-authors argue that the U.S. undersea surveillance system constitutes both a strategic and tactical threat to China. First, it exerts what the authors call “strategic pressure” on China’s undersea space. U.S. satellites can track Chinese submarines while in port, on the surface, and in shallow waters. U.S. Navy ships, operating together with undersea surveillance systems, can “aggressively monitor” important PRC ports and straits, collecting data on the undersea environment and tracking submarine contacts. ASW aircraft operate in these areas too, often working collaboratively with surface vessels to “track and monitor” PRC submarines. U.S. undersea platforms such as submarines and UUVs also track and monitor PRC targets, while being capable of conducting strikes against them.

Second, the U.S. system can “cut off” Chinese submarines from access to important sea lanes, threatening their “navigational security” while transiting to and from training and operating areas. According to the authors, in waters further away from China, the U.S. deploys fixed seabed sensors. Meanwhile, U.S. ocean surveillance vessels operate in the locations most conducive to underwater sound transmission, enabling them to achieve long-range detection of Chinese submarines. With all components of the undersea surveillance system working in concert, Sr. Capt. Zhang and his co-authors argue, “the probability that PRC submarines are discovered when leaving port is extremely high,” and “there is a fairly high probability that PRC submarines will be detected and intercepted while operating in the Near Seas” [emphasis added]—a devastating indictment of the operational effectiveness of China’s submarine force.

Third, the authors write that the U.S. is “intensifying efforts” to achieve “unilateral transparency” of the undersea battlefield, to China’s great expense. The U.S. relies heavily on its hydrographic survey ships to track key characteristics of the water column (e.g., currents, temperature, salinity, and depth), thereby providing “powerful data support” for ASW operations. Meanwhile, U.S submarines closely track PLAN surface action groups to collect data on their acoustic signatures and “test” their defensive ASW capabilities. Lastly, the U.S. Navy’s undersea surveillance system poses a grave threat to China because it “undermines the country’s undersea nuclear deterrent,” presumably because the location of Chinese SSBNs cannot remain hidden. This, the authors argue, increases China’s vulnerability to sudden attack.

Potent, But Not Perfect

Sr. Capt. Zhang and his coauthors emphasize that while the U.S. system is highly effective, it is not without certain vulnerabilities. In fact, these weaknesses have grown increasingly apparent, in part due to “proactive” PRC measures. The U.S. system suffers from geographic constraints. The Near Seas are right on China’s doorstep, giving the PLAN a significant advantage. In recent years, they explain, it has become increasingly difficult for U.S. manned platforms to conduct reconnaissance close to the Chinese coast. Indeed, the “survival space” for U.S mobile and fixed unmanned systems within the First Island Chain has been shrinking. Additionally, the authors describe a “stalemate” between China and the U.S. in the ability to “seal off” the three main straits between Taiwan and the Philippines (Bashi Channel, Balintang Channel, and Babuyan Channel). Within the First Island Chain, China has the advantage in terms of force disposition and the “battlefield situation,” and “to a certain degree, it possesses the initiative.”

The authors assert that the U.S. lacks sufficient forces to achieve its assumed objective of “unilateral transparency” at all times and in all places. The East China Sea and the South China Sea encompass vast areas with complex undersea environments, posing a particular challenge for U.S. surface and subsurface surveillance forces. Moreover, because the “battle lines” are so extended, the U.S. Navy simply lacks the necessary assets to cover it all. Air- and space-based platforms face their own problems with weather and limited detection range. The authors further argue that the location of individual “nodes” in the U.S. undersea surveillance system can be located and “removed.” U.S bases and ships in rear areas suffer weak defensive capabilities; thus, as the authors write, they could be targeted at “key moments,” presumably at the start of a conflict. Air, surface, and subsurface nodes in waters near China are being “squeezed” by Chinese forces, resulting in a reduction in the overall functionality of the system. In recent years, the authors point out, the U.S. Navy has had to step up investment in equipment and manpower in important straits and waters, which they describe as a costly and perhaps futile endeavor.

The U.S. undersea surveillance system relies on equipment and platforms which, while advanced, are not without limitations. For example, undersea cables and arrays are “fairly fragile and easily severed.” Electronic information equipment can be jammed or destroyed. Unmanned systems rely heavily on external support for repairs, maintenance, and command and control, while communications links are not necessarily dependable or resilient. The authors particularly highlight how the “core of the system,” i.e., the U.S. military’s command information network, “has a hard time coping with various kinds of soft kill and hard destruction measures.” This, they argue, is the true “Achilles Heel” of the U.S. undersea surveillance system.

Targeting U.S. Vulnerabilities

After summarizing the main weaknesses of the U.S. system, Sr. Capt. Zhang and his co-authors then offer several recommendations for how best to exploit them. First, they argue, the goal of undersea security cannot be achieved overnight; it requires long-term planning. At the level of national strategy, China needs to combine both defensive measures and countermeasures, but it must place greater emphasis on countermeasures. That means prioritizing the development of capabilities needed to “attack and damage” the U.S. undersea surveillance system. At what they call the “campaign level,” China should strive to build an operational advantage within the region. In particular, the authors highlight the need to “fully mobilize maritime militia and civilian fishing vessels,” without describing their specific roles in this endeavor. At the “tactical level,” China needs to develop new technologies, conduct reconnaissance against nodes in the U.S. Navy undersea surveillance network, and enhance the disposition and readiness of its undersea forces.

Second, the authors call for the PLAN to develop the technologies needed to counter the U.S. system. The first priority should be capabilities for “finding and fixing” key nodes, especially “small, quiet targets,” presumably referring to UUVs. They call for developing “detection arrays and reconnaissance and surveillance networks” that integrate acoustic, magnetic, optical, and electronic sensors. In their view, China also needs to incorporate artificial intelligence and data to support efforts to find, identify, evaluate, and counter and destroy the components of the U.S. undersea surveillance system. To be successful, China will need to rely on support from civilian scientists and engineers, achieving “civil-military fusion.”

Third, the PLAN must focus on training and readiness. Specifically, it should conduct training centered on “surveying, paralyzing, and destroying” U.S. equipment. Before that can happen, it needs to develop a clear understanding of the U.S. undersea surveillance system. The authors call for conducting surveys of shipping channels and “special reconnaissance missions,” and using side-scan sonar and high-frequency imaging sonar to perform detailed inspections of important straits, waterways, ports, and “suspicious ocean areas” —presumably to locate hidden nodes in the U.S. system. Civilian and military specialists should complete studies of waters where U.S. ocean surveillance ships frequently operate to better grasp the types, numbers, and locations of the equipment they deploy.

The authors argue that the PLAN needs to conduct specialized training to better enable it to confront the U.S. undersea surveillance system. To that end, it must accelerate the acquisition of equipment and devices to destroy and disrupt enemy space-based, sea-based, and underwater surveillance nodes. In their view, China needs to develop UUVs that can locate enemy underwater arrays and interfere with and damage them. Regarding training practices, the authors argue that the PLAN should “use the enemy to train the troops,” a practice that favors simulated hostile engagements with actual foreign forces to hone China’s own warfighting skills.1

The authors highlight four specific approaches to reducing the effectiveness of the U.S. undersea surveillance system: yin, bi, yan, and rao. Yin refers to using ocean environmental factors such as poor sea states, bad weather, thermoclines, and the Kuroshio (a warm water current east of Taiwan) for concealment of Chinese submarines. Bi refers to avoiding, where and when possible, enemy monitoring areas and methods. Yan refers to using undefined “supporting forces” to actively “cover” Chinese submarine operations and PLAN surface ships or merchant vessels to passively cover their operations. Rao means using deception or interference or undefined “resolute measures” to degrade reconnaissance activities carried out by fixed and mobile, manned and unmanned, components of the U.S. system.

Fourth, China should, “depending on the situation, take action to precisely damage the [U.S.] network.” The authors argue, “at the key opportunity,” China should aggress the enemy with undersea counter detection, anti-satellite weapons, and methods to degrade electronic reconnaissance capabilities, damaging enemy networks and paralyzing enemy nodes. For example, in the case of U.S. fixed seabed arrays, surface and subsurface buoys, seabed sonar, UUVs, and seabed prepositioned weapons, the PLAN can use methods such as “deep-sea demolition,” “towing and damaging,” and “acoustic interference and deception.” The PLAN also needs UUVs that can both locate and attack enemy equipment. On the surface of the ocean, PLAN forces can approach U.S. ocean surveillance ships and deploy towed equipment or fishing nets to interfere with their operations. In the air, China can intercept and harass maritime patrol and reconnaissance aircraft, or “cut off’ information flows between aircraft and their sonobuoys, thereby “covering” the movements of China’s undersea forces. In the space domain, the PLAN should work with China’s strategic support forces to conduct strikes against or interfere with U.S. reconnaissance and communications satellites. In waters near enemy rear areas, China could deploy its own submarines, ASW aircraft, and ocean surveillance ships to conduct “proactive, multidimensional reconnaissance” to achieve what they call “forward deterrence.” Lastly, against U.S. undersea operational command centers and information centers, China can conduct hard kills via “network cutoffs” and soft kills using “black networks.”

Implications

The Chinese military is investing heavily in nuclear and conventional submarines because it recognizes their potential contributions in deterring China’s foes and, if necessary, defeating them in battle. However, if Sr. Capt. Zhang and his colleagues are correct, the PLAN cannot fully leverage the main advantage of submarines—their stealth. The authors argue that the operating and training areas of its submarine fleet are intensely monitored by components of the U.S. undersea surveillance system. Even when underway within the First Island Chain, they argue the probability is “fairly high” that their activities will be tracked and monitored by China’s most dangerous rival.

However, all is not lost. Sr. Capt. Zhang and his co-authors emphasize that the U.S. undersea surveillance system suffers from a number of vulnerabilities, amplified by the sheer scale of the Western Pacific battlespace. If enough nodes are degraded, the system as a whole may lose its functionality. The unmanned platforms upon which the system relies ultimately need human intervention for support and guidance, and that may not always be available when needed. Ultimately, however, the greatest vulnerability is the system’s dependence on the U.S. command information network, which allows for the integration of all the component parts. If that suffers degradation, then the whole system could fail. Still, as the authors imply in their article, the PLAN is not yet systematically exploiting these theoretical vulnerabilities. Meanwhile, PLAN submarines must continue to operate in this highly exposed environment.

Sr. Capt. Zhang and his colleagues offer a rare window into PLAN thinking on the undersea balance of power, and their analysis raises a number of intriguing questions. To what extent do their views reflect the full reality of U.S. capabilities What are they missing What do they get wrong The answers to these questions—which can only be known by the quiet professionals who actually run the system—should inform key decisions about future U.S. naval operations within and beyond the First Island Chain.

The assessments of Zhang and his colleagues also provide important clues about future PLAN behavior, especially in the event of a military crisis. Because the PLAN is highly concerned about the survivability of its submarine fleet, it could be conservative in its employment in the run-up to hostilities, lest it risk needless losses in the opening phase of the war. This knowledge should allow U.S. analysts to more confidently gauge the significance of changes in PLAN operational patterns.

Their discussion about how to counter the U.S. undersea surveillance system provides fewer actionable insights. They are just recommendations, which of course may or may not be adopted. Still, that they are being discussed by serious experts means that the PLAN may be considering them. Thus, U.S. Navy leaders must also take them seriously. Nobody should be surprised if and when these technologies or tactics are employed against U.S. forces.

Ryan D. Martinson is an assistant professor in, and a core member of, the China Maritime Studies Institute at the Naval War College. He holds a master’s degree from the Fletcher School of Law and Diplomacy at Tufts University and studied at Fudan University, the Beijing Language and Culture University, and the Hopkins-Nanjing Center. He researches China’s maritime strategy, especially its coercive use of sea power in East Asia. In 2021, Martinson won the Naval War College’s Civilian Faculty Research Excellence Award.

The views expressed in this article reflect the personal opinions of the author alone and do not necessarily reflect the official views of the U.S. Department of the Navy, Department of Defense, or any other U.S. government entity.

The author thanks Dan Caldwell and Chris Sharman for their comments on an earlier draft of the article.

References

1. “Using the Enemy to Train the Troops—Beijing’s New Approach to Prepare its Navy for War,” by Ryan D. Martinson and Conor Kennedy, Jamestown Foundation, March 25, 2022.

This article appear courtesy of CIMSEC and may be found in its original form here, including original Mandarin citations and outlinks to background sources. 

Med Marine’s TRAktor 2600-Z Tug to Advance Svitzer’s Operational Excellence

[By: Med Marine]

MED MARINE proudly marks the successful launch of a state-of-the-art TRAktor 2600-Z tugboat for SVITZER. Launched on May 13th at MED MARINE’s EREGLI SHIPYARD, this next-generation vessel is poised to elevate SVITZER’s operational capacity—combining high bollard pull performance with superior hydrodynamic efficiency, precise manoeuvrability, and multi-mission versatility tailored for the evolving challenges of modern towage operations.

Commissioned to deliver cutting-edge performance and reliability, two advanced TRAktor 2600-Z tugboats are slated for delivery to SVITZER, with the first already triumphantly launched from MED MARINE’s Eregli Shipyard. This project marks MED MARINE’s first construction of TRAktor tugs for the global operator, with both vessels expected to join their new owner in Panama by the summer of 2025.

Measuring 25.9 meters in length and delivering an impressive 65 tons of bollard pull, this next-generation TRAktor 2600-Z tug is meticulously engineered to excel in the dynamic demands of tanker, bulk carrier, and containership handling in Panama. Its advanced hull form and propulsion configuration ensure superior manoeuvrability and directional stability, while its optimized fuel consumption reflects a thoughtful balance between power and efficiency—setting a new benchmark for compact, high-performance harbour tugs.

Technical specifications of the tugboat:
Length: 25,9 m
Breadth: 12,8 m
Depth: 4,85 m
Draft: 6,05 m
Gross Tonnage: <400
Bollard pull: 65 tons
Speed: 12 knots
Crew: 6 people

BAE Systems Boosts Shipbuilding Capacity for Frigates with Massive New Hall


Defense contractor BAE Systems is expanding on Scotland’s rich tradition of shipbuilding and advancing the future of the industry by opening a new assembly and outfit hall in Glasgow. The unique facility will contribute to ensuring the timely delivery of the next generation of warships for the UK’s Royal Navy.

The new facility is part of a £300 million ($411 million) modernization and digitalization of BAE Systems’ operations in Glasgow. It is named Janet Harvey Hall in honor of a World War II female shipyard electrician and offers the capacity for the construction of two Type 26 frigates side-by-side.

Notably, the facility is designed to accommodate up to 500 workers per shift, something that will boost BAE Systems’ shipbuilding capacity by enabling warships to be built in Glasgow fully undercover for the first time. It ensures that work is unaffected by adverse weather. Essentially, the hall will help improve schedule performance and reduce the time between ship deliveries.

BAE Systems contends the new facility will be a strategic part of the program to construct eight Type 26 frigates for the Royal Navy. At 170 meters long and 80 meters wide (558 x 262 feet), with two 100-tonne cranes and a further two 20-tonne cranes inside, the hall is not only large enough but is also well equipped to handle the building of two frigates side-by-side.

“The Janet Harvey Hall brings an improved approach to warship assembly and outfit, driving quality throughout the build, and this approach supports regular delivery of vessels in line with the Royal Navy's need,” said Stephen Charlick, Type 26 Resident Project Officer.

 

The enclosed space can be used to build two frigates simultaneously (BAE)

 

Described as one of the world’s most advanced warships, the Type 26 frigates are designed for anti-submarine warfare and high-intensity air defense. They can also adapt their roles quickly to transport high volumes of humanitarian aid and house medical facilities. The ships will replace the aging Type 23 fleet.

Currently, the HMS Belfast and Birmingham are being built in the hall while Glasgow and Cardiff are being outfitted at the Scotstoun site further up the River Clyde. Steel has also been cut on the fifth ship, Sheffield. Building of the ships is expected to sustain approximately 1,700 jobs in Scotland and an additional 2,300 jobs across the wider UK supply chain.

Comprised of eight ships in total, the Type 26 frigates are expected to enter service in the coming years, with the first three (Glasgow, Cardiff, and Belfast) being delivered before 2030. The other five ships will join the fleet after 2030. They will have the capacity to accommodate a crew of 208.
 

Fincantieri Delivers 12th Ocean Cruise Ship to Viking


The partnership between Fincantieri and Viking for the construction of ocean cruise ships has passed its 10th anniversary and is scheduled to continue for at least six more years. Viking took delivery on June 26 of the 12th ocean cruise ship built by the Italian shipyard and the 14th when counting two expedition cruise ships built in Norway by the Vard subsidiary. 

Designs for the cruise ships, which were developed to present a new style in luxury ocean began in 2012, and the first ship Viking Star (47,842 GT) launched in 2015 to expand the company known for river cruising into the ocean segment. Viking ships are known for a destination-intensive approach, no casinos or children onboard, and a Scandinavian ambience onboard.  

Using the same approach to its river cruise ships, Viking produces copies of its ship virtually identical down to the décor. It built 10 ships with dimensions of 745 feet by 94 feet (227 x 28.6 meters) and accommodations for 930 passengers. The ships all continue to operate except Viking Sun, which was sold into a partnership with China Merchants and is now the Viking Yi Dun.

The second class of cruise ships (54,300 GT) began delivery in late 2024, with the design slightly revised to reflect new regulations for stability and safe return to port. Viking Vela delivered in December 2024 and Viking Vesta delivered this week, are the first of the new class. The ships measure 784 feet by 101 feet (239 x 31 meters) with a passenger capacity of 998 passengers.

Viking highlights that its newer ships are designed to incorporate future technologies. In 2022, the company working with Fincantieri, put an experimental hydrogen fuel cell aboard the Viking Neptune. The later ships are designed for a future retrofit. 

The next step for the company is scheduled with the delivery of Viking Libra in 2026, which will include a larger onboard hydrogen fuel system. It is billed as the world’s first hydrogen-powered cruise ship for both propulsion and auxiliary power. It will use a containerized fuel storage system to load and store the fuel. Viking has also announced that the next ship of the class, Viking Astrea due for delivery in 2027 will also be fitted with the hydrogen system.

Before the two vessels with the hydrogen system, Viking is also scheduled to take delivery of Viking Mira in 2026 as it continues to expand its ocean fleet. It plans to take delivery on 10 additional ocean cruise ships by 2031, and with options, Fincantieri highlights it will number a total of 28 vessels, based on the current schedule.

Viking was launched by Torstein Hagen and became one of the leaders in European river cruising. Today, it has 84 river cruise ships sailing in Europe, Asia, and on the Nile and Mississippi River, and it has also ordered more river cruise ships from Meyer Neptune. By 2028, Viking is scheduled to take delivery on 27 additional river ships, bringing its fleet to a total of 111 river vessels.
 

Regional Ban on Scrubber Wash Among Environmental Steps Adopted by OSPAR


Representatives from 16 countries meeting in Virgo, Spain, announced today, June 27, that they had adopted the first regional ban on the discharge of scrubber wash water among a series of new environmental actions. NGOs hailed the action, which expands on localized bans, but said the ministers failed to take the action far enough to the full extent of territorial seas.

Ministers expressed serious concern about hazardous discharges from all types of exhaust gas cleaning systems aboard ships. Activists such as the NGO Seas at Risk contend scrubbers, which use seawater to wash sulfur from a vessel’s exhaust, discharge wash that contains contaminants including polycyclic aromatic hydrocarbons and heavy metals. The NGO was advocating for a total ban on the discharge into all coastal waters.

“Turning air pollution into ocean pollution is not an acceptable trade-off,” said Maarten Verdaasdonk, Project Manager, North Sea Foundation. “It is vital that all OSPAR Members support the proposal to extend the ban to territorial waters, especially as cleaner, widely available alternatives exist. Such a ban will improve water quality and protect marine life in the coastal areas of the entire North-East Atlantic.”

The members adopted a two-stage ban starting with the wash from open-loop scrubbers starting in July 2027 for the region known as the North-East Atlantic, covering the coastline from Spain to Norway and west to Greenland. Further, while closed-loop scrubbers produce less volume, it however also contain hazardous material, so the ministers adopted a discharge ban on this wash water to be in effect by January 2029.

The ban as adopted, however, only covers internal waters and the areas in and around ports. The NGO wanted the ban on all territorial waters within the 12 nautical mile range from the coastline. OSPAR members agreed to discuss the range of the ban in 2027 after receiving further studies on the impact in territorial seas.

The ban is seen as a critical action as the shipping industry looks to all methods to extend the life of ships and meet emerging environmental regulations. With the strict emissions regulations already adopted, many ships installed scrubbers to continue the use of less expensive sulfur fuels, and many new ships are being built with a range of exhaust wash systems.

The minister took other actions, including expanding the organization's maritime area by over 2.5 million square kilometers. They are going to include the waters of Macaronesia, the Azores, Madeira, and the Canary Islands. They said it would bring additional biodiversity-rich areas under OSPAR protection while recognizing the importance of regional cooperation.

Other decisions included new actions on marine litter, a ban on plastic pollution from pontoons and buoys, and a new regional plan on underwater noise. They also moved to strengthen protection in the Arctic, including beginning to identify potential Marine Protected Areas. They also reiterated their 1998 statement not to treat the seas as a dumping ground and reiterated the requirement to remove disused offshore installations.

OSPAR was formed in the 1970s coming from UN-sponsored conventions in Oslo and Paris to reduce marine pollution. The member countries include Belgium, Denmark, Finland, France, Germany, Iceland, Ireland, Luxembourg, Netherlands, Norway, Portugal, Spain, Sweden, Switzerland, and the United Kingdom.
 

Hegseth Says Renaming USNS Harvey Milk “Takes Politics Out” of Ship Names

 

Secretary of Defense Pete Hegseth confirmed in a video posted on social media on June 27 that the Navy has renamed the fleet oiler USNS Harvey Milk for a Navy Chief and Congressional Medal of Honor recipient, Oscar V. Petersen. The controversial move is being explained as “taking the politics out of ship names,” and blaming the “previous administration,” although the naming of the vessel dates to 2016 and a broader controversy about the names of U.S. Navy vessels.

The name USNS Harvey Milk was announced in July 2016 by then Secretary of the Navy Ray Mabus during the Obama administration. Mabus was involved in several controversial names, including one vessel for labor leader and civil rights activist Cesar Chavez, and the class of fleet replacement oilers started in 2016, known as the John Lewis class after another civil rights leader and elected member of the U.S. House of Representatives.  

The second ship of the class was named for Harvey Milk, recognized as the first openly gay politician. Milk served four years in the U.S. Navy in the early 1950s but was discharged after questions about his sexual orientation. He later said he was effectively “kicked out” of the Navy. He was elected in 1977 to San Francisco’s Board of Supervisors but was murdered a year later in his office in City Hall. A former supervisor gunned down Milk and the city’s then mayor George Moscone.

Construction on the Milk began in 2019 during Donald Trump’s first term, three years after the name was first announced. The vessel was officially named during a launch in November 2021 and placed in active service in July 2023. The Milk has served with distinction including be the vessel conducts a replenishment at sea with the world’s largest aircraft carrier, USS Gerald R. Ford on December 13, 2024.

The decision to rename the ship leaked into the media at the beginning of the month. The reports said the effort was to “align” with the president and secretary of defense’s objectives of reestablishing the "warrior culture.”

Hegseth says in the video, “We are taking the politics out of ship naming. We’re not renaming the ship to anything political. This is not about political activists, unlike the previous administration.” He goes on to say, “The name is as it should be. People want to be proud of the ship they’re sailing in.” He concludes by saying he would like to officially welcome the USNS Oscar V. Petersen to the Navy's vessel registry.

Critics of the move say it however is a political action and further cite the timing of the announcement to coincide with the Pride Month celebrations for gay rights, which culminate with parades this weekend. ABC News is saying a Department of Defense official said “the decision’s timing, during Pride month, was intentional.”

The name chosen for the vessel, USNS Oscar V. Petersen, is for a World War II Navy sailor who died from injuries while repairing a vessel damaged during the Battle of Coral Sea. Petersen died after taking actions to save the vessel and was posthumously awarded the Congressional honor.

Previous reports have said that Hegseth was looking at the names of other vessels and especially in this class, all of which have been chosen for people who could be considered activists.  ABC, however, in its reporting, says the Pentagon Press Secretary Kingsley Wilson confirmed that there are currently no plans to rename other ships in this class.

 
 

Japan’s Imabari Consolidates Shipbuilding for Lower Costs and Competition


In what is seen as a strategic move aimed at strengthening Japan’s shipbuilding industry, its largest builder, Imabari Shipbuilding, will consolidate JMU (Japan Marine United) to become a fully-controlled subsidiary. Japan has been losing market share as a builder for more than two decades and now looks to leverage the emerging opportunities with the U.S. to rebuild its industry.

Imabari, which operates 10 shipyards for the construction of tankers, bulkers, and containerships, has been an investor in the smaller JMU since 2020. The companies also launched a joint venture for ship design as well as agreeing to efforts to standardize parts to increase manufacturing efficiency. Imabari is doubling its investment in JMU and will now hold 60 percent ownership of the shipbuilding group. JMU was formed in 2013 as a merger of JFE and IHI.

The companies explain the restructuring as a key competitive step. Imabari will have management control and looks to realize further economies of scale in design and material costs. They pointed to the potential cost savings for purchases, including steel and engines. JMU also adds new specializations in warships and niche categories to the combined company.

Imabari ranks as the world’s sixth largest shipbuilder producing more than 3.28 million tons annually, while JMU is ranked twelfth building about 1.4 million tons annually. The deal is drawing attention in Korea, as the combined Japanese company will surpass Hanwha Ocean to become number four globally behind HD Hyundai and Samsung Heavy Industries. China State Shipbuilding Corporation (CSSC) is the leader in shipbuilding.

 Japan was once the world’s leading shipbuilder producing as much as 50 percent of the industry’s annual output into the 1990s. As competition grew from South Korea and China, Japan slipped and today is a distant third in the market to the lower-cost producers. Data from Japan’s Ministry of Land, Infrastructure and Transport showed total shipbuilding output of approximately 10 million tons in 2023, which was down 30 percent over the preceding five years.

Reports indicate that the Japanese government has involved shipbuilding as a key bargaining chip in its trade negotiations with the United States. Japanese shipyards have already performed maintenance work for the U.S. Navy, including last month Mitsubishi Heavy Industries (MHI) in Yokohama highlighted its largest project, a five-month overhaul of a USN expeditionary mobile base. With the Trump administration looking to expand U.S. shipbuilding and the Navy, and the Navy looking to increase overseas maintenance, Japan believes it has a strong opportunity in the shipbuilding sector. It also looks to benefit as the U.S. imposes fees on Chinese-built ships.

This week, it came out that Japan's conservative Liberal Democratic Party has a new proposal to address the rebuilding of the Japanese shipbuilding industry. It is calling for a $7 billion shipyard investment used to modernize the yards and adopt technologies such as automation and robots. 
 

Port of NY/NJ Claims Title of Busiest U.S. Port in May


For the second year in a row, the Port of New York and New Jersey is claiming the title of the busiest U.S. container port in May. The East and West Coast pros have a running rivalry, but this year SoCal was hindered by the tariffs against Chinese imports which were far more severe than the Trump administration's plans for Europe.

Data released today from the Port of New York and New Jersey shows a total of 774,698 TEU in May, which compares with 716,619 TEU for the Port of Los Angeles and 639,160 TEU for the Port of Long Beach. Californians, however, argue the two SoCal ports should be calculated as one entity for the full picture on imports.

The East Coast port commented that its May performance shows “strong resilience through its diversified supply lines despite tariff-related uncertainties across the supply chain.”

The volume in the Port of New York and New Jersey was up three percent of April 2025 but it was down two percent from May 2024 when the port notes it was absorbing additional cargo volume due to the closure at the Port of Baltimore due to the collapse of the Francis Scott Key Bridge struck by the containership Dali. Compared to pre-pandemic, New York and New Jersey note volumes are up 20 percent versus May 2019.

East Coast ports are showing a strong May this year despite the uncertainty of tariff policies. Savannah, Georgia, also recorded its second-busiest May, handling 500,900 TEU. Georgia Ports noted that it was the third month in a row that the port was over half a million containers.

West Coast ports, by contrast, were calling for a comprehensive trade policy, saying that May was strongly impacted by the Trump trade policy and tariffs. The Port of Los Angeles said May 2025 was the first decline after 10 months of year-over-year growth. Los Angeles volume was off five percent year-over-year, while Long Beach recorded a more than eight percent decline in volumes for May 2025.

Both ports were confident that they would see a rebound in volumes first with the temporary agreement between the U.S. and China, and now, today, June 27, both countries confirmed the first terms of a trade framework. China said it would involve rare earth minerals and a relaxation of restrictions on technology. The White House confirmed the agreement saying it was a further step in the previous agreement for the framework reached in Geneva and called the new agreement a further “de-escalation” of trade tensions. 

A further easing would be good news for the West Coast ports, which are the primary gateway for Chinese goods. Port officials are hopeful that it was a temporary situation noting that for the first five months of 2025, the two California ports remain the leaders in the U.S. Each handled approximately 4 million TEU in five months compared to just over 3.7 million in the Port of New York and New Jersey so far in 2025.

New York and New Jersey’s volume this year increased 6.5 percent over 2024 and is more than 22 percent ahead of the first five months of 2019. Los Angeles, by comparison, was up 4 percent so far in 2025, while the Port of Long Beach had the strongest start to the year up more than 17 percent in the first five months.
 
 

Iranian Naval Forces Suffered Casualties From Israeli Air Strikes

 

Iranian naval forces did not escape unscathed in the recent 12-day Israeli aerial assault on Iran that began on June 12.

In the first two days of the Israeli attack, regular Iranian Navy (Nedaja) vessels largely remained in port. As naval vessels are at their most vulnerable when tied up in port, this move suggested that the Nedaja command was putting on a non-confrontational display, which assumed that Israel’s targeting priorities would be elsewhere. But on June 14, Nedaja vessels left the Bandar Abbas Naval Harbour - which is home base to most of the principal ships Nedaja Southern Fleet - in somewhat of a hurry, taking up dispersal positions largely in the sea area between Bandar Abbas and the islands of Qeshm and Hormuz. As of June 27, the fleet has not yet returned to port.

Seen now in retrospect, the targeting focus of the Israeli attacks was evidently air defense assets, nuclear weapons-associated research, development and scientists, key IRGC leaders, and the IRGC Aerospace Force network of ballistic missile and drone launching, storage and production sites. Except for those elements of the air defense network which were manned by the regular Iran Air Defense Force - who suffered 35 fatalities during the 12-day war - almost all of this target deck fell under the organizational structure of the Islamic Revolutionary Guard Corps (IRGC). Thus, the Nedaja’s initial assumption that they would not be a targeting priority turned out to be largely correct.

However, the regular Armed Forces (Artesh) were not exempt. The Artesh Chief of Staff Major General Mohammad Bagheri, assassinated on June 13, was probably targeted because besides being a hardline ideologue, he was determined to be significantly more competent than anyone likely to succeed him. Additionally, it has emerged that the Nedaja was targeted on a number of other occasions.

 

Iranian Navy had 3 KIAs in the 12 day war with Israel.
All 3 look like to be Seaman Recruits or passing their compulsory military service.
They were killed in the IRIN first Naval District headquartered in Bandar-Abbas. pic.twitter.com/FbVu2Q656B

— Mehdi H. (@mhmiranusa) June 25, 2025

The three Nedaja fatalities of the attack on Bandar Abbas

 

On June 21, buildings of the Nedaja’s 1st Naval District at Bandar Abbas were attacked, and three conscripts were killed. This suggests either that a headquarters building was attacked which was not manned at the time, or that a storage depot was hit. In either case, the conscripts who died were likely to have been guarding the facility. Social media reports suggested that the targets attacked were armories containing unmanned aerial vehicles and munitions. By this time, ships of the 1st Naval District had already long since left the nearby Bandar Abbas naval harbor.

The Israelis would have had a focused interest in attacking those elements of Nedaja's capability that posed a particular threat to Israel. This target list is likely to have included stocks of Abu Mahdi 650-mile range anti-ship missiles, which can be launched either from ships or coastal defense batteries. The Israelis would also have wanted to destroy long-range drones, which the Nedaja has often demonstrated it can fire from its warships.

 

Abu Mahdi anti-ship missile (IRIB)


The IRGC Navy (Nedsa) suffered more attention. Also on June 21, the base of the Nedsa’s 5th (Imam Mohammad Bagher) Naval District at Bandar Lengeh was attacked, which is one of the suspected locations of an IRGC coastal cavern housing missile boats; an unlocated such cavern has featured frequently in Nedsa propaganda videos released in recent months. At the same time, what the Israelis described as an IRGC intelligence gathering ship was struck in the Nedsa area of the Bandar Abbas Naval Harbour. Some external open source observers suggested that the vessel attacked was the Nedaja intelligence collection frigate IRINS Zagros (H313), but the target description better fits either the Nesda’s MV Saviz or Behshad; up-to-date imagery of the areas where these ships normally berth, in the Shahid Bahonar area in the north-west of the Bandar Abbas Naval Harbour, unfortunately, does not provide easy identification of who exactly was the targeted victim. 

As yet, a threat to shipping traffic in the Straits of Hormuz has not emerged. But ships of both the Nedsa and the Nedaja are still at sea, likely to be putting on a display of strength in the Straits area in an attempt to suggest that they are still a force to be reckoned with.
 

Cargo Ship Fire Blankets English City in Smoke

 

Residents in Hull on the east coast of England are complaining of smoky conditions and a strong smell with some businesses in the city center reporting they were remaining closed while the police have also closed roads and are warning motorists to use caution. It is all due to a smoky fire that started at mid-morning on a cargo ship docked at the port’s Albert Dock.

Humberside Fire and Rescue reports it dispatched four engines and a ladder platform to the scene, and they are working the smoky fire aboard a small dry bulk cargo ship named Altay. Ambulances and the Hull Coastguard Rescue Team were also on hand.

“Due to the wind, smoke from the incident is drifting into Hull city center. We’re asking people to keep windows and doors closed and to be mindful of the smoke if you’re out and about and avoid the area near the dock,” the fire service wrote in a public notice.

 

 

The vessel had arrived from Ijmuiden in the Netherlands on Monday, June 23. It is 8,814 dwt and registered in the Marshall Islands. Records show it has been owned by a Turkish company since 2017.

The police reported that everyone aboard the vessel has been accounted for and there are no reports of injuries. The vessel was transporting scrap metal and they believe the fire began in the cargo hold.

Altay was cited for several deficiencies, including maintenance of life saving, readiness of life saving equipment, and lack of training as it related to bridge operations during an October 2024 Port State inspection in Venice, Italy. It resulted in a two-day detention, but since then, the vessel has been inspected in Boulogne, France with a clean report.

Med Marine’s TRAktor 2600-Z Tug to Advance Svitzer’s Operational Excellence

[By: Med Marine]

MED MARINE proudly marks the successful launch of a state-of-the-art TRAktor 2600-Z tugboat for SVITZER. Launched on May 13th at MED MARINE’s EREGLI SHIPYARD, this next-generation vessel is poised to elevate SVITZER’s operational capacity—combining high bollard pull performance with superior hydrodynamic efficiency, precise manoeuvrability, and multi-mission versatility tailored for the evolving challenges of modern towage operations.

Commissioned to deliver cutting-edge performance and reliability, two advanced TRAktor 2600-Z tugboats are slated for delivery to SVITZER, with the first already triumphantly launched from MED MARINE’s Eregli Shipyard. This project marks MED MARINE’s first construction of TRAktor tugs for the global operator, with both vessels expected to join their new owner in Panama by the summer of 2025.

Measuring 25.9 meters in length and delivering an impressive 65 tons of bollard pull, this next-generation TRAktor 2600-Z tug is meticulously engineered to excel in the dynamic demands of tanker, bulk carrier, and containership handling in Panama. Its advanced hull form and propulsion configuration ensure superior manoeuvrability and directional stability, while its optimized fuel consumption reflects a thoughtful balance between power and efficiency—setting a new benchmark for compact, high-performance harbour tugs.

Technical specifications of the tugboat:
Length: 25,9 m
Breadth: 12,8 m
Depth: 4,85 m
Draft: 6,05 m
Gross Tonnage: <400
Bollard pull: 65 tons
Speed: 12 knots
Crew: 6 people

BAE Systems Boosts Shipbuilding Capacity for Frigates with Massive New Hall


Defense contractor BAE Systems is expanding on Scotland’s rich tradition of shipbuilding and advancing the future of the industry by opening a new assembly and outfit hall in Glasgow. The unique facility will contribute to ensuring the timely delivery of the next generation of warships for the UK’s Royal Navy.

The new facility is part of a £300 million ($411 million) modernization and digitalization of BAE Systems’ operations in Glasgow. It is named Janet Harvey Hall in honor of a World War II female shipyard electrician and offers the capacity for the construction of two Type 26 frigates side-by-side.

Notably, the facility is designed to accommodate up to 500 workers per shift, something that will boost BAE Systems’ shipbuilding capacity by enabling warships to be built in Glasgow fully undercover for the first time. It ensures that work is unaffected by adverse weather. Essentially, the hall will help improve schedule performance and reduce the time between ship deliveries.

BAE Systems contends the new facility will be a strategic part of the program to construct eight Type 26 frigates for the Royal Navy. At 170 meters long and 80 meters wide (558 x 262 feet), with two 100-tonne cranes and a further two 20-tonne cranes inside, the hall is not only large enough but is also well equipped to handle the building of two frigates side-by-side.

“The Janet Harvey Hall brings an improved approach to warship assembly and outfit, driving quality throughout the build, and this approach supports regular delivery of vessels in line with the Royal Navy's need,” said Stephen Charlick, Type 26 Resident Project Officer.

 

The enclosed space can be used to build two frigates simultaneously (BAE)

 

Described as one of the world’s most advanced warships, the Type 26 frigates are designed for anti-submarine warfare and high-intensity air defense. They can also adapt their roles quickly to transport high volumes of humanitarian aid and house medical facilities. The ships will replace the aging Type 23 fleet.

Currently, the HMS Belfast and Birmingham are being built in the hall while Glasgow and Cardiff are being outfitted at the Scotstoun site further up the River Clyde. Steel has also been cut on the fifth ship, Sheffield. Building of the ships is expected to sustain approximately 1,700 jobs in Scotland and an additional 2,300 jobs across the wider UK supply chain.

Comprised of eight ships in total, the Type 26 frigates are expected to enter service in the coming years, with the first three (Glasgow, Cardiff, and Belfast) being delivered before 2030. The other five ships will join the fleet after 2030. They will have the capacity to accommodate a crew of 208.
 

Fincantieri Delivers 12th Ocean Cruise Ship to Viking


The partnership between Fincantieri and Viking for the construction of ocean cruise ships has passed its 10th anniversary and is scheduled to continue for at least six more years. Viking took delivery on June 26 of the 12th ocean cruise ship built by the Italian shipyard and the 14th when counting two expedition cruise ships built in Norway by the Vard subsidiary. 

Designs for the cruise ships, which were developed to present a new style in luxury ocean began in 2012, and the first ship Viking Star (47,842 GT) launched in 2015 to expand the company known for river cruising into the ocean segment. Viking ships are known for a destination-intensive approach, no casinos or children onboard, and a Scandinavian ambience onboard.  

Using the same approach to its river cruise ships, Viking produces copies of its ship virtually identical down to the décor. It built 10 ships with dimensions of 745 feet by 94 feet (227 x 28.6 meters) and accommodations for 930 passengers. The ships all continue to operate except Viking Sun, which was sold into a partnership with China Merchants and is now the Viking Yi Dun.

The second class of cruise ships (54,300 GT) began delivery in late 2024, with the design slightly revised to reflect new regulations for stability and safe return to port. Viking Vela delivered in December 2024 and Viking Vesta delivered this week, are the first of the new class. The ships measure 784 feet by 101 feet (239 x 31 meters) with a passenger capacity of 998 passengers.

Viking highlights that its newer ships are designed to incorporate future technologies. In 2022, the company working with Fincantieri, put an experimental hydrogen fuel cell aboard the Viking Neptune. The later ships are designed for a future retrofit. 

The next step for the company is scheduled with the delivery of Viking Libra in 2026, which will include a larger onboard hydrogen fuel system. It is billed as the world’s first hydrogen-powered cruise ship for both propulsion and auxiliary power. It will use a containerized fuel storage system to load and store the fuel. Viking has also announced that the next ship of the class, Viking Astrea due for delivery in 2027 will also be fitted with the hydrogen system.

Before the two vessels with the hydrogen system, Viking is also scheduled to take delivery of Viking Mira in 2026 as it continues to expand its ocean fleet. It plans to take delivery on 10 additional ocean cruise ships by 2031, and with options, Fincantieri highlights it will number a total of 28 vessels, based on the current schedule.

Viking was launched by Torstein Hagen and became one of the leaders in European river cruising. Today, it has 84 river cruise ships sailing in Europe, Asia, and on the Nile and Mississippi River, and it has also ordered more river cruise ships from Meyer Neptune. By 2028, Viking is scheduled to take delivery on 27 additional river ships, bringing its fleet to a total of 111 river vessels.
 

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