Wednesday, February 25, 2026

Report: Maritime Cyberattacks Doubled in 2025

Hacked: Iranian satcom provider Fanava was penetrated by cyber threat group Lab Dookhtegan, which used its access to target dozens of tankers (Fanava file image)

The prevalence of maritime cyberattacks doubled in 2025, according to Korean security firm Cytur, led by an explosion of malware and distributed denial of service (DDoS) incidents. Some of the most concerning examples involved a high-level penetration of the shoreside supply chain, giving the attackers useful information about systems (or even remote access) at a fleet level. Others extended to worst-case scenarios: destroyed equipment, hacked ECDIS chart systems, and remote control of ballast valves.

Hackers are getting better at targeting shipping, Cytur's report shows, and they have a reason: money. Access is the same as ever - exploiting unwitting crewmembers via phishing emails; breaching unprotected public wifi used by the crew; or sneaking aboard via a hacked USB drive, whether by bribing a crewmember to use the drive or by accident. But Cyber threat actors are finding more ways to monetize vessel information, whether by encrypting it, holding it hostage and demanding a ransom from the operator, or by stealing it and selling it to third parties on the Dark Web.

Illicit items found for sale online include voyage logs, cargo manifests, ship design schematics and the personal information of the crew, according to Cytur. Often the operator will pay to avoid having their internal records released: one common ransomware attack involves encrypting the ship's Planned Maintenance System (PMS), forcing the operator to pay in order to recover the voyage's logs. Ransomware attacks and data theft are often found in high-traffic regions, like Asian waters and major hub ports, Cytur said.

Another common form of attack is distributed denial of service (DDoS), a brute-force swarm of automated activity that swamps a network and crowds out legitimate traffic. Hackers may hijack vulnerable onboard routers and other IT infrastructure, then use it to send so many requests that it overwhelms the capacity of the ship's satcom connection, temporarily rendering the ship unable to exchange messages with the home office.

More concerning, though, are hacks targeted at disabling or hijacking ship systems. The "Lab Dookhtegan" ("sewn lips") attack on Iranian tonnage last year was a concerning example. The threat group systematically targeted an Iranian satcom provider, Fanava, to carry out an attack high up the digital supply chain for Iran's state-owned fleet of tankers. After penetrating Fanava, Lab Dookhtegan obtained fleetwide control over ship to shore VOIP services, making it harder for the vessels to communicate with the home office or with port officials.

While in possession of access to the ships' networks, the Lab Dookhtegan group stole corporate documents belonging to Iranian state firms NITC and IRISL, then released them online. When done with its access mission, it destroyed the ships' modems by overwriting partitioned memory; physical replacement of the hardware was required.

Another advanced supply chain attack occurred in October, when Japanese radar and ECDIS builder Furuno was hit by ransomware. The hacking threat group, known as Rhysida, stole Furuno's internal data and threatened to release it; meanwhile, it encrypted the firm's data, disabled backup servers and demanded payment. The attack temporarily interfered with service, updates and parts shipments for Furuno.

Most concerning may be hacking attacks on operating technology (OT), like engine control systems and ballast water systems. Cytur warned that the remote access communications protocols baked into equipment electronics - used by OEM troubleshooting teams to remotely diagnose errors and make changes - remain a vulnerability. If a hacker could remotely control engine output, or ballasting, the results could be catastrophic.

Going forward, Cytur anticipates that AI agent-assisted attacks will become more prevalent, and that this year will be the beginning of an era of "autonomous attacks" with largely or fully AI-directed hacking campaigns. This will de-skill cyber crime, opening up the door to a larger number of would-be hackers, the consultancy predicts.

"The incident data from 2024 and 2025 proves that maritime cybersecurity is no longer an ‘option’ but a matter directly linked to a vessel’s ‘right to operate,'" said Cho Yong Hyun, CEO of Cytur.

From Sea to Sky

Satellite Service Providers Lift the Maritime Industry into the New Space Age

KVH file image — File image courtesy KVH

(Article originally published in Nov/Dec 2025 edition.)

Nestled within the aptly named Post Office Bay on Galapagos' Floreana Island sits a relic of analog communication.

A barrel beckons visitors to pitch in their unstamped postcards in the hopes that a passer-by bound for the addressed location retrieves the epistle and ferries it to its destination. If, say, you were a tourist from Palm Beach, Florida and you found a missive to Miami in the barrel, you might take it with you and hand-deliver it to the addressee upon your return home.

The contrivance harkens back to the eighteenth century when northbound English whalers on their way to Alaska's bountiful seas might drop off mail bound for home and pray that mariners headed for the Atlantic might pick it up – a process that might take weeks or months.

The invention of the telegraph in 1837 dramatically sped up maritime communications, reducing the time it took a message to cross the Atlantic to less than a day. Now, thanks to satellites, communications at sea across nearly the entire planet move at light speed, whether for emergency alerts or daily correspondence.

The number of satellites has increased exponentially in recent years due to the rapid growth of mega-constellations like Starlink and Eutelsat's OneWeb. These networks provide broadband Internet from Low Earth Orbit (LEO), the orbital shell some 100 to 1,200 miles above Earth.

LEO satellites complement traditional connectivity enabled by networks of L-band satellites and VSAT (Very Small Aperture Terminal) antennas. Many L-band satellites sit in geostationary orbit 22,236 miles above Earth. This distant vantage allows satellites to see nearly half the planet at once, making them useful for communications and monitoring. Latency is high, however, challenging real-time interactions. That's where LEO mega-constellations, much closer to Earth, offer an advantage.

HYBRID CONNECTIVITY

Maritime providers around the world are helping shipowners take advantage of both next-generation and legacy satellite services with streamlined, multi-orbit solutions.

While combining them can seem confusing, companies like AST Networks simplify the process. In November, the U.K.-based company launched MODULA, a modular, pay-as-you-grow connectivity approach combining LEO, GEO, cellular, backup and safety services in a single managed solution.

Sally Hubble-Button, Global Corporate Communications Manager, explains, "Operators can choose the capabilities they need today and expand as their requirements evolve. Paired with AST's LinkBox – an intelligent routing device with a lifetime guarantee – MODULA ensures seamless network switching, cost-control and reliable connectivity – no matter where in the world you are."

Together, MODULA and LinkBox deliver a scalable, future-ready solution for shipowners.

Hybrid connectivity also strengthens the reliability and redundancy of communications for shipowners. Denmark-based Cobham Satcom's SAILOR XTR VSAT platform works across multiple frequency bands and satellite orbits including GEO, Medium Earth Orbit (MEO) and LEO, allowing use of high-throughput satellite networks like Inmarsat and THOR 7.

As a result, says Søren Egholm, Senior Vice President of Product Management & Marketing, "Vessels maintain consistent access to critical business and safety systems as well as connectivity for crew welfare, even in congested or remote maritime zones." For their part, satellite service providers have embraced third-party device integration as it helps future-proof shipboard systems and reduce operational downtime.

Intellian, the world's largest manufacturer of VSAT antennas for the maritime industry, is also enhancing safety and connectivity through optimized, integrated solutions. The South Korean company recently commercially launched its Iridium Certus® GMDSS Systems along with its compact and enterprise flat panel antennas including OW10HM and OW11FM.

"Designed to fully leverage the power of Iridium Certus Global Maritime Distress and Safety System (GMDSS)," states Jon Harrison, Vice President & Head of Sales for Europe, the Middle East and Asia (EMEA), "Intellian's complete, state-of-the-art C200 and C700M GMDSS Systems provide truly global coverage for the vessel, even in polar regions."

Both systems have received the Marine Equipment Directive Wheelmark and U.K. Marine Equipment Regulations Red Ensign approval. The C700 GMDSS System is the market's only one designed to harness the Iridium Certus 700 service. In a single terminal, it delivers Iridium GMDSS, Long-Range Identification and Tracking (LRIT) and Ship Security Alert System (SSAS) alongside dependable L-band connectivity for business data and voice services.

Intellian CEO Eric Sung adds, "These two new solutions reflect that deep market knowledge, combining our expertise with the power of Iridium Certus GMDSS to deliver safety systems that the maritime community can trust."

MANAGING CYBERSECURITY RISKS

As reliance on both satellites and digitalization grows across the maritime industry, cybersecurity is gaining urgency.

"With this increased volume of bandwidth comes a heightened cybersecurity risk," says Tore Morten Olsen, President of Maritime at Marlink, "the impact of which continues to grow as more maritime users are connected and higher volumes of data are transferred."

While the resilience, cybersecurity and anti-sabotage capabilities of satellite infrastructure are the operator's responsibility, satellite service providers can build maximum operational resilience for end users through innovations to terminal technology. These make use of a combination of L-Band, VSAT and flat panels across LEO, MEO and GEO orbits to maximize data speeds, efficiency and safety.

With its multi-orbit, multi-band technology, Intellian provides its customers the ability to maintain service continuity even if one specific network is targeted or compromised. The company's XEO Series allows customers to switch between Ku-band and Ka-band services from just one antenna without manually changing the RF feed while the V240MT antenna system enables alternating between MEO and GEO networks and between the C-, Ka-, and Ku-bands.

Intellian's Wideband Global Satcom naval antenna, ARC-M4 Block 1, takes things a step further as the first tri-band antenna to provide simultaneous X and MIL Ka-band service. "This capability is the single most powerful tool a customer has to mitigate a geopolitical or cyber attack," says Jon Harrison.

France-based Marlink provides a complete portfolio of cyber tools to help owners proactively prepare for, manage and respond to problems like jamming, GPS spoofing or geofencing of satellite services due to local regulatory regimes. Olsen explained that as part of upgrades to its Eik Teleport, an early maritime satellite communications receiving facility opened in Norway in 1976 to serve oil platforms in the North Sea, the company created Marlink Lab. The simulation facility lets shipowners sandbox adverse situations and develop strategies to enable their employees and crew to quickly respond to risks.

ROBUST SOLUTIONS

To ensure continuity of service in a threat-prone environment, shipowners are seeking robust solutions, which companies worldwide are developing.

A representative of Rhode Island-based KVH Satcom explains, "We see a growing demand among our customers for assistance in managing network and IT operations aboard vessels, especially as many fleets face resource challenges both in simply managing day-to-day onboard operations and the expanding array of cybersecurity regulations."

KVH's network solutions, like its CommBox Edge Secure Suite's Intrusion Prevention System, block harmful traffic in real-time by leveraging industry-leading cybersecurity and proactive monitoring technologies including Cisco Talos and Cisco Snort. KVH also offers a cybersecurity compliance program, which helps its customers maintain compliance with key industry regulations and training requirements.

As of 2021, in accordance with the IMO's Guidelines on Maritime Cyber Risk Management Resolution MSC.428(98), all shipowners must incorporate addressing cyber risks as part of their overall safety and security practices.

Cobham Satcom is also tackling cybersecurity issues across the maritime satellite communications ecosystem all the way from onboard terminals to ground segments and space. The company is continuously making hardware and software enhancements to SAILOR, its L-band maritime satellite terminal that uses the Iridium Certus network, and Sea Tel, which offers television at sea.

"On the cyber side, our engineering and product teams continuously implement security upgrades that protect against unauthorized access, malware injection and data interception," notes Søren Egholm. "This includes encrypted control channels, secure firmware updates and secure boot processes that help ensure the terminal cannot be manipulated or hijacked."

Spoofing and jamming of Global Navigation Satellite System (GNSS) signals are another set of threats Cobham Satcom is addressing. This kind of disruption can severely impact connectivity by preventing a ship's satellite terminal from locking onto the right satellite. The company is designing antennas and software to maintain tracking accuracy, resist external interference and enable continued operations even under challenging signal environments.

"The goal is not only to protect against deliberate cyberattacks or electronic warfare," Egholm adds, "but also to ensure continuity of service during periods of geopolitical instability, when connectivity becomes a mission-critical asset."

NAME OF THE GAME

As the world becomes more complex and unpredictable, enhancing resilience to both digital and RF (radio frequency)-based threats is crucial to maintaining secure and stable communications.

While the odd Galapagos tourist can live on a prayer and hope that their postcard will serendipitously reach its destination, shipowners cannot afford to leave things to chance. Today, speedy and uninterrupted communications spirited securely between sea and space are the name of the game.

The opinions expressed herein are the author's and not necessarily those of The Maritime Executive.

DetentionTrackr Launches AI-Powered Global Detention Intelligence Platform

[By: DetentionTrackr]

DetentionTrackr has officially launched, as a new maritime intelligence platform centralising global Port State Control (PSC) detention data, into real?time, actionable intelligence to drive greater efficiency and strategic decision-making across the industry.

In February, 72 vessels were detained across global ports, with 164 detentions recorded since the beginning of 2026 globally. Despite consistent enforcement activity, detention information remains fragmented across regional authorities.

“DetentionTrackr delivers a unified AI-driven view of active vessel detentions, enriched with detailed ownership and management intelligence,” said Thomas Cox, Co-Founder of the platform. “It represents a new category of maritime intelligence, transforming how the industry understands and responds to detention events.”

The platform aggregates live detention data and enhances each report with information including:

Detailed vessel profiles
Inspection and detention history
Ownership structure and beneficial owner mapping
Ship owner/manager identification and contact information
Structured risk context

Active detentions are monitored every hour. Resolved cases are archived within the system to support contextual benchmarking and fleet analysis.

The platform is designed for:

Ship managers seeking fleet benchmarking visibility and competitor performance insights
Charterers assessing detention exposure prior to fixing vessels
P&I clubs monitoring operational and compliance risk
Technical suppliers responding to machinery, safety and deficiency-related detentions
Maritime service providers addressing urgent operational gaps
Port agents requiring early awareness of detained vessels within their regions
Riding squads mobilising crews to rectify deficiencies and restore compliance

“PSC data is public but operationally fragmented,” said David Holly, Co-Founder at DetentionTrackr. “We built DetentionTrackr to transform dispersed inspection records into structured, actionable intelligence; empowering maritime professionals to make faster, more informed decisions.”

DetentionTrackr is now available for commercial subscription.

The products and services herein described in this press release are not endorsed by The Maritime Executive.

Philippine Divers Release Video of Search for Remains Inside Lost Ferry

PCG servicemembers recover another body from the water at the wreck site, February 21 (PCG)

The Philippine Coast Guard's salvage divers continue to conduct dangerous and difficult search-and-recovery work at the wreck site of the Trisha Kerstin 3, the ferry that capsized and sank off Basilan in late January. The confirmed death toll from the sinking has risen to 65, and Philippine leaders have demanded accountability - even prosecution - for those responsible for the vessel's final voyage.

Over the weekend, divers recovered another body from the wreck - the remains of crewmember Rodolfo Cabilan Jr., a resident of Bohol. Cabilan was found in the interior of the vessel, on the car deck, the PCG said. The victim's father, Rodolfo Cabilan Sr., confirmed the deceased's identity by his belongings, according to Bohol Monitor. (As the weeks have passed since the sinking, deterioration has made identification of victims and disposition of their remains more challenging.)

Initial estimates of the number of personnel on board turned out to be flawed, as the passenger manifest contained inaccuracies. After consolidation and tallying of all available information, the PCG and its interagency partners believe that there were 293 survivors, 65 known victims, and 14 people who remain unaccounted for. Relatives and survivors claim that there may be even more missing.

The PCG has pledged to continue the search effort through all compartments. Video footage released by the agency's technical diving group shows the difficult, dangerous, and eerie conditions at the site. The rescue divers are tasked with entering and searching passenger berthing compartments filled with debris, with just a few feet between the tops of bunks and the overhead - a risky location to enter while burdened by bulky gas tanks and restricted by a limited supply of air.

The investigation into the loss of the ferry is well under way, and more than a dozen public officials have been dismissed from their posts for allowing the operator to continue running vessels in allegedly unseaworthy condition. Last week, Philippine Sen. Raffy Tulfo asserted that operator Aleson Shipping Lines and the crew of the Trisha Kerstin 3 should face murder charges for setting sail on the casualty voyage. Survivors have claimed that some of the life vest storage compartments were locked, and many survived by clinging to improvised floatation - even potato chip bags, in one well-publicized story. Some survivors claim that the vessel was already operating with a list at the time of its departure, and was overloaded; initial indications appear to confirm that the ship was carrying more than its rated capacity, according to senior investigators with regulator MARINA.

China's Maritime Militia Was More Active Than Ever in 2025

Professional maritime militia units in the South China Sea (file image courtesy Philippine Coast Guard)

China's militia of military-trained fishing crews spent more time deployed in the South China Sea than ever before last year, according to CSIS' Asia Maritime Transparency Initiative. In a new report based on satellite imaging, AMTI detailed the movements of identifiable maritime militia vessels near 12 reefs, and found that the sustained Chinese presence in sensitive areas of the region numbers in the hundreds of vessels - every day.

Nearly half of the activity occurred at Chinese-claimed Mischief Reef and Whitsun Reef. Mischief is occupied by China and has been built up into a massive military installation, used for staging operations throughout the Spratly Islands. Satellite images of the lagoon at Mischief Reef from September 2025 show a remarkably large presence at the anchorage, including flotillas of dozens of vessels rafted together. Four times in 2025, the accumulation of Chinese fishing vessels at this shoal alone exceeded 200 trawlers. In parallel to the buildup at this location, the number of fishing vessels at Fiery Cross Reef - another Chinese mega-base - has virtually vanished.

Whitsun Reef, just 50 nautical miles to the west of this Chinese base, is undeveloped and claimed by the Philippines; it has been the site of repeated mass gatherings of Chinese maritime militia trawlers over the years.

The deployment patterns in the western Spratlys complemented the movements of the China Coast Guard at other, more hotly-contested features. The CCG showed record activity near Scarborough Shoal in 2025, but was not accompanied by many maritime militia vessels at that location; instead, the fishing fleet focused its efforts elsewhere.

AMTI divides the maritime militia into two categories: the "Spratly Backbone" fleet of subsidized commercial fishermen, with secondary training as militiamen; and the professional full-time militia vessels, which are fewer in number but have higher capability for paramilitary missions. According to the think tank, the shift of the Spratly Backbone vessels to Mischief Reef - away from the hottest action in the area - is effectively a demotion for the largest component of the militia.

"[The relocation] likely reflects the diminishing value of the Spratly Backbone fleet to China now that the international community knows they are not legitimate fishers, as well as the overriding focus on sustaining persistent CCG and professional militia operations around Scarborough and Sabina [Shoals]," AMTI concluded.

China Blocks Exports to 20 Japanese Companies and Puts 20 on Concerns List

Mitsubishi Shipbuilding — Mitsubishi's shipbuilding along with others including JMU were listed (file photo)

In the latest sign of rising tensions between China and Japan, China’s Ministry of Commerce announced export bans on 20 leading Japanese companies and placed an additional 20 companies on a “List of Concerns.” Japanese officials quickly responded, demanding a lifting of the restrictions, which it called “intolerable,” as it lodged a “strong protest” with Beijing.

Tensions have been rising as China continues to expand its territorial claims, with spats between the two sides over uninhabited islands used as fishing grounds. China has also objected to the reports that Japan was committed to raising military spending to two percent of gross domestic product in 2026. Many in the Japanese government have said the country must modernize its military in response to Chinese efforts. Last November, Japanese Prime Minister Sanae Takaichi also told parliament that Japan might have to respond if China attacks Taiwan.

In taking today’s steps, Chinese officials cited Japan’s efforts to enhance its military strength. The Chinese Foreign Ministry referenced “national security” and its “international obligation of non-proliferation.” The Commerce Ministry took it further by saying Japan was trying to “remilitarize” and referencing “nuclear ambitions.”

Japan has commercial nuclear power, but its post-World War II Constitution contains provisions long interpreted to block military use of nuclear weapons. It also restricts nuclear ships. Japan’s Defense Ministry, however, in 2025, made remarks about “next-generation power sources” for its submarines and other combatants.

Under the restrictions launched today, Chinese companies or companies dealing with Chinese technology are immediately banned from exporting any items that can be deemed to have “dual-use,” i.e., repurposing from commercial to military purposes. The list is 20 of Japan’s leading industrial companies, including Mitsubishi Heavy Industries Shipbuilding, along with several other divisions, as well as divisions of Kawasaki and IHI involved in aerospace, Japan Marine United Corporation, and others.

The second listing is companies that China said it has concerns that they could repurpose dual-use items, and that the companies could not be verified. Exports or international companies doing business with these 20 companies now have to submit a risk assessment and provide a “written commitment that the dual-use items will not be used for any purpose that would enhance Japan’s military strength.” This includes dealings with Subaru, FUJI Aerospace Technology, ITOCHU Aviation, Sumitomo Heavy Industries, Nissin Electric, and others.

Experts highlight that China would likely include exports of rare earths and metals that could be used in electric vehicles as well as missiles. They note that China briefly restricted similar exports to Japan 16 years ago.

After filing its official protest, Japanese officials said the country would consider its “necessary responses.”

China and Hutchison Condemn “Illegal Takeover” of Port Terminals

Port of Balboa container terminal Panama — AMP reports it is stabilizing operations at Balboa and will progressive resume container handling (US Embassy file photo)

The Hong Kong Government and CK Hutchison condemned the actions of the Government of Panama, saying they would seek legal recourse after Panama took possession of the terminals in Balboa and Cristobal and signed new operating contracts with Maersk and Mediterranean Shipping Company (MSC). Hutchison confirmed that its subsidiary, the Panama Ports Company, has ceased operations.

Hutchison asserts that the representatives of Panama “made direct physical entry into the terminals,” saying they “arrived without invitation.” It further asserts that representatives of the Panama Ports Company were locked out of the terminals. Media reports in Panama said employees were told they could not speak with the Panama Ports Company, or they could be arrested. The government said it would guarantee full employment for the existing workers.

The actions came shortly after the Supreme Court of Panama published its final decision ruling the laws that established the concession and the 2021 extension were unconstitutional. The Government of Panama also signed rules freezing all the movable equipment and giving it and its representative the right to use the equipment to maintain the operations.

Container operations at both the port of Balboa and Cristobal were suspended pending the transition. The Panama Maritime Authority is overseeing the operations and said the suspension was temporary while new systems were implemented. It notes that bulk operations were continuing.

The Comptroller General of Panama moved quickly to sign new contracts with Maersk’s AMP Terminals to operate the Port of Balboa on the Panama side of the Panama Canal. A separate contract was signed with MSC’s Terminal Investments Limited (TIL) for the operations at Cristobal on the Atlantic side of the canal. The Comptroller said the actions were fundamental to strengthening the national port system, the country’s competitiveness as a regional logistics hub, and the generation of employment and investment.

The decision to separate the operations into two companies lays the groundwork for continued competition with the plan to award two separate long-term concessions. Panama previously stated that the operations would be separated with two operators in the future. They noted the two agreements also provide for two different operating models and that Panama would be following the operations as it works to define the long-term tender for the operations.

Each company has an 18-month contract, and it includes fixed payments for the management, operation, and maintenance of the terminals. AMP will be paying approximately $25.6 million, while TIL will pay approximately $16 million. The new contracts exclude the land, for which the government expects an additional $20 million annually in concession fees. Panama projects it will receive $100 million for the temporary operation of the terminals.

The Hong Kong Government issued a statement saying its executive “condemns this blatant act,” lodging a “strong protest” against the forced takeover of the two ports. It asserted that Panama’s actions “ignored the facts and violated contractual good faith.” It says the government's forced takeover “severely damaged the Hong Kong company’s legitimate rights and interests and undermined the spirit of the contracts.”

Hutchison is calling it the “culmination of a campaign by the Pamana State,” and that the actions were unlawful. The company said it would continue to consult its legal advisors regarding the ruling and forceful takeover, as well as the “purported termination.” It said it is reviewing all available recourse, including additional national and international legal proceedings against Panama and “third parties colluding” with Panama.

AMP issued an update on Tuesday, the day after the takeover, saying it had initiated a “stabilization phase” at the Balboa terminal. With the Panama Maritime Authority, it said they would be inventorying the containers in the terminal as well as the equipment, including cranes and technology systems. It said there would be a technical evaluation and a review of the cargo condition, with special attention to perishable goods.

The company said a new terminal operating system was being deployed. AMP reports operations will be “progressively reactivated” with the least possible disruption.

Panama Occupies Hutchison’s Terminals After Court Publishes Decision

Cristobal port terminal Panama — The Government of Panama moved to take over the terminal operations at the Panama Canal from CK Hutchison's subsidiary (US Embassy file photo)

The Supreme Court of Panama published its decision annuling the concession for the port terminals in Balboa and Cristobal to CK Hutchison, and immediately afterward, the Government of Panama moved to “occupy” both operations and take control of all of the equipment required to run the operations. The Government said in its statement that it will guarantee the operations of the ports until a new tender can be completed.

The publication of the decision in the court’s Official Gazette finalized its ruling that the law establishing the concession to the Panama Ports Company in January 1997 was unconstitutional. The court combined two suits into a single case and also declared the June 2021 25-year extension to be unconstitutional. It annulled the concession in a decision related to the management of national resources.

The government’s decree said the Panama Maritime Authority (AMP) would temporarily occupy the operations due to “urgent social interests.” The decree said AMP would determine the equipment required to maintain the operations, including cranes, vehicles, computers, programs, software, and other property, and take control of the property. It notes that it was not a definitive loss of ownership of the movable property. The government said it would also provide stability for the workers at the two ports.

Hutchison’s Panama Ports Company had predicted that the operations would be halted. It said Panama owned the land, but that all the equipment was its property. It had previously said that the government did not have a plan for the transition.

The government reported that a presidential advisor had met with the Panama Ports Company and notified them of the takeover of the facilities. It said the process would include the steps toward establishing two new concessions, which would take up to 18 months, and that there would e a different operator for each port.

Previously, it had been reported that Maersk’s AMP Terminals would operate the two port terminals located at each terminus of the Panama Canal, and the company confirmed its willingness to assist the government. Media reports today indicate that AMP will operate one terminal in the interim and that MSC’s Terminal Investments Ltd. (TiL) will operate the other terminal.

Hutchison had previously threatened to sue AMP if it attempted to take over the operations. Separately, it also said it would start arbitration with the International Chamber of Commerce. It did not publicly specify the amount of damages, but media reports in Panama are saying the company is seeking $2 billion. Late last week, a spokesperson for the Panama Ports Company said it had proposed negotiations with the Panama government.

Maintaining the operations at Balboa and Cristobal is critical to Panama. The two terminals handle nearly 4 million TEU annually, representing more than a third of the containers moved in Panama. The terminals also provide important services to vessels transiting the Panama Canal.

Chinese Ship Completes First Autonomous Docking and Cargo Handling

automated berthing operation — Zhi Fei with the automatic berthing system with suction cups to secure the ship (Qingdao Port)

Four years after having put what it said was the world’s first autonomous, electric container feeder ship into commercial service, Chinese officials report the ship successfully completed an autonomous docking procedure. It was the first time the vessel named Zhi Fei completed the autonomous docking procedure, with Chinese officials saying it improves efficiency and reduces the time and manpower needed for berthing.

The Zei Fei is a 300 TEU container feeder ship that entered commercial service in April 2022. It is approximately 110 meters in length. It was designed to operate in three different modes, crew-managed navigation, remote-controlled navigation from a shore station, or unmanned autonomous navigation.

The autonomous berthing took place at the Qingdao Port Terminal in Shandong Province on February 21. The autonomous navigation capability positioned the ship alongside the berth, and a vacuum-type automated mooring system using a form of suction cups adhered to the hull to secure the ship. The report said it took just 30 seconds to dock the ship, reducing the berthing time. The berth is also capable of autonomous loading and offloading with operations coordinated by an autonomous crane and autonomous trucks.

The ship is operated by Navigation Brilliance (BRINAV). It runs between Qingdao Port in Shandong Province and Dongjiakou. According to the reports, its longest single journey distance is 89 nautical miles, and it sails at speeds up to 12 knots.

BRINAV reports the ship completed 353 voyages transporting over 80,800 TEU last year. Since going into service, they report it has traveled more than 48,000 nautical miles, and the systems have made over 1 million independent decisions.

“Intelligent shipping is not merely about replacing human roles but also about making shipping safer and more efficient,” Jiang Haiying, chairman of Navigation Brilliance, told the Chinese media. “This is the essential path for China to transform from a major shipping nation to a strong maritime power.”

The company says the ship has operated with 30 percent fewer crewmembers than a conventional ship and decreased the risk of human error by 80 percent. It says it saves approximately $27,500 each month in operating costs.

To achieve autonomous operations, the company reports it had to overcome several key challenges. Because foreign radar brands are not available to China, it says it had to develop and improve domestic radar systems. This included developing “a series of wave active suppression algorithms to clear out the wrong data caused by its error or electromagnetic interference." It also had to make up for a lack of radar measurement accuracy and improve base station coverage for the 5G signal that connects the ship to the shore station. They worked with China Telecom, China Mobile, and China Unicom to adjust antenna orientation and optimize the network signal.

The ship operates on fully electric propulsion, which they noted is better suited for autonomous operations. It shortens response time and improves the accuracy of control. They also reported they were able to improve battery design to increase capacity to 80 to 90 amp hours beyond the traditional 50 amp hours.

The Zhi Fei is seen as a demonstration ship to advance the technology. The company looks to develop more autonomous systems and is also working toward ocean-going ships such as LNG carriers.

ILO, ICS and ITF Celebrate 20th Anniversary of Maritime Labor Convention

Joint statement from the International Labour Organization, the International Chamber of Shipping, and International Transport Workers’ Federation on the 20th anniversary of the Maritime Labour Convention

On the 20th anniversary of the Maritime Labour Convention, 2006, we jointly reaffirm our commitment to the principles and protections it embodies and recognise the profound impact it has had on seafarers and on global shipping.

The MLC consolidated and modernised around seventy maritime labour instruments into a single, comprehensive international framework. In doing so, it established enforceable minimum standards for wages, hours of work and rest, medical care, accommodation, repatriation and welfare, creating a clear and consistent global baseline for decent work at sea.

The adoption of the MLC was made possible through close and constructive tripartite cooperation between governments, shipowners and seafarers. That shared commitment ensured that the Convention is both ambitious in its protections and practical in its implementation across a truly global industry. This spirit of partnership has remained central to its continued strength and relevance.

Since its entry into force, the MLC has delivered tangible improvements in living and working conditions on board ships, strengthened compliance through flag and port state control, and provided a structured mechanism to address emerging challenges. Amendments adopted over the past decade enhanced financial security protections, supported seafarers in cases of abandonment and criminalisation, and reinforced safeguards in response to the Covid-19 pandemic and violence and harassment on board.

In a context of geopolitical uncertainty and climate transition which significantly affect shipping and seafarers, we reemphasise our shared resolve to ensure that the MLC remains robust and is fully implemented.

On this anniversary, we urge countries across the world to recognise seafarers as key workers. Protecting and advancing the standards of the MLC is essential for the dignity and welfare of seafarers and for the resilience and stability of global trade.

The products and services herein described in this press release are not endorsed by The Maritime Executive.

In South Korea, a New Push to Phase Out Foreign Workers in Shipyards

U.S. Navy officials tour HD Hyundai's yard in Ulsan. Korean reports indicate that the firm is looking to phase out guest worker labor (USN file image)

It is no secret that Korea's shipbuilders have a shortage of domestic labor, and have been recruiting immigrant workers from Southeast Asia and elsewhere to fill the gap. But the country wants to turn the corner and begin supplying its own labor pool domestically, especially as it is trying to win American orders for Korean-built tonnage under the "Make American Shipbuilding Great Again" partnership, as defined by the new White House Maritime Action Plan (MAP). The MAP envisions a role for legally-American ships built by allies, so long as foreign yards also invest in American capacity and construct follow-on vessels in the United States. Only Korea's "Big Three" firms have public strategies geared towards fulfilling that arrangement.

According to Business Korea, HD Hyundai - builder of the nation's Aegis-equipped warships - has plans to phase out its foreign immigrant workforce beginning this year. As each guest worker's visa expires, HD Hyundai will replace them with a Korean national, either a new entrant to the industry or an experienced yard worker. The policy aligns with a recent request from President Lee Jae-Myung to strengthen hiring of Korean nationals in Korean shipyards.

Korean workers offer a major advantage in that they do not have time-limited visa restrictions, which force guest workers to leave after gaining experience. The challenge lies in attracting young Koreans to the difficult labor of shipbuilding, and in convincing them to relocate to factory towns like Ulsan, HD Hyundai's home base; such locations are low on the list of desirable places to live for the new generation of workers, Business Korea reports.

Even if Korea's Big Three fully insource their labor needs for domestic yards, they will still have access to foreign labor through overseas holdings and partnerships. HD Hyundai has acquired a mega-shipyard in Subic Bay, near an abundant Philippine labor pool in the Manila metro area; it also has a new joint venture partnership with Cochin Shipyard in India, which recently secured a large boxship order from CMA CGM using Korean technology.

Zim Employees Return to Work as Union Reports Tentative Agreements

Zim containership in port — Zim's union reportedly reached an agreement clearing one hurdle toward the Hapag takeover (Zim file photo)

The union representing Zim’s Israeli workers has reportedly reached terms on a tentative agreement regarding employment, severance payments, and compensation after staging a strike that stopped port activity and work at the company’s headquarters. The union said a tentative agreement would be finalized between ZIM CEO and Hapag-Lloyd, and according to the news outlet Calcalist, it has total trust in Eli Glickman to honor the agreement.

The union had reacted to a lack of employment agreements and said it had not been consulted during the final phase of the negotiations. It asserted that of approximately 1,000 employees in Israel, only 120 would retain their jobs and that there was no consideration for the employees in the merger agreement. Last week, an initial strike of office workers had reportedly spread to Zim’s facilities in Haifa, Holon, and Ashdod. Media reports said the union was intent on barring Zim Chairman Yair Seroussi from entering the company’s facilities.

According to the report in Calcalist, Glickman and the unions agreed to terms that, in addition to the 120 employees to stay with the new ZIM owned by Israeli private investment firm FIMI, an additional 400 people will move to the Israeli headquarters that Hapag-Lloyd plans to establish.

Workers’ union chairman Oren Caspi and CEO Glickman also reached an understanding on several other key elements, reports Calcalist. Hapag-Lloyd is expected to allocate at least $300 million to finance severance payments for approximately 500 employees who will retire as part of the transaction, reports Calcalist. Employees will also receive a sale-related bonus, although its amount has yet to be determined, the outlet says, but the union will insist that the people moving to Hapag are permitted to first retire from Zim. The understanding they write also includes extending the collective agreement for an additional five years.

Employees began returning to work on Tuesday in Israel, while the report says Glickman will finalize the agreements with Hapag-Lloyd on Wednesday. Hapag had previously said it expected to provide for the Zim employees once the deal closed.

It removes one key sticking point in the lead-up to the completion of the merger agreement. However, as reported in the Israeli media, concerns are being raised about maintaining Zim as a national symbol and its ability to meet the terms of the Golden Share provided to the government. Zim has been viewed as a national asset critical to maintaining supplies during a time of war and for Israel’s survival.

FIMI CEO Ishay Davidi, however, asserted during government presentations on Sunday that the new company will be much stronger financially. He said it would be fully able to meet its obligations to Israel. He pointed out that Zim, in its 80-year history, has twice faced bankruptcy and has not been meeting the terms of the Golden Share.

Davidi has said the new company will have a modern fleet of 16 ships, no debt, and $700 million in equity, making it a strong player. He said it has FIMI’s assurances that it will meet the requirements of the Golden Share.

Hapag-Lloyd and FIMI need to receive approval from Israel’s Companies Authority, which administers the Golden Share. Calcalist reports the authority has already raised questions about the viability of the new Zim, which it says would be dependent on Hapag and international relationships. Members of the Israeli Knesset (parliament) reportedly also were skeptical during Sunday’s presentation to the Economic Committee.

Zim reports it is preparing its full presentation, which will be presented to the government, for approval of the sale. Hapag said when it announced the agreement that it expected the necessary approvals of regulatory authorities and ZIM shareholders by late 2026.

French prosecutor seeks penalty for Chinese captain in Russia shadow fleet test case

France’s crackdown on Russia’s 'shadow fleet' stepped up on Monday as prosecutors in the Breton port city of Brest demanded a one‑year prison sentence and a 150,000‑euro fine against the Chinese captain of the oil tanker Boracay for failing to comply with French Navy orders.

Issued on: 24/02/2026 - RFI

The Boracay, a tanker from Russia’s so-called “shadow fleet”, is seen in an aerial picture taken on 1 October 2025 off the western French port of Saint-Nazaire. AFP - DAMIEN MEYER

Jan van der Made

Chen Zhangjie, a 39-year-old ship captain, went on trial in Brest, north‑western France, on Monday for allegedly failing to obey orders from law enforcement when his ship, the Boracay, was intercepted by the French Navy last September. Chen did not attend the hearing in person but was represented by his lawyer, Henri de Richemont of the Richemont-Delviso law firm.

The case comes amid France’s intensified campaign to prevent sanctioned oil tankers from operating off its coast. In recent months, French authorities have seized two such vessels — the Boracay and the Grinch.

The Boracay, which has repeatedly changed name and flag, was suspected of belonging to the network of tankers used to move Russian oil in breach of Western sanctions.

On 27 September 2025, a French frigate requested permission to board the Boracay in international waters off western France to verify its flag status. The tanker was carrying Russian crude reportedly worth around $100 million, bound for India.

French soldiers walk on the deck on the tanker Boracay that allegedly belongs to Russia's so-called shadow fleet, Thursday, 2 October 2025, off Saint-Nazaire on France's Atlantic coast. © Mathieu Pattier / AP

French authorities had already been alerted by Benin that no tanker of that name was registered under its flag.

According to statements read out in court, Chen initially told the French Navy that the ship sailed under the Benin flag, but explained during police custody that the flag had not been flown because it was raining.

The prosecution described a pattern of “deliberate obstruction” and argued that the captain had delayed the boarding under the pretext of waiting for instructions from the Hong Kong‑registered shipowner.

Possible Wagner links

French naval commandos eventually boarded the Boracay without resistance from the 26‑strong crew. Among those on board were two Russian nationals employed by Moran Security Group, a Russian private security company which, according to French and European intelligence sources, provides protection teams to dozens of tankers in Russia’s shadow fleet.

One source – quoted by French press agency AFP – identified the “security crew” as Aleksander T. and Maksim D., adding that the latter was a former police officer who had worked for Russian mercenary group Wagner.

According to a “conformance certificate” published on the group’s website, it provides “maritime security, including armed security of the merchant fleet, vessels’ escorting, protection of sea ports” and other services. The certificate lists the group’s address in Belize, while it is certified by the “Russian Federal Agency of Technical Regulation and Metrology” based in Moscow.

Certificate issued by the “Russian Federal Agency of Technical Regulation and Metrology” © Screenshot Moran Group

In his statement, Chen said that he did not know what the two Russians were doing on the vessel and said it was “not common” to have such personnel on board.

He also indicated that Russian security staff had already been present during a previous voyage in July. The two men disembarked in Suez several days after the French boarding.

French prosecutors limited the case to the captain’s refusal to comply with orders. Allegations that the Boracay may have been linked to drone overflights near Danish airports in 2025 were not part of the charges, and no direct evidence has been made public to support that suspicion.

The judgment comes as the European Union is preparing a 20th package of sanctions against Russia, including measures aimed at tankers and maritime services that help Moscow export oil despite restrictions. France, which has already intercepted several suspected shadow‑fleet vessels in the Atlantic and Mediterranean, is pushing for a full ban on maritime services for Russian oil.

The Boracay now sails under the Russian flag as the Phoenix and was recently reported at anchor near the port of Rizhao in northeastern China.

The final decision of the court in Brest is expected on 30 March.

(With newswires)

France Starts Trial of Shadow Tanker Captain Charged with Disobeying Orders

sanctioned shadow tanker detained — Tanker detained for 15 days by Estonia in the spring of 2025 (Estonian Transport Authority)

A French court in Brest was due to begin the trial in absentia of the Chinese captain aboard the sanctioned shadow fleet tanker Boracay. France detailed the vessel in September 2025 to investigate its registration, and they allege the captain “failed to obey” orders from the French troops sent to interdict the vessel.

The tanker has been linked to shadow fleet operations dating back to 2022, and reports indicate it has made numerous trips between the Russian oil terminal at Primorsk and China. The UK sanctioned the ship in October 2024, and the EU followed in February 2025.

The ship has had a shadowy history of multiple names and reported flags, which led to Estonia detaining the tanker in May 2025 when it was identifying as the Kiwala. It was claiming a registry in Djibouti, which the Estonians said could not be confirmed. Djibouti, however, said it would give the ship a temporary flag to provide it time to find a new registry. Estonia also conducted a port state inspection, reporting 40 deficiencies.

In September, it showed up at the Russian terminal using the name Pushpa and claiming to be registered in Benin. There were also reports linking the tanker around the same time as one of three suspects in an incident with drones flying over Copenhagen Airport.

The French authorities stopped the ship off the coast near Saint Nazaire and ordered the ship to anchor. It ultimately complied, but France took that captain and first officer into custody and changed that they had not obeyed orders. The captain was ordered to stand trial, which was starting on February 23.

As the trial was due to start, Agence France Presse (AFP) is reporting that French authorities had discovered two Russians aboard the tanker when it was searched in September. One of them is reported to be a former police officer who had also worked for the notorious Wagner mercenary group. Both of them were working for the Moran Security Group, which AFP reports was started by former officers of Russia’s FSB security service.

Lawyers for the Chinese ship captain confirmed to AFP that the two Russians were on the tanker, saying they “represented the cargo.” The report also quotes sources that the two “security guards” were there to protect the vessel and ensure the captain followed orders “given in line with Russian interests.” There are also claims that they were gathering “intelligence.”

AFP reports that the lawyers were planning to challenge France’s jurisdiction to stop the tanker and detain the captain, a Chinese national named Chen Zhangjue. He will not be present in the court. They are claiming the ship was in international waters, and as such, the UN establishes jurisdiction as either the captain’s home country or the ship’s flag state.

As the Boracay/Pushpa likely did not have a flag state, the situation is further complicated. The ship had also previously claimed Gambia and Malawi. After claiming Benin, it is now shown as registered in Russia.

France released the ship after a few days, and it reappeared in 2026 using the name Phoenix or Feniks. Its registered owners are shown as a company in the Seychelles. The last AIS signal shows the tanker having arrived in China after another trip from Russia.

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