The global maritime industry faces a range of challenges highlighted by global trade uncertainties, geopolitical threats, and the always-evolving complex web of environmental and governmental regulations. These most recent challenges arrive as commercial shipping fleet owners are already navigating crippling labor shortages, aging fleets, and unrelenting demand driven by an 800% increase in e-commerce activity since 2010. Enterprise fishing fleets are dealing with their own set of challenges, including declining fish stocks, market volatility, and climate change.

Across all segments of the maritime industry, fleet owners and operators have embraced digitization to combat, manage, and overcome some of these challenges. With increased frequency, fleet owners have modernized operations and deployed a range of industry-specific and mission-critical digital applications that help to optimize operations, improve safety, ensure compliance with regulations, and offer a safe and positive working environment for crews.

However, the effectiveness of these applications and the ability of ship owners to reap the benefits of digitization are largely dependent on the presence of high-quality, robust connectivity.

Fleet owners have long relied on traditional satellite technology for safety and basic communications at sea. Geostationary (GEO) satellites, for example, have always provided consistent and reliable maritime connectivity. However, the limitations of traditional GEO satellite networks alone, including high latency and lack of coverage in polar regions, pose challenges for the evolving digitalization needs of commercial maritime industries.   

As merchant shipping and enterprise fishing owners continue to modernize operations, their connectivity needs have become more complex, pronounced, and critical. Low-Earth Orbit (LEO) satellite solutions have emerged to deliver globally available, consistent, high-speed coverage that meets the demands of a data-driven maritime landscape.

Intelsat’s Director of Maritime Products, Mike McNally, explains why LEO satellite networks are ideally suited for the maritime industry and why fleet owners should consider LEO solutions as they continue to digitize operations.

“LEO offers a range of benefits for merchant shipping and enterprise fishing operations  that can extend and amplify communications and information sharing capabilities during a voyage,” said McNally. “The proximity of LEO satellites to the Earth results in much lower latency and higher speeds that are ideal for applications like telemedicine, remote monitoring, video conferencing, or any emergency response situations where there can be no delays in the transmission of data.” 

LEO-powered solutions enable ship owners and operators  to improve voyage planning, routing, and monitoring of the performance of ships and the status of cargo in real time. Fishing crews can use LEO connectivity to enhance catch reporting processes, stream detailed weather updates, receive alerts, and communicate with ports, regulators, and suppliers. These are some of the additional ways LEO satellite networks can greatly benefit both commercial shipping and enterprise fishing fleets:

Modern Connectivity for Aging Vessels

The maritime industry has a problem with aging ships. Nearly half of all vessels are expected to be at least 21 years old by 2030. Aging ships are at a higher risk for mechanical breakdowns that result in costly repairs and revenue losses from downtime. They also pose greater safety and environmental risks, as they operate in a less fuel-efficient manner and can be more prone to accidents. LEO-powered satellite solutions offer fleet owners real-time visibility into the performance of vessels during voyages, transmitting reams of data collected from onboard sensors that can be analyzed to predict when maintenance might be needed. In this way, LEO solutions help ship owners identify and preemptively address a minor issue before it becomes a major one, keeping more ships in operation for longer periods of time.

Attracting the Next Generation of Connected Seafarers

Faced with an aging and dwindling workforce, merchant shipping and fishing fleet owners are desperately attempting to recruit the next generation of seafarers. These younger workers will not tolerate being cut off from their digital lives or disconnected from friends and family back home. Therefore, the success of any recruitment effort requires fleet owners to offer high-quality connectivity that enables access to personal connected devices, social media, live TV, and entertainment while on board. LEO networks provide the bandwidth and low latency necessary to deliver uninterrupted access to digital communications, no matter where in the world a ship makes its voyage, making maritime careers more appealing to a younger, tech-savvy, and connected generation.

Enhancing Safety and Security at Sea

Geopolitical hostility, terrorism and military activity, extreme weather events, and piracy are just a few of the safety and security concerns merchant  shipping and enterprise fishing fleet crews face at sea. On land, cybercriminals are hard at work attempting to steal sensitive information and wreak havoc at the ports. Whether navigating through piracy-prone waters or guarding against cyber intrusions, reliable LEO connectivity plays a pivotal role in protecting assets and lives. LEO satellite solutions allow fleet owners to more effectively monitor safety threats and respond with greater speed. By delivering always-on connectivity that allows for real-time threat monitoring and rapid response to emergencies, LEO solutions enhance crew safety and minimize revenue loss that can result from safety incursions.

Intelsat and OneWeb: A Unified Approach to Maritime Connectivity

As the maritime industry continues to digitize, Intelsat’s FlexMaritime LEO delivers the robust, ubiquitous, reliable connectivity fleet owners need to navigate an increasingly complex and competitive global maritime landscape.

FlexMaritime LEO combines the high speeds and low latency connectivity of Eutelsat OneWeb’s LEO network with Intelsat’s managed services and support to deliver a complete and unparalleled maritime connectivity solution for maritime operations.

With Intelsat’s FlexMaritime LEO, ship operators gain access to robust network coverage, ultra-high-speed download connections of up to 100 Mbps, and upload speeds of up to 10 Mbps even in the busiest shipping zones. Ultra-low latency performance of ~70 milliseconds enables faster application response times for sensitive applications. As a managed service, FlexMaritime LEO is backed and supported by Intelsat's 60-plus years of experience providing satellite and connectivity solutions to ships at sea.

This article is sponsored by Intelsat. For more information visit intelsat.com/maritime.

 

India has finalized a new round of international partnerships aimed at strengthening its shipbuilding sector and the launch of its first domestic polar research vessel. It is part of the declared strategy of Indian Prime Minister Narendra Modi to make India a powerhouse in international shipbuilding.

During an official visit to Norway this week time to coincide with the Nor-Shipping Conference, India’s Minister of Ports, Shipping and Waterways Sarbananda Sonowal held talks with Japan’s Minister of Infrastructure and Transport Terada Yoshimichi. On the agenda of the meeting was deepening maritime ties between India and Japan. The two ministers reviewed the progress of a possible partnership deal between Indian and Japanese shipyards.

Sonowal expressed India’s interest in leading Japanese shipbuilding companies such as the Imabari Shipbuilding, JMUC, Kanagawa Dockyard, and Mitsubishi Heavy Industries to explore joint ventures and collaborative arrangements with Indian yards.

He also attended the signing of a Memorandum of Understanding (MoU) between the Kolkata-based Garden Reach Shipbuilders and Engineers Limited (GRSE) and Norway’s Kongsberg Maritime. This partnership is critical as GRSE embarks on the design and construction of India’s first-ever polar research vessel. Kongsberg, a maritime technology specialist company, will provide design expertise for developing the research vessel.

“Japan’s expertise in shipbuilding and ship repair is well recognized, and I see a great scope for collaboration in this area. We also invite Japan’s Big Three maritime companies, NYK Line, Mitsui O.S.K. Lines, and K Line, to explore joint ventures and investment opportunities in India’s growing maritime sector,” stated Sarbananda Sonowal.

Japan has been engaged in railway infrastructure development with India but now is interested in the maritime sector. Mutual collaboration in shipbuilding and training of seafarers is welcome, commented Yoshimichi.

Imabari Shipbuilding is already looking into a greenfield investment in India’s Andhra Pradesh state. In February, Imabari’s President Yukito Higaki led a high-level delegation to meet Andhra Pradesh Chief Minister N. Chandrababu Naidu, where the two parties discussed potential investments in shipbuilding.

Last year, Andhra Pradesh finalized a maritime policy, which is offering incentives for the creation of yard infrastructure. The state has adopted a cluster-based approach, zoning off land in specific port areas for allocation to shipbuilding and ship-repairing companies. The land may be provided for a long-term lease (30-60 years) at a nominal rate.

In a roundtable with the Norwegian Shipowners’ Association (NSA), Sonowal called for the owners to consider investing in India’s maritime sector. The minister recognized that Indian shipyards currently hold 11 percent of NSA’s order book. “We request for further expansion of orders, including leveraging on India’s ship breaking credit note scheme.”

India has already made strong inroads into the Norwegian shipping community building for example the autonomous barges for ASKO Maritime, a division of a Norwegian grocery chain. In April, India’s Udupi Cochin Shipyard delivered the first dry bulk vessel, Wilson Eco 1, to the Norwegian Wilson Ship Management. The vessel is the first in a series of six 3,800 DWT cargo ships, which Wilson ordered at the yard in June 2023.

India has also been courting the South Korean shipbuilding industry encouraging partnerships and development of yards in India. Major shipping companies including CMA CGM, Maersk, and MSC Mediterranean Shipping Company have also been courted with proposals for ship repair and shipbuilding at India’s yards.
 

The Trump administrate has reported begun to review the names of U.S. warships as part of an effort to “align” with the president and secretary of defense’s objectives of reestablishing the "warrior culture,” according to a leaked memo from the Pentagon. First in the effort, the reports are saying, is the renaming of USNS Harvey Milk, a John Lewis class replenishment oiler named for a slain gay rights activist and elected San Francisco supervisor who became a symbol of the gay community after his 1978 murder.

The website Military.com was first to report on the leaked memo and the story has now been confirmed by major news outlets including CBS News and Reuters. The initiative is reported to be coming from the office of the Secretary of Defense, ex-Fox reporter Pete Hegseth. Navy spokespersons only confirmed that any renaming would be announced “after an internal review.”

The stories are saying that preparations are underway for the renaming, although they were unable to learn the new name of the USNS Harvey Milk. Reports are saying the Secretary of Defense planned to announce the changes on June 13. Military.com writes the timing is intentional to make the announcement during the Pride month celebrations in the U.S., which is dedicated to celebrating the contributions of the gay community.

Milk served in the U.S. Navy during the Korean War in the early 1950s. According to his official bio, he was however effectively booted from the Navy in 1955 after questions arose about his sexual orientation. He was elected as an openly gay San Francisco supervisor in 1977 and was outspoken before he was murdered in San Francisco City Hall on November 27, 1978, along with San Francisco Mayor George Moscone, by an ex-supervisor named Dan White.

The Navy decided to name the new class of oilers after prominent civil rights leaders and activists. The class is still under construction, although the Navy has published names for the additional ships. CBS is reporting that in addition to Harvey Milk, renaming is under consideration for two vessels named after U.S. Supreme Court Justices, USNS Thurgood Marshall and USNS Ruth Bader Ginsberg, as well as USNS Harriet Tubman named for an abolitionist leader and others including USNS Dolores Huerta, USNS Lucy Stone, USNS Cesar Chaver, and USNS Medgar Evers. 

CBS spoke with former Speaker of the U.S. House of Representatives and San Francisco resident Nancy Pelosi who called the rumored action “shameful” and “vindictive.” Reuters is quoting U.S. Senate Minority Leader Chuck Schumer as calling the actions “disgusting” and “blatant discrimination.”

Trump and Hegseth have both called for restoring the focus on warfighting and promising to rid the military of all DEI efforts (diversity, equity, and inclusion). Hegseth also ordered the military to stop marking celebrations such as Black History Month and to purge DEI references from all areas ranging from libraries to materials and programs.

The Navy has rarely renamed active vessels. It has a long tradition of naming vessels after elected officials and prominent veterans and people in society as well as geographic locations. In 2023, the Navy renamed two vessels, USS Chancellorsville and USNS Maury, as part of a Congress-directed effort at removing names associated with the Confederacy during the U.S. Civil War. It also took the names of Confederate generals off military bases, which was reversed by the Trump administration in March. 
 

[By: Nor-Shipping]

Nor-Shipping, in partnership with YoungShip International, has crowned Alisha Fredriksson, CEO and Co-Founder of pioneering carbon capture company Seabound, winner of the Nor-Shipping 2025 Young Entrepreneur Award.

Fredriksson collected the accolade yesterday evening in Oslo, triumphing over a high quality shortlist featuring Kvasir Technologies’ CEO Joachim Bachmann Nielsen, Fabian Fussek, Co-Founder and CEO of Kaiko Systems, and Josephine Le, Founder of The Hood Platform.

Fredriksson now joins a prestigious list of former title holders, all of whom were under 40 at the time of winning, such as Cristina Aleixendri of bound4blue, Value Maritime’s Christiaan Nijst, Tor M. Østervold of ECOsubsea, Brim Explorer’s Espen Larsen-Hakkebo and Agnes Árnadóttir, Tuomas Riski of Norsepower, and Boyan Slat of The Ocean Cleanup.

Visionary impact
Sidsel Norvik, Director, Nor-Shipping, congratulated the Seabound CEO on her achievement, noting: “Alisha represents the very best of the next generation in ocean leadership—visionary, driven, and wholly committed to making a real-world impact. Her work at Seabound is not only innovative, but deeply aligned with the core Nor-Shipping 2025 theme of #Future-Proof. We’re incredibly proud to recognise her in Nor-Shipping’s 60th anniversary year.”

Erlend Holberg, Secretary General of YoungShip International, adds: “Alisha’s selection is a testament to the impact she’s already made, and the potential she has to shape a more sustainable and resilient maritime future. The calibre of candidates this year was outstanding, so for Alisha to stand out speak volumes about her achievements. She embodies the type of leadership we need more of - solutions-focused, inclusive, and unafraid to challenge the status quo.”

Rapid progress
Fredriksson has quickly achieved acclaim within the industry after co-founding Seabound in 2021 with the mission to tackle one of maritime’s most pressing decarbonisation challenges - exhaust emissions. Under her leadership, the climate tech company has rapidly developed and deployed onboard carbon capture systems, starting in 2023 with successful sea trials capturing up to 80% of CO? emissions on a 3,200 TEU container ship. In an innovative twist, Seabound has also demonstrated the viability of transforming vessel emissions into solid limestone for reuse. Fredriksson’s work has earned her spots on the Forbes 30 Under 30, MIT Innovators Under 35, and the Women In Change Awards lists.

Nor-Shipping 2025 is taking place now in Oslo and Lillestrøm, with a packed activity programme running through to 6 June. More than 50,000 global decision-makers are expected to participate, with around 1,000 exhibiting companies showcasing the very latest innovations, products and services in the maritime and ocean industries.

[By: Volvo Penta]

Initially developed for the marine commercial sector, this new Volvo Penta IPS electric range includes five drivelines, aimed to deliver enhanced efficiency, precision and flexibility while reinforcing Volvo Penta’s commitment to productivity, safety, and sustainability.

A New Chapter in Electric Marine Propulsion
The Volvo Penta IPS Electric (E) range is a powerful complement to the hybrid electric (H) solutions introduced earlier in 2024. Together, they offer customers a broad selection of 'fit-for-purpose' solutions tailored to diverse operational needs and duty cycles.

In this new, fully electric marine propulsion offer, the electric motor is directly coupled to the Volvo Penta IPS driveline and available in twin, triple, or quadruple configurations. This opens possibilities for a broader range of vessels to harness the core benefits of the Volvo Penta IPS system – such as Electronic Vessel Control (EVC), forward-facing propulsion, and outstanding maneuverability.

“We have built up strong expertise based on 20 years of efficient operation with more than 40,000 Volvo Penta IPS drivelines in operation, as well as recent successful market pilots in marine electrification,” says Anna Müller, President of Volvo Penta. “Our aim with this new range is to deliver a plug and play electric propulsion solution, keeping the uniqueness of our core competence, but also designed to scale together with 3^rd party integrators.”

A Leap in Efficiency
Among the most notable benefits of the Volvo Penta IPS solution is its forward-facing efficiency, which pulls the vessel through water, rather than pushing it. When paired with electric motors, this delivers a high-performance, zero-emissions solution for a wide range of operational profiles.

Further efficiency gains can be realized by the system’s responsive acceleration, tight turning radius, superior grip, and precision control. For operators, the result is more silent and smooth journeys with minimal environmental impact.

The all-new electric (E) propulsion range
Starting in Q4 2025, Volvo Penta will roll out the IPS900E (up to 515 kW), followed by models like the IPS650E (up to 374 kW). The aim is to electrify all five drivelines in the Volvo Penta IPS range, targeting power outputs from 220 kW to 1.1 MW per driveline – scaling up to 4.5 MW for quad installations.

The complete electric range will include full ‘helm-to-propeller’ functionality, maintaining the maneuverability and control that define the Volvo Penta IPS experience. This includes Volvo Penta’s Electronic Vessel Control (EVC) system, with premium features like Joystick Driving, Dynamic Positioning System, Autopilot, and Assisted Docking.

Operators will benefit from a fully integrated Human-Machine Interface (HMI) that enables seamless drive mode selection and system monitoring via the Energy Management System (EMS). Available modes include Pure Electric, Hybrid Electric, and Hybrid Fuel, enabling ease of operation and a seamless experience at the helm.

The Power of Plenty
Volvo Penta offers a full range of marine generator sets, both fixed and variable speed, serving as the primary energy source or battery-extending support.

These onboard gensets can deliver power on demand of the electric driveline as well as enable redundancy, balance running hours and prolong service intervals. If one generator is offline for maintenance, others seamlessly take over, enhancing reliability. This ‘power of plenty’ approach boosts productivity and maximizes uptime.

A Scalable Ecosystem
Volvo Penta aims to deliver scalable, standardized solutions for integration with a range of qualified 3^rd parties. The company will work with qualified partners to deliver a fully integrated electric solution combining the power of Volvo Penta IPS electric propulsion packages with the Energy Storage System (ESS), potential marine gensets, DC grid infrastructure and the Energy Management System (EMS).

Volvo Penta also has proven capabilities in-house. Through its subsidiary, ZEM, there is the ability to provide a complete hybrid or fully electric configuration, including electric propulsion, potential marine generator sets, the ESS, and EMS.

“We believe our new electric marine propulsion range will be a winning combination – uniting the efficiency of Volvo Penta IPS and qualified integrators’ expertise. We look forward to groundbreaking collaboration to bring this game-changing marine technology to life,” concludes Anna Müller.”

[By: Wärtsilä]

Wärtsilä Gas Solutions, part of technology group Wärtsilä, has been contracted to supply a regasification module for Höegh Evi, a global leader in marine energy infrastructure. The module will be installed onboard the LNG carrier Hoegh Gandria to convert the vessel to a high-capacity floating storage and regasification unit (FSRU). The order, booked by Wärtsilä in Q1 2025, further strengthens Wärtsilä’s market leading position in LNG regasification systems.

When converted, the Hoegh Gandria will be deployed in the port of Sumed, Egypt. It will supply the Egyptian Natural Gas Holding Company with up to 1,000 mmscf/day of peak LNG regasification capacity, making it a critical part of Egypt’s diversified and flexible energy infrastructure.

“We are very familiar with Wärtsilä’s regasification solutions and appreciate their quality and reliability. This vessel will act as a floating import terminal and will play an important role in supporting Egypt’s diversified energy system. Given the critical nature of the project, we needed a partner with proven technology and a highly efficient solution. Wärtsilä fully met all our requirements," comments Øivin Iversen, Chief of Projects in Höegh Evi.

The Wärtsilä equipment is scheduled for delivery in Q2 2026. The conversion of Hoegh Gandria will be completed in Q4 2026.

“Höegh Evi is a market leader in floating storage and regasification units and Wärtsilä Gas Solutions has been supplying them with regasification modules for some 20 years. This long-standing partnership not only underscores our commitment to innovation and excellence in the energy sector but also aligns with Wärtsilä's strategic goals of enhancing solutions for decarbonisation," says Kjell Ove Ulstein, Director Sales & Marketing, Wärtsilä Gas Solutions.

[By: BASS]

Closelink GmbH, a maritime technology company specialising in marine lubricant procurement, and BASS Software, the leading global provider of maritime ERP cloud solutions, have successfully completed an integration between their platforms.

The connection enables data sharing, allowing shipping companies to manage marine lubricant procurement with greater speed, accuracy, and efficiency.

The integration was fast-tracked to support the smooth onboarding of a new Closelink customer. To avoid disruption during the implementation, both teams worked closely together to deliver a fully operational system integration to the mutual customer in just a couple of weeks. The current setup will leverage BASS’s generic adaptor, which enables data exchange with external platforms—a key component of BASS’s framework which supports broader third-party integrations.

The newly completed integration enables two-way data exchange between BASSnet Fleet Management Systems’ planned maintenance and procurement software and Closelink’s lubricant-specific planning and ordering platform. The connection eliminates the need for manual data transfer, streamlining the entire lubricant procurement process from requisition creation to order optimization and supplier confirmation.

“The ability to exchange data instantly between the two systems is essential,” said Philippe Lavarde, Managing Director at Closelink. “It offers the speed and visibility that the customer needs to respond to operational demands with confidence and without delays”.

A fully connected workflow
Closelink’s platform brings transparency and automation to lubricant procurement, helping teams manage demand, plan deliveries, place orders, and track performance, all in one place. By automating data collection from various sources and providing actionable insights, Closelink empowers procurement teams to make faster, more informed decisions. 

“Maritime operations are more connected than ever, and integrations like this are key to delivering real value,” said Per Steinar Upsaker, CEO & Managing Director of BASS Software. “BASSnet is the best-in-class, advanced software to streamline fleet-wide purchasing and logistics with end-to-end visibility. We’re proud to work with Closelink to enhance our scalable and integrated solution and support smarter, more connected fleet management for our customers worldwide. Our customers will gain significant value from this seamless integration to drive greater efficiency.”

Built to support growth
The integration offers a foundation for all BASSnet users looking to optimize their lubricant procurement. BASSnet’s scalable ERP environment supports large, complex fleets and makes it easy to onboard new vessels while extending access to tools like Closelink. As the maritime industry accelerates its digital transformation, such integrations provide a proven path to roll out best practices in procurement across entire fleets.

 

The shipping industry is rushing to build new capacity in Vietnam as the country works to expand its role as a manufacturing base competing with China. Two international players, CMA CGM and DP World, are highlighting their investments to build new capacity focusing on internal logistics with new river – sea transport operations.

Vietnam has already successfully positioned itself as a cost-effective alternative to China and now looks to leverage the Trump administration's efforts to reign in China by presenting itself as a strong alternative. Reports are that Vietnam was quick to open tariff negotiations with the Trump administration. South Vietnam, home to the Mekong Delta Key Economic Region and the Southern Key Economic Region has become a driver for Vietnam’s manufacturing and export economy.

One of the challenges is internal infrastructure. The government has been calling for developing inland waterway transportation as a means of linking the manufacturing areas and ports. 

DP World currently operates the Saigon Premier Container Terminal in Ho Chi Minh City with an annual capacity of 400,000 TEU and the only RoRo port in the south. It announced a new partnership with VIMC Lines, one of the units of Vietnam National Shipping Lines. They said the program known as the Mekong Express will enhance connectivity between the key economic regions in the South.

The companies mark the launch of the new Megong Express river service at the end of ay. Hey will be operating two trips per week combining river and sea routes with the ability to move hundreds of containers per week, including reefers. 

“DP World is committed to building an integrated, seamless supply chain ecosystem in Vietnam – an increasingly important market in the Asia Pacific region as well as globally,” said Glen Hilton, General Director of Asia Pacific for DP World. “With the Mekong Express, we are meeting the demand for an efficient and reliable service. This transport route will contribute to promoting economic development not only in the Southern region but also throughout Vietnam.”

The companies highlight that the water route is significantly shorter reducing an approximately 230-mile trip to 125 miles. Travel time for containers will be reduced from 48 hours to 15 hours. The service connects to Cai Mep Port and Cai Cui Port. They are also exploring extending it to the port operations of DP World and VIMC at two locations in Saigon. 

CMA CGM announced last month its planned investment to expand port operations to the north of Vietnam. The company has also signed an agreement with Gemadept, a key logistics and port operator in Vietnam, to establish a new joint venture, Green River Transport. It will operate the previously announced electric barge that CMA CGM is building for transport in Vietnam. The new joint venture will manage transport in the Mekong Delta. 

The barge is due to enter service in 2026 and it will be powered by a charging station being built at the Cai Mep port near Ho Chi Minh City. It is the country’s main container gateway. CMA CGM highlights that it operates 29 weekly maritime services from Vietnam.

Nike has agreed to be the first customer of the new electric barge service. It will use the service for its logistics flow between its Vietnam manufacturing locations and the Gemalink container terminal.
 

[By: Speedcast]

Speedcast, a leading communications and IT services provider, announced today that the company has partnered with Antamedia, a provider of advanced on-premise and cloud-based network management solutions, to integrate its Enterprise WiFi Hotspot and Digital Guide Hospitality software in the latest release of Speedcast’s SIGMA™ intelligent network management platform. The integration supports new end-user features and functionalities now directly available in the latest SIGMA expansion – enabling enhanced staff, crew and guest connectivity, improvement of daily operations, and provision of access to essential services in remote environments.

Speedcast recently announced enhancements to SIGMA, including a new architecture, evolving the platform to address the modern-day challenges of visibility, control, compliance, and security required to manage distributed edge environments at scales not previously possible. The new architecture provides the backbone for the SIGMA marketplace, offering managed containerized or virtual machine deployments of applications that customers can leverage for their digital operations.

As an anchor application in Speedcast’s SIGMA marketplace, the integration of Antamedia’s Enterprise-grade WiFi Hotspot solution delivers added internet control, service access, payment features and a self-service portal that works across different environments. The fully managed solution can be deployed at scale for high-volume operations and relieves the remote site operator of any administrative burdens and monthly commitments, while Speedcast manages and provisions all aspects of individual usage and connectivity. The new SIGMA marketplace application augments Speedcast’s existing proprietary and third-party WiFi Hotspot management solutions, expanding the company’s suite of options under its Launch Internet service. Customers can select between platforms based on remote site needs, including scale of deployments, management, monitoring and analytics requirements, along with marketing-related capabilities. 

This deployment adds a managed internet access layer that gives offshore energy, maritime vessel and cruise and ferry operators, along with mining and construction camp managers, full control over how staff and guests use onsite connectivity. The system allows for the creation of varying internet plans, enforces data quotas and speed limits, and supports user identification through vouchers, PMS credentials, SMS verification, or other login methods. The software is cloud-managed and hosted as an application on Speedcast’s SIGMA platform, easily allowing centralized configuration and real-time monitoring across different locations.

“Today, reliable internet connectivity is essential, especially for our customers operating in remote locations,” said Dee Schwalb, Chief Product Officer at Speedcast. “Managing usage and providing connectivity for staff, contractors and guests is an increasing burden on IT. Partnering with Antamedia as one of our SIGMA anchor tenants was an obvious choice. Their technology serves as an enhancement to the portfolio of remote staff, guest and crew welfare solutions that we offer and meets a critical need for our customers. Now, with Antamedia integrated into our SIGMA platform, we’re helping our customers streamline operations and simplify processes, all within a single, unified solution that is deployable at scale for high-volume operations.”

Antamedia provides advanced on-premise and cloud-based network management solutions, complete with integrated tools for digital marketing, user billing, and secure access control. Trusted by more than 50,000 customers, including telecommunications providers, ISPs, hospitality brands, and government institutions, Antamedia’s product suite includes Enterprise WiFi Hotspot, CRM, Cloud Kiosk, Internet Café software, and the Digital Guide for Hospitality.

Speedcast will debut the enhanced, next-generation SIGMA platform at Nor-Shipping 2025, held June 2-6 in Oslo, Norway, beginning with a celebration event at the Speedcast stand #B05-33 on Tuesday, June 3 at 3:00 p.m. Speedcast technical and commercial experts will be on site, providing demonstrations of the platform. Additionally, Speedcast will be discussing how the upgraded architecture brings the power of edge intelligence to maritime operations during a session on Future-Proofing Your Fleet as part of the Digital Ship Forum at Nor-Shipping. The session takes place Wednesday, June 4 at 12:15 p.m. in the Thon Hotel Arena. 

[By: DNV Maritime]

Classification Society DNV awarded Approval in Principle (AiP) certificates to Hudong-Zhonghua Shipbuilding (Group) Co., Ltd. (Hudong-Zhonghua) for three innovative new vessel designs. The AiPs highlight the ongoing collaboration between the two organizations and reinforce their shared commitment to supporting the continued development of Chinese shipbuilding and the maritime industry’s low-carbon transition and technical advancement.

The three AiPs represent the continuing advancement of Hudong-Zhonghua Shipbuilding in key shipping segments, to meet the global demand for energy as well as the more efficient transport of goods through alternative fuels. The new certificates not only validate these latest designs, but reflect the value of long-term collaboration between the Hudong-Zhonghua Shipbuilding and DNV, building on innovations in designs for large LNG carriers, ammonia transports, and LCO2 carriers, among others.

The AiP certificates were presented for:

• A 102,000 m³ NO96 Very Large Ethane Carrier (VLEC)
• A 174,000 m³ ice-strengthened Liquefied Natural Gas Carrier (LNGC)
• An 8,000 TEU LNG-fueled container vessel

Øyvind Pettersen, Head of the Technical Centre China at DNV Maritime, commented: “Chinese shipyards like Hudong-Zhonghua are operating at the forefront of the global maritime transformation. Across the industry there is continuing demand for vessels that utilize new fuels, more advanced systems, and fully integrated digital capabilities – and we are proud to help deliver these advances. At DNV are very proud that Hudong-Zhonghua Shipyard has again chosen us to cooperate on these exciting and innovative projects. We look forward to deepening this long-lasting and productive partnership as we work to enable new designs that are practical, cost-efficient, environmentally friendly, and continue to push shipping safety forward.”

As China’s shipbuilding sector has developed over the past years, DNV has taken extensive measures to build up its competence in China and make it available to the local industry. These include dedicated teams for tankers, bulkers, alternative fuels, and most recently container vessels in Shanghai, to support both owners and yards as they navigating the complex transition toward more sustainable, efficient and technologically advanced vessel construction and operation.

An Approval in Principle (AiP) is an independent evaluation of a concept based on a predefined framework of requirements. It confirms the feasibility of the design and ensures there are no significant technical obstacles hindering its implementation.

Photo caption: Handover for the 174,000 m³ ice-strengthened Liquefied Natural Gas Carrier (LNGC) at the CSSC stand: (from left) Martin Cartwright, Global Business Director for Gas carriers at DNV, Lu Xinwei, Vice General Manager of CSTC Special Ship Division, Zhang Heng, Vice Director of Business and Sales Department in Hudong-Zhonghua, Song Wei, Chief Technical Officer of Hudong-Zhonghua, Øyvind Pettersen, DNV Vice President and Head of Technical Centre China, Geir Dugstad, Technical Director, Classification at DNV, Jason Liu, Regional Business Development Manager, Greater China at DNV, Dong Hai, Area Offshore Technical Manager Area China South at DNV.

[By: Foreship]

Ship design and engineering company Foreship has been working with Royal Caribbean on the $100 million amplification of Allure of the Seas, culminating in the recently completed drydock phase.

Foreship’s multi-disciplinary team worked in close coordination with Royal Caribbean from the planning phase in late 2023 onwards, with personnel in the yard on project management duties until the new-look ship’s redelivery in April 2025.

In between, Foreship has been providing the naval architecture, risk assessment, basic design work, piping and cabling engineering services, documentation for class and contractor coordination that turn owner amplification ambitions into ship-shape solutions.

Tasks have included designing a new steel structure in the forward part of the ship to accommodate additional cabins, and structural design to support new water slides.

Foreship has also taken care of work involving the installation of Ultimate Abyss - a 10-storey dry slide at the aft of the ship that is already featured on other Oasis-class ships. With a 100ft drop between decks 16 and 6, the exhilarating ride required new pillars under Boardwalk on Deck 6 to take the additional load.

In less visible work, Foreship has taken responsibility for modifying the piping, electrical cabling, and other systems that Allure of the Seas needs to support new attractions, including whirlpools and fountains and a remodeled pool deck.

“We have been working with Royal Caribbean for over a decade across multiple major assignments, including their newbuilding and refurbishment work and we are delighted to add the amplification of Allure of the Seas to our Royal Caribbean projects,” said Daniel Grönroos, Senior Project Manager, Foreship. “Our job is to provide the planning, design, engineering, and project management services to help Royal Caribbean deliver phenomenal holidays.”

[By: Kongsberg Maritime]

Kongsberg Maritime today announced the launch of its new Continuous Emissions Monitoring System (CEMS). This advanced system lets shipowners and operators effectively monitor and control vessel emissions, ensuring compliance with increasingly stringent environmental regulations and optimising fuel efficiency.

Kongsberg CEMS uses innovative sensor technology to provide accurate and continuous measurement of key greenhouse gases, including CO?, CH?, SOx, NOx, and CO. Unlike traditional calculation methods based on fuel consumption monitoring, CEMS offers a comprehensive and real-time analysis of exhaust emissions from all combustion sources, allowing informed decision-making for decarbonisation strategies.

"Ship owners need to comply with upcoming regulations that are tightening, year by year. The key to future proofing vessels is emissions monitoring, and Kongsberg CEMS delivers the reliable data from sensor to cloud that our clients demand,” says Randi Østern, Senior Project Manager at Kongsberg Maritime

Kongsberg CEMS is fully integrated with Kongsberg Maritime’s K-Chief vessel automation system which automates emissions data through a unified interface. This reduces manual effort, minimises errors, and enhances overall operational efficiency. The modular design of CEMS ensures easy installation on both existing vessels and newbuilds. Integration with K-Chief also means diagnostic support can be done remotely with full cybersecurity protocols in place.

With real-time monitoring and analysis, Kongsberg CEMS also helps owners and operators identify opportunities for operational improvements and cost savings. The system provides timely maintenance alerts, ensuring the accuracy of emissions data and reducing the risk of non-compliance.

Backed by Kongsberg Maritime’s global support network, CEMS offers a powerful tool for shipowners to navigate future environmental regulations and secure the long-term competitiveness of their fleets.

[By: Kongsberg Maritime]

Kongsberg Maritime will supply a comprehensive equipment package for four new offshore construction vessels (OCVs) to be built at Cosco Nantong for Norwegian offshore services provider Sea1 Offshore. Kongsberg Maritime and Sea1 Offshore will also collaborate on a study to accurately assess emissions reductions achieved with Kongsberg’s equipment.

The equipment package includes K-Pos dynamic positioning systems, integrated control and navigation systems, battery hybrid DC electrical systems, as well as all main propulsion and thruster units.

"Our integrated systems will enhance vessel efficiency and significantly reduce emissions,” said Ottar Ristesund, VP Sales Offshore at Kongsberg Maritime.

He added: “We are collaborating with Sea1 on an in-depth benchmark study to assess emission reductions of the many individual measures incorporated into the design and our deliverables. This insight may increase the awareness of the efficiency potential of operations as well as provide insight into future vessel designs.”

The battery-hybrid DC power and propulsion system allows for single-engine usage for most of the vessels’ operational time. The high-capacity shore connection, battery system, and Energy Control System, allow for zero emission operation during port stays and loading procedures.

The energy management system incorporates energy flows from the 250t hybrid electric crane, gangways and ROV, ensuring high energy efficiency. It also captures regenerative power and balances the use of batteries with variable speed engines, whether running on diesel, biodiesel, or methanol.

The new OCVs will enjoy improved safety and energy efficiency thanks to the Kongsberg K-Pos dynamic positioning systems with permanent magnet motors on all her azimuth thrusters.

[By: Britannia P&I Club]

This week Britannia P&I Club is hosting its annual Academy providing Members with a deeper understanding of the Club.

Taking place from 2 to 6 June at Britannia P&I’s London office, the week-long programme of education, insight, and networking is designed exclusively for the Club’s Members and provides a comprehensive introduction to the Britannia Group and all aspects of P&I and FD&D insurance.

Running for over 25 years, the Academy is aimed at people who are relatively new to the P&I industry. This year’s event sees 46 delegates from 30 of the Club’s Members representing 16 countries taking part. The week features a series of expert-led sessions covering a broad range of topics, including underwriting, claims, loss prevention, people risks, sanctions, sustainability, and salvage.

In addition to the educational programme, a full schedule of social activities is planned for the week. Delegates will have opportunities to network with Britannia Group staff and each other during hosted lunches and dinners, a guided tour of the iconic Lloyd’s building, and an evening at a West End theatre show.

“The Britannia P&I Academy offers an excellent introduction to the P&I sector and insight into how the Britannia Group operates, all in a welcoming and informal setting. It’s a valuable opportunity for Members to deepen their understanding of both the market and their Club, build connections with Britannia P&I colleagues, and enjoy a rewarding experience,” said Andrew Cutler, CEO of the Britannia Group.

Denmark was a pioneer in the development of the offshore wind farm energy sector more than 30 years ago and now it has issued the first permits to extend the service life of some of the farms. The decision comes at a critical time as several wind farms are facing the expiration of their original 25-year licenses.

The Danish Energy Agency approved the extension of the electricity production permit for the Samsø Offshore Wind Farm by ten years. When the Samsø Offshore Wind Farm was established in 2002, the electricity production permit was limited to 25 years. After that, the wind turbines had to be removed by the plant owner, Wind Estate. The ten-turbine park with a total capacity of 23 MW can produce electricity equivalent to the electricity consumption of 20-25,000 households.

"With this decision, Samsø Offshore Wind Farm can continue to produce green electricity rather than being dismantled and decommissioned. It is gratifying for the green transition and sustainable from a resource perspective, as long as the plant can continue to operate in a responsible manner,” said Deputy Director Stig Uffe Pedersen, Danish Energy Agency.  

The Samsø offshore wind farm the agency notes is almost 25 years old, and it has therefore been important to ensure that the plant's structures can withstand continued production. Wind Estate provided an independent analysis of the remaining service life to the Danish Energy Agency. In addition, the plant owner has agreed to carry out an extended service inspection annually.

The granted permit will allow the offshore wind farm to produce electricity for another 10 years until 2037.

“There are several older offshore wind farms around Denmark that are also approaching their final expiration date. In the coming time, the Danish Energy Agency will assess whether those wind farms can also continue to operate responsibly,” notes Pedersen.

The Danish Energy Agency is currently processing applications for an extension of the electricity production permit for the Middelgrunden offshore wind farm, Rønland offshore wind farm, Nysted offshore wind farm, and Horns Rev 1 offshore wind farm.

The older farms are smaller which has challenged some of them to remain economically viable. In the Netherlands, Google recently signed an agreement with Shell to buy the electricity from a nearly 20-year-old wind farm. It was pointed out that the private purchase agreement made it possible to extend the life of the wind farm
 

How can the global energy grid keep pace with fast-growing demand from new data centers supporting artificial intelligence (AI) and cloud computing? Nuclear energy and coastal waters offer a potential answer.

The potential for floating nuclear-powered data centers is explored in depth in the latest industry-leading research from ABS and Herbert Engineering.

Pathways to a Low Carbon Future Floating Nuclear Power Data Center details design considerations for a floating data center that would use large river estuaries or coastal waters as a heat sink for both servers and small modular reactors (SMR) onboard a purpose-built barge.

“The intersection of new nuclear technologies and rapidly growing AI capabilities represents a generational opportunity to power humanity’s future. As demand for data centers increases, moving them offshore and powering them with on board nuclear energy could mitigate certain risks and reduce the strain on local grids,” said Christopher J. Wiernicki, ABS Chairman and CEO.

The study provides ABS and the industry with important insight into heat and energy management for both servers and reactors, weight distribution, structural considerations, and other design features for floating nuclear power data centers. This will assist the identification of design issues that will inform future Rules development.

The report builds upon previous ABS and Herbert Engineering research around marinized and offshore applications for nuclear energy, including Pathways to a Low Carbon Future Floating Nuclear Power Plant and Pathways to a Low Carbon Future LNG Carrier Nuclear Ship Concept Design.

ABS launched the industry’s first comprehensive rules for floating nuclear power plants in 2024. ABS Requirements for Nuclear Power Systems for Marine and Offshore Applications is available for download.
 

 

Australia has announced that it will extend its Pacific Maritime Security Program for the first time sending a patrol boat to an Indian Ocean nation. Australia has previously given patrol boats to 16 Pacific Ocean nations.

In the past five years, Australia has been donating Guardian-class boats to nations, as part of its defense initiative to boost maritime security in the South Pacific. Australia’s foreign policy has been focusing on the Pacific Ocean, but this is now widening to strengthen its influence in the Indian Ocean. The patrol boat to Maldives represents a key milestone in this shift.

Australian Defense Minister Richard Marles said the Guardian-class patrol boat will help the archipelago be better placed to protect its sovereign waters. In particular, the boat will enable Maldives to have a more persistent presence in its vast exclusive economic zone to deter, detect and disrupt illegal maritime activities. 

As an archipelago of low-lying islands, the country’s existence is severely threatened by rising sea levels, with the World Bank warning that by 2050, 80 percent of Maldives could become uninhabitable due to global warming.

The boat is currently under construction at Austal Australia and is due for completion in 2026. The Guardian-class patrol boats are 39.5 meters (130 feet) long and are designed to have the capability of traveling at a maximum speed of 20 knots and a maximum 3,000 nautical mile range. Each vessel can accommodate up to 23 people.

The Minister of Defense of the Maldives Mohamed Ghassan Maumoon, acknowledged the donations describing Australia as a mutual partner in the safety and security of the seas. He said the vessel was part of the country’s president, Mohamed Muizzu’s vision of doubling the strength of the Maldives Coast Guard.

In April, Turkey also donated its former TCG Volkan (P343) missile boat to the Maldives Coast Guard. This became the largest defense platform for the coast guard, whose fleet largely consists of patrol boats and landing craft. 

Australia is building a total of 24 vessels gifting them to 16 nations. The Guardian-class vessels are replacing the existing 22 Pacific Patrol Boats gifted to 12 Pacific Island countries between 1987 and 1997. The first vessel was delivered to Papua New Guinea in 2018 and last year number 21 went to Tuvalu and 22 was sent to Fiji.

Apart from gifting Maldives one of the boats, Australia will also gift a multi-beam echo sounder to the island nation. The hydrographic equipment will support the country’s capability to map its ocean floor, helping to ensure maritime safety and unlock economic development.
 

One of the biggest challenges facing European shipowners is the end-of-life resolution for ships. EU regulations limit how and where they can dispose of ships while environmentalists highlight the energy and lack of sustainability in the dismantling of old ships.

Norway has come together with an innovative solution that they believe establishes a circular value chain in which decommissioned ships are repurposed or “upcycled” into new build materials. Explaining the approach, they highlighted that steel should not be exported and melted down, but instead, it can be reused in Norway and Europe as new building material.

A partnership of Norwegian industry looks to create an alternative to the export of ships to Turkey, which currently holds the EU’s only large-scale ship recycling capacity. They highlight that seven Norwegian shipyards have developed EU-approved capabilities for decommissioning end-of-life ships and the upcycling of the material.

Höegh Autoliners is working with Nordic Circles for the national project which they report will “revolutionize the handling of decommissioned ships.” Applying the process without melting and exporting the material, they report will lower emissions by up to 97 percent.

As part of the agreement, Höegh Autoliners will send up to eight ships for recycling in Norway. They report the value of the agreement at NOK 1.3 billion ($128 million) with the first upcycling in 2026 to be conducted by AF Offshore Decom in Vats, Norway.

“With this agreement, we ensure sustainability from cradle to grave and lay the foundation for a new green industrial adventure in Norway,” said Sebjørn Dahl, COO of Höegh Autoliners. “We are extremely proud of that.”

The group highlights a strong and emerging opportunity for ship upcycling citing reports that a doubling of decommissioning assignments is expected driven by new climate regulations and an aging fleet. Norway, they note, has the fifth largest merchant fleet by value and when including the EU’s share, they foresee the potential to address 45 percent of the world’s merchant fleet.

 

The NTSB concluded that the loss of a towboat off the Louisiana coast in May 2024 was due to the vessel being overwhelmed during a sudden, severe storm. While the crew of the towing vessel Baylor J, Tregre was unable to maneuver in an attempt to save the vessel due to overwhelming towline force, the report also highlights the lack of an emergency release and some issues with the vessel that might have accelerated its loss.

The towboat, which was built in 1997 and 67 feet long, was towing a 260-foot long barge loaded with a production platform and helideck bound for an offshore site. They had departed Houma, Louisiana, but due to the height of the platform were required to sail offshore instead of the Gulf Intercoastal Waterway.

It was midday on May 13 with the vessel approximately 60 miles from its destination. The weather was good with 3 to 4-foot seas and wind of 9 to 13 knots. The crew had checked weather reports and was receiving information from its shoreside office. They had a report of possible thunderstorms. The tow was traveling and 4 to 5 knots.

The mate was navigating when he observed a storm forming and made changes to the course but the line of thunderstorms appeared to shift to a circle and the wind began to intensify “at a very quick rate.” It was possibly hailing but they never determined if a waterspout had formed. The captain and mate later estimated for investigators that the winds could have been 85 to 100 mph (74 to 87 knots).

The vessel was losing speed and had started to heel. The mate was attempting to reposition the vessel but as the situation quickly deteriorated the vessel was heeling at 45 degrees. They had lost sight of the barge in the storm but it had moved alongside the towboat with the crew later reporting the line was taught “like a banjo string.” The captain ordered the mate to turn the barge loose. He attempted but reported to the captain it was impossible. The NTSB highlights in the report that the vessel did not have an emergency release and none is required under the regulations. Even if the mate had been able to reach the controls in the doghouse, it required the winch engine to be running, which it was not.

The captain was attempting to change the heading but by then the port quarter of the towboat was underwater. They believed the starboard rudder and propeller were out of the water. They made a distress call and moments later the vessel lost electrical power and the engines stopped running. Seas were now 6 to 7 feet.

The crew had to climb out of the tilted wheelhouse and one deckhand fell into the water. The others had to follow as the vessel sank. The self-deploying liferaft worked and they were eventually able to make it to the raft. The emergency beacon was also located and the Coast Guard was able to rescue the four crewmembers, although one suffered minor injuries.

When the towboat was recovered, the NTSB reports some of the fiddley blowers on the second deck were missing and might have contributed to the flooding. Also, some of the sealing gaskets were found deteriorated on the exterior doors.

The casualty, which resulted in $2 million in damages, they attributed to the overwhelming towline forces during the storm and the inability to complete an emergency release of the barge. The heeling became unrecoverable for the vessel.
 

 

Rising tensions between Iran and the United States are casting a shadow over the Middle East region. GCC nations in particular are concerned that commerce will be disrupted should a breakdown in the Omani-mediated talks between the United States and Iran have a military fallout.

Reports suggest that the critical closing stages of negotiations have reached a stalemate, with the normally reticent Omani Foreign Minister Sayyid Badr Al Busaidi acknowledging that while progress has been made obstacles remain. The sticking point in the negotiations appears to revolve around uranium enrichment, which Iran wishes to continue at the 3.67 percent level needed for civil purposes, but which the United States wishes to see ended completely. Amongst solutions to the impasse being discussed is the idea that Iran could carry out processing in a third country, under International Atomic Energy Agency (IAEA) oversight. During its many years of conducting nuclear inspections in Iran, the IAEA has by in large maintained its reputation for probity and impartiality.

However, with the negotiations at a critical juncture, the IAEA has published a report requested by its Board of Governors which describes work that Iran has attempted to hide from IAEA inspections.  Iran’s covert nuclear weapons development agency SPND has apparently conducted work at three undeclared sites (Lavisan-Shian, Varamin, and Turquzabad) to perfect nuclear weapon trigger devices, and has also built up a 408kgs stock of 60 percent enriched uranium, sufficient with limited additional processing to build nine nuclear weapons and a stockpile not needed for any civil purpose. If its Board of Governors endorses the report, then the IAEA could refer Iran to the UN Security Council as being in breach of its non-proliferation obligations. This in turn could oblige Britain, France, and Germany to re-impose snap-back sanctions even before U.S.-Iranian negotiations have reached a dead-end.

With the IAEA report coming at a critical point in the negotiations, but with Iran arguably already breaching Israel’s declared red-line prohibition on nuclear weapons development, President Donald Trump has urged Israel not to attack. Trump believes success in the negotiations is still possible, and that this would remove the risks of resorting to warfare. On his recent trip to the Gulf, Trump was urged by all Arab leaders to discourage attacks on Iran, for fear of disturbing the status quo and the collateral consequences for the region. 

How Iran should now proceed has evidently divided the Iranian political leadership. Hardliners around the Supreme Leader, amongst whom are the commanders of the Islamic Revolutionary Guard Corps (IRGC), have urged that no concessions be made in the negotiations, arguing that Iran’s defenses are strong enough to resist an Israeli attack, and with some now maintaining that it is acceptable within Islamic teaching for Iran to proceed with the development of low yield nuclear weapons. For hardliners, an Israeli attack would be survivable and justification for completing the deployment of nuclear weapons.

Opposition to the hard-liners’ stance is led by the reformist President Masoud Pezeshkian. It is probable that President Pezeshkian’s desire for a successful end to the negotiations, which would see an easing of sanctions and hence an easing of the current economic crisis, was reinforced in his visit last week to Sultan Haitham of Oman, who is determined to see the negotiations end fruitfully and tensions reduced in the region.

While at this delicate stage of the negotiations, the hardliners are being bombastic, the reformists are anxious to avoid providing any provocation or excuse for the talks to be abandoned. This posture is very evident in the current deployments of Iran’s regular armed forces, who tend to align with the moderate reformist faction, whilst the IRGC makes up the hardliner core.

This alignment is apparent in the current deployments of Iran’s regular Navy (Nedaja). Besides having withdrawn its flotilla which hitherto had maintained a constant presence in the Red Sea and Gulf of Aden, the bulk of the Nedaja remains in port in the Bandar Abbas Naval Harbor. Coastal defenses have not as one might have expected at a time of tension been reinforced, and the Nedaja currently has no known flotillas out on long-range patrol - again, contrary to what one might expect, with both a U.S. and a UK carrier strike group in the region. Of their principal ships, only one operational frigate, a Hengam Class logistic ship, and the sole operational Kilo Class submarine are missing from their home base in Bandar Abbas. But that still leaves the IRGC Navy able to cause trouble further afield, for example by threatening the U.S. Naval Support Facility on Diego Garcia.

 

 Bandar Abbas Naval Base June 2
(Sentinel-2/CJRC, subject to imagery resolution limitations)

1.     Moudge Class frigate
2.     Alvand Class frigate
3.     Moudge Class frigate
4.     Alvand Class frigate
5.     Kilo Class submarine in dry dock, with probable second Kilo under cover in dry dock alongside
6.     2 x Sina or Kaman Class fast attack craft
7.     Intelligence collector IRINS Zagros (H313)
8.     Hengam Class landing ship IRINS Larak (L512) in floating dry dock
9.     Bandar Abbas Class logistics vessel IRINS Bushehr (K442)
10 and 11.   Hengam Class landing ships IRINS Tonb (L513) and Lavan (L514) 
12.   2 x Hendijan Class auxiliaries
13 and 14.   Total of 4 x Delvar Class auxiliaries
15.   2 x Kaman or Sina Class fast attack craft
16.   Probably 2 x Hendijan Class auxiliaries
17.   Ghadir and Nahang Class midget submarines
18.   Kilo Class submarine missing from its normal berth
19.   Probable Fateh Class medium submarine
Bandar Abbas Naval Base outer harbor:  Forward base ship IRINS Makran (K441) 

 

Even if the United States and Iran can agree on nuclear proliferation matters, the United States and Israel still want the current negotiations to also introduce limitations on Iran’s development of ballistic and cruise missiles, and on Iran’s IRGC-led regional expansionism. Iran still retains a powerful long-range ballistic and cruise missile fleet, and the IRGC’s response to the reverses suffered by the Axis of Resistance in Syria, Lebanon, and Iraq will be to regroup and covertly try again.  So these are more highly-charged issues that the indefatigable Omani meditators will strive to see resolved before a successful conclusion to the talks can be landed.