Connecting Opportunities: The Power of Integrated E-Navigation

Smarter shipping: NAVTOR's digital ecosystem unites on- and offshore teams, putting shipping companies in complete control

Published Mar 12, 2026 1:49 PM by NAVTOR

 

Timo Essers, e-Navigation Director at NAVTOR, looks at how seamless system integration can empower a new age of control, efficiency and competitive advantage.

In the real world, everything is connected.

Ecosystems thrive not because of one constituent part, but because of everything working together as one. The same is true for society, politics and economics. There is a complex fabric of interlocking threads that, when woven with care, create strength. Try and pull apart the connections – disrupt the balance - and, as we’re all painfully aware, systems unravel.

It’s a simple fact that you have to consider each piece to solve a puzzle, connecting with intelligence to reveal the big picture. In short, integration, not isolation.

Understand that and you unlock success. Here at NAVTOR, it’s a foundational philosophy.

Firm foundations

NAVTOR was the very first maritime technology player to introduce a true digital ecosystem.

From day one we’ve worked to create a secure, unified digital environment where data can be automatically captured, from a multitude of sources, and seamlessly shared. The ecosystem can then thrive, giving birth to connected solutions that support and feed into one another – delivering that rare ‘big picture’ understanding.

NavStation proves the point.

NavStation: putting everything navigators need at their fingertips

Complete solution

NavStation is NAVTOR’s next generation e-navigation platform. This intuitive solution is as easy to use as an ECDIS but offers so much more. Whereas ECDIS is fundamentally a route-planning tool, NavStation is designed for complete passage and voyage planning, supporting navigators by consolidating large amounts of navigational and regulatory data, processing it automatically, and presenting it in user-friendly, industry?compliant voyage plan formats and reports. This streamlines tasks, simplifies compliance and allows navigators to focus on what they do best - safe and efficient navigation, not time-consuming administrative tasks.

It is the essence of smart shipping made easy. And the advantages don’t stop with the navigators.

Connecting the dots: Essers is focused on helping users achieve seamless control, efficiency and smart shipping benefits

Shore thing

NAVTOR’s ecosystem bridges both ship and shore, allowing NavStation’s benefits to ripple out to support office based teams.

Suddenly executives such as marine superintendents, QHSE officers, and fleet and vessel managers are empowered by transparent awareness of vessel operations – creating both a sense of control and a greater confidence that ships are sailing in line with all applicable requirements. In this way it supports organizations as they seek to navigate increasingly complex, constantly evolving, regulatory and commercial environments.

Proactive power

The fact that ecosystems are comprised of multiple elements unlocks additional benefits. For example, NavStation interacts with NavFleet, our fleet management and performance platform, giving shoreside teams a huge competitive advantage.

If you’re using NavStation, NavFleet is a must.

It provides real-time visibility of how vessels are operating, enabling users to monitor key operational and voyage parameters, including whether a vessel is operating within charter party requirements, weather limits, and defined operational constraints. Users can get fleet?wide overviews, or drill down into a highly granular view of a single vessel’s voyage execution, at a glance, scoring performance and measuring against all applicable regulatory frameworks for confident compliance.

Working with NavStation it delivers a sense of proactive control to teams, rather than relying on traditional reactive responses. In that way it does what all our solutions set out to do, enabling more informed, safer, and all round smarter decision making for customers worldwide.

Trusted partners

After years of continual development and refinement, NAVTOR’s ecosystem is proven, trusted and more mature than any comparable offering, giving us – and more importantly you – rock solid foundations for game-changing e-navigation and smart shipping solutions.

Speaking personally, I’ve just returned from some customer vessel visits and was thrilled to see how NavStation addressed navigator pain points and desires, particularly in terms of usability, efficiency, and overall planning confidence.

If you’d like to find out more – and solve your big picture shipping puzzle – then maybe it’s time to connect with NAVTOR. An ecosystem of opportunity awaits.

Timo Essers is e-Navigation Director at NAVTOR, the sponsor of this message.

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

 

X1 Wind Reaches Key Milestone with DNV Basic Design Certification

This milestone paves the way for the certification of commercial platforms suitable for 15-20MW turbines, which are already under development by X1 Wind.

Published Mar 13, 2026 7:31 PM by The Maritime Executive

[By: X1 Wind]

X1 Wind, a leading developer of innovative floating wind technology, has reached a major milestone with its X100 pre-commercial platform receiving a Statement of Compliance (SoC) for Basic Design from DNV, the world’s leading independent energy experts and certification bodies. 

The certification was conducted according to the DNV-SE-0442 standard for the "Certification of floating wind turbines". This independent endorsement confirms that the X100 design meets rigorous international safety, engineering, and technical requirements, providing a critical validation of the platform’s integrity and constructability.  

Achieving Basic Design Certification is a pivotal step in X1 Wind’s roadmap. It confirms that the platform’s structural design, stability, and hydrodynamic behaviour—including its response to 500-years extreme waves, wind, and currents—are within safe and predictable limits. Under the scope of Basic Design Approval, DNV has verified the calculation methodologies used by X1 Wind, and the design of the platform, including the station-keeping system, the weathervaning structure, and the turbine integration of the X100 platform for a service life of 25 years. Crucially, this approval significantly accelerates the certification process for X1 Wind’s commercial-scale units. The company already has contracts in place for the scaled-up X150 version, suitable for 15-20MW turbines for major projects in Europe and Asia, using the same approved calculation methodologies established within the X100 certification. 

Carlos Casanovas, CTO and Co-founder of X1 Wind, said: "Completing Basic Design certification for the X100 platform is a major milestone for X1 Wind. It demonstrates that our innovative design meets the highest international standards whilst greatly reducing the costs of floating offshore wind. This independent validation is crucial for both technical assurance and for building trust with our partners and future clients, and it serves as a very strong basis for the certification of our commercial-size units. DNV is one of the most rigorous certification bodies in the sector, so we are particularly proud of this achievement.” 

The X100 platform will be deployed at the PLEMCAT test site in the Spanish Mediterranean Sea as part of the NextFloat Project. Led by Technip Energies and X1 Wind, this EU-funded initiative aims to accelerate the industrialization of floating wind and substantially reduce its Levelized Cost of Energy (LCOE). It counts on the support of private capital, EU-funded projects NextFloat and NextFloat+, PAREF project funded by the French State as part of France 2030 operated by ADEME, and the Spanish Government program RenMarinas.  

The X100 platform is designed for turbines of around 160m diameter (X100 stands for the hub height of 100m), with power ratings ranging from 6MW to up to 10MW depending on the specific site conditions. The pilot will operate in offshore conditions for several years, providing essential data to support final prototype certification and enable commercial-scale deployment and full-scale commercialization. X1 Wind’s technology combines the stability and low environmental impact of a Tension-Leg Platform (TLP) with the cost-efficiency of semi-submersible structures. This allows for a primary steel platform weight of approximately 1,500 tons, representing an estimated weight saving of 30% to 50% compared to traditional steel floaters installed in European pre-commercial projects of a similar scale. 

Jaques Vendé, NextFloat Project Manager and Senior Project Manager at Technip Energies, added: “We are proud to lead the NextFloat Project and partner with X1 Wind in this journey. The X100’s design certification reflects the robustness of its platform and the collaborative effort of all partners involved. It paves the way for a safe and efficient pre-commercial deployment in the Mediterranean Sea, and for the future of low-cost floating offshore wind." 

"The issue of a Statement of Compliance - Basic Design is an important milestone for X1 Wind’s X100 platform. It confirms compliance with the basic design requirements defined in DNV-SE-0422 – Certification of floating wind turbines and a well-defined and developed methodology for the prototype design and development”, closed Claudio Bittencourt Ferreira, Project Manager – Renewables Certification at DNV.

For further information about X1 Wind, visit www.x1wind.com.

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

 

ONE and Chinese Shipbuilder Increase Investment in Owner/Lessor Seaspan

ONE becomes the largest shareholder in Seaspan while the shipyard calls it a strategic investment that vertically integrates it operations

Published Mar 12, 2026 9:12 PM by The Maritime Executive

Three years after taking Seaspan, the leading owner/lessor of containerships to the leading carriers, private Ocean Network Express is set to become its largest shareholder, along with the addition of Chinese shipbuilder Yangzijiang Shipbuilding as an investor. The deal sees the lead investors in the go-private transaction beginning to cash out as Seaspan reaches new leads in its ownership and management of shipping assets.

Seaspan was started in 2000 and was mostly working with China’s COSCO Shipping and Yang Ming, which together accounted for approximately 60 percent of the operations. By 2023, Seaspan had diversified, working with ONE, Zim, MSC, CMA CGM, and others, as well as COSCO and Yang Ming. The CEO of the parent company, Atlas, joined with the lead investor, Fairfax Financial Holdings, along with board chairman David Sokol, the Washington Family, and ONE, in taking the company private in 2023.

CEO of ONE, Jeremy Nixon, says over the past three years Seaspan “achieved remarkable growth.” Fairfax similarly said the investment company they launched, Poseidon, which is the holding company for Seaspan and Atlas, has “done incredibly well.”

Seaspan reports it currently has a fleet of 241 containerships with 99 percent fleet utilization. Mostly, its vessels operate under long-term charters to the leading carriers. In 2025, it reported that it had taken delivery of the final ship in a 70-vessel expansion program, while also pursuing a phase two that will add 56 more vessels by mid-2029. It also entered the PCTC segment with its first car carriers after having been a pure play in container shipping. 

ONE reported that under the terms of the new agreement, it will increase its ownership stake in Poseidon to 48.9 percent. Seaspan’s website shows that ONE currently has 43 vessels on charter from Seaspan. In 2023, ONE was reported to be Seaspan’s largest customer. The companies also jointly formed, in November 2024, a technical ship management company called OneSea Solutions.

Fairfax reports it will be selling a total of 67.6 million shares, with the largest portion to ONE, as well as smaller positions to two other investors. It said the total proceeds would be approximately $1.91 billion and reduce its position by 23 percent. After the deals close in the second quarter of 2026, Fairfax will hold 22 of Poseidon’s shares.

Yangzijiang reported that it is acquiring a 10 percent equity interest in Poseidon for $825.7 million. The company’s Executive Chairman, Ren Letian, is separately acquiring a 5 percent position. It notes the price is above the independent financial adviser’s valuation, but it believes it is justified by the long-term prospects and strong relationship it created for the shipbuilder with Seaspan.

In a stock exchange filing, the shipbuilder highlights the opportunities to vertically integrate its operations, while securing long-term collaboration with one of the world’s largest containership owners. It writes that “Closer ties with Seaspan will likely enhance order book visibility and provide Yangzijiang with valuable market insights, potentially improving its responsiveness to customer demand and end-market dynamics.”

The deal comes as the container sector continues a dramatic buildup. Yesterday, trade group BIMCO reported that the orderbook now totals more than 1,350 ships with a combined capacity of 11.8 million TEU. In 2026 alone, BIMCO reports owners have ordered another 102 ships with a combined capacity of 665,000 TEU.

 

ATSB: Cruise Ship's Chief Mate Distracted by ECDIS Ahead of Grounding

Coral Adventurer's grounding location and planned trackline, red (ATSB)

Published Mar 11, 2026 10:23 PM by The Maritime Executive

 

The cruise ship Coral Adventurer ran aground on a reef off Papua New Guinea after the ship's ECDIS declined to load the chief mate's route plan, the first in a series of events that led to the ship overshooting a turn and overcorrecting, according to the Australian Transport Safety Bureau (ATSB).

On the morning of December 27, 2025, Coral Adventurer was under way off the remote northeastern coast of Papua New Guinea and nearing the small port of Dregerhafen. The waters on the approach are ringed by reefs, with large areas poorly surveyed, and vessels have to execute two tight turns to reach the harbor entrance - first to port, then to starboard.

At the start of the 0400 watch, the cruise ship was approaching Dregerhafen's harbor entrance. The chief mate had the conn, and decided to adjust the route in the ECDIS to smooth out the second of the two turns of the transit, thereby creating a new route plan in the digital chart system's storage. The new Route 2 still adhered closely to the passage plan's track, but with an extra waypoint. 

At 0512, as the approach to the port was in progress, the mate selected this modified route and tried to activate it. The ECDIS declined to do so until after it had performed a route safety check in its route editor tool. 

The chief mate had to go through the process of this digital check mid-transit. At 01513, the Coral Adventurer missed its first wheel over point and overshot its turn to port. This put it on course to enter unsurveyed and potentially hazardous waters to the north of the route. The chief mate put steering in manual and made a harder turn to get back onto the route. The vessel returned to the planned track, but slowed down, affected by a strong current at the entrance channel. 

The chief mate increased RPM on both thrusters to offset the current, which had reduced speed to less than four knots. With the throttes pushed up, the mate put steering back into autopilot at about 0518, in advance of the second turn. At 0519, the vessel arrived at the second wheel over point, making eight knots. The vessel overshot the turn again, prompting the mate to switch back to manual once more at 0521. The ship was off course to the west of the intended trackline, and the mate made a hard turn to starboard to get onto the planned track. 

At this point, the chief mate lost situational awareness, they later told investigators. In darkness and without navigation aids, they did not have a sense of the surrounding topography. The mate kept up the high rate of turn to starboard until 0523:30, coming up on a northeasterly heading back towards the trackline. Misinterpreting the view ahead and believing that the ship was back on track, the mate continued to navigate across the trackline, making more than eight knots. 

At 0524, the master arrived on the bridge, and visually spotted shallow water ahead; the ship grounded about 15 seconds after the master's warning. The Coral Adventurer came from 8.5 knots to a halt by 0525:30. 

Dive inspections revealed that the hull was not penetrated, and that the propulsion was intact. A tug was chartered for a refloat attempt, but this was initially unsuccessful, as the tug's engines overheated during the effort. A larger tug was dispatched, and the Coral Adventurer was successfully refloated on December 30.

Wednesday's report is a factfinding summary, without causal findings. ATSB's inquiry into the cause of the grounding remains under way. 

 

Sweden Intensifies Crackdown on Stateless Vessels with Second Detention

Swedish police helicopter used in the detention of the product tanker (Swedish Coast Guard)

Published Mar 13, 2026 10:22 AM by The Maritime Executive

Authorities in Sweden are intensifying a crackdown on unseaworthy vessels that they suspect could be linked to Russia’s shadow fleet. For the second time in a week, Sweden has boarded a vessel transiting through its territorial waters due to concerns of seaworthiness and the belief that the vessel was operating under a false flag. Late on Friday, prosecutors decided to arrest the captain as the investigation continues.

On Thursday evening, March 12, the Swedish Coast Guard, aided by the police, executed a planned operation to intercept the product tanker Sea Owl I (74,998 dwt). The operation was a combination of a police helicopter and a speedboat stopping the tanker off Trelleborg. 

Built in 2007, the ship is 228 meters (748 feet) in length. It was claiming to be operating under the Camaros flag since 2025, but that is believed to be a false registry. Ownership is listed as a corporation in the Marshall Islands, and the Swedish authorities report that the vessel, in recent years, has transported oil products between Russia and Brazil. The European Union sanctioned the vessel in October 2024 for its involvement in the Russian oil trade, and the UK sanctioned it in October 2025. The United States has sanctioned the vessel’s former managers.

 

 

The Sea Owl I was coming from Santos, Brazil, with ballast, and its AIS was saying it was bound for Tallinn, Estonia, although the Swedish authorities report it was heading to Primorsk, Russia. The decision to stop the ship, they reported, was based on seaworthiness concerns. The ship had its class withdrawn in October 2024, and records show its last inspection was in 2023.

“Our overall assessment is that the risk of safety deficiencies on board is too high. On this basis, the vessel cannot be allowed innocent passage. The threats to maritime safety and the environment are too high. Therefore, there is a basis for an intervention against the ship,” said Daniel Stenling, Swedish Coast Guard Deputy Chief of Operations.

The authorities added that while investigations at this stage are focusing on the vessel’s lack of seaworthiness, the scope of the probe could broaden depending on the development of events and as more Swedish authorities get involved. The authorities were conducting searches on board, interviewing crewmembers, and investigating the suspected false documents, said senior prosecutor Adrien Combier-Hogg.

Prosecutors reported on Friday that they have expanded the preliminary investigation to include the master of the ship, a Russian citizen. They said the master presented false documents, which is a felony under Swedish law. He was later arrested on probable cause, suspected of using a false document. The prosecutor must decide by noon on Monday whether the ship's captain should be remanded in custody or whether he should be released.

The boarding and detention of the Sea Owl I is the second incident by Swedish authorities in a span of days. On March 6, Sweden detained the cargo ship Caffa that was sailing under a false flag. The captain of that vessel is also under detention for allegedly presenting multiple false documents to the authorities. The cargo ship is being detained for safety deficiencies identified during a Port State inspection.

 

Philippine Coast Guard Rescues Engineer Trapped on Capsized Ship

Cargo ship transporting cement capsized killing one dockworker (Philippine Coast Guard)

Published Mar 13, 2026 4:18 PM by The Maritime Executive

The Philippine Coast Guard responded to the reports of a capsized cargo ship in Cebu province on March 11. It was able to rescue the crew of the vessel, but reports that one dockworker was killed in the incident.

A small inter-island cargo ship named Theresa I was docked at the APO Cement Port in Naga City, Cebu. It was conducting a loading operation, which involved a de-ballasting procedure. The vessel lost stability, rolling to one side, which caused the cargo to shift, and the vessel capsized.

As the vessel capsized, one of the mooring lines snapped. It hit a dock worker from the cement plant, who was taken to a hospital where he was pronounced deceased.

 

 

There were 19 crewmembers aboard the ship, and according to the details from the Coast Guard, when they arrived, they heard sounds coming from the ship. One of the engineers was trapped in the engine room of the vessel. They were able to extricate him from the ship, and he was reported to be receiving medical attention.

The other crewmembers were accounted for. They were reported to be in good condition.

The Coast Guard deployed 100 meters of oil spill boom around the vessel. They are monitoring for possible oil leaks and report that an investigation is underway regarding the incident.

 

World’s Largest Sail Yacht Cruise Ship Sets New Mark on Trials

Orient Express Corinthian reached 12 knots under sail with a 20 knot wind (Chantiers de l'Atlantique)

Published Mar 13, 2026 1:53 PM by The Maritime Executive

 

The sail-powered cruise ship Orient Express Corinthian recently completed its propulsion tests, and builder Chantiers de l’Atlantique reports the ship achieved a speed first for a sailing ship of its size. The ship is preparing for its delivery and entry into service in May 2026 as Accor Group launches its first cruise offering.

The Orient Express Corinthian is a 25,200 gross ton cruise ship that will have 54 suites with a capacity for 110 passengers. The ship measures 220 meters (721 feet) in length and employs Chantiers de l’Atlantique’s revolutionary Solid Sail system with three masts and a total of 4,500 square meters (nearly 48,500 square feet) of sail surface. It also has an LNG-fueled motor. The next largest sail cruise ships in the world are 15,000 gross ton sister ships operated by Wind Star and Club Med.

The cruise ship undertook its first sea trials in December, and Chantiers reports it recently completed propulsion tests. With a wind speed of 20 knots, it reports the Orient Express Corinthian reached 12 knots while solely under sail. Chantiers says that this is a first for a ship of its size. Orient Express reports the ship will be able to reach speeds of up to 17 knots.

 

 

Accor announced its entry into the cruise segment in 2023 with the order of two of the sail cruise ships as part of its efforts to expand the famed Orient Express brand. The ships are designed for the ultra-luxury category and will feature five restaurants and private dining spaces as well as suites ranging between 485 square feet and nearly 2,500 square feet. There will be a fitness and yoga studio as well as a spa and outdoor swimming pool. The ship also has a retractable marina. 

The Orient Express Corinthian features three 69-meter (226-foot) carbon fiber masts mounted on the unique balestron rigs. Each provides 1,500 square meters of sail area, and the base provides the ability to rotate the sails 360 degrees as well as a tilt of up to 70 degrees. The maximum air draft is 100 meters (328 feet), but the tilt makes it possible to sail under low bridges or other obstacles.

Chantiers de l’Atlantique released the first concept for a sailing ship, Eoseas, in 2009 and has been working to refine and adapt the design for applications including large cruise ships. A series of tests was conducted between 2016 and 2019, with it first being tested with a 50-square-meter one-fifth-size demonstrator. Chantiers installed a demonstration at its yard in St. Nazaire, France.

 

 

The cruise ship was floated for the first time in June 2025 after approximately four and a half months of assembly. By September, construction had reached a critical point as the three masts were raised for the first time.

The first steel cuts for the second ship, Orient Express Olympian, started at the end of January 2025, and the first block was placed in the dry dock in November. The second ship is scheduled for delivery in the spring of 2027.

Orient Express’ sister ships are part of a new phase of ultra-luxury cruising as the hotel brands seek to enter the market. Four Seasons recently took delivery of its first ultra-luxury cruise yacht, which also begins service this spring and will be followed by at least one sister ship. Ritz-Carlton also entered the ultra-luxury cruise segment with its smaller yacht Evrima (25,400 gross tons) in 2022, followed by two larger ships, Ilma and Luminara, which are 46,750 gross tons. The hotel brands are expected to draw new travelers to the cruise industry and will establish a higher, aspirational price point for the segment, which is already experiencing rapid growth.

 

Italy and Malta Monitor Burnt-Out Gas Carrier Drifting Between Their Shores

The wreck is drifting back and forth between Malta and Italy

Published Mar 13, 2026 6:07 PM by The Maritime Executive

 

Italian and Maltese authorities are working together closely monitoring the hulk of the Russian-flagged gas carrier Arctic Metagaz. Both countries remain on alert as the vessel has drifted back and forth, approaching each country, and then, with the tides and winds, has been driven further out to sea.

The vessel has been in this precarious situation for days after it exploded on March 4 at a position approximately 150 miles south of Malta. At the time, it was in the Libyan zone, with Libya’s authorities overseeing the rescue of the crew and landing them in Tripoli. Since then, Libya has relinquished authority as the wreck was driven to the north.

The Italian government convened a special session on Friday, March 13, attended by Prime Minister Giorgia Meloni and other senior officials. They discussed the situations and reviewed the latest data from the Italian Navy. Reports said that the European naval air operation EuNavfor Med IRINI also overflew the wreck to assess its position and condition.

Pictures confirmed that the 277-meter (909-foot) gas carrier is severely damaged. In addition to the large section of the port hull that is missing, there is a second hole on the starboard side. The aft section of the vessel, including the accommodation block and bridge, is all burnt.

While the vessel is down at the stern and appears to be listing, the belief is that the double hull and safety features in the design of an LNG carrier have kept the vessel afloat. The ship appears to have taken on a significant amount of water, but the separations in the hull prevented it from overwhelming the ship.

The latest estimates are that as much as 60,000 tons of LNG remain in the two forward tanks, undamaged in the explosion and fire. The ship had a total capacity of approximately 140,000 tons of LNG. In addition, the authorities are reporting that there are 900 tons of heavy oil and diesel fuel aboard the vessel.

Earlier in the week, the hulk had drifted to a position within about 20 nautical miles of Malta. The authorities issued an alert and established a 5-mile exclusion zone. They said they were prepared with a plan to handle the wreck if it continued to approach Malta.

Winds and currents next drove the wreck to within about 25 to 30 nautical miles from Linosa, an island in the Italian Pelagie Islands. The Italian Navy reportedly sent a vessel and was positioning tugs and a pollution control vessel.

The hulk, however, has again drifted toward Malta, with the last reports placing it about 60 nautical miles offshore. The Maltese authorities had previously said they were contacting the vessel's agents to determine what action they were planning.

The Italian government, in a statement after its meeting today, said the vessel is now in the Maltese SAR zone. The Italian government assured the government in Malta that it would share monitoring information and confirmed its readiness to support Malta. It said the actions would depend on the decision of the Maltese authorities while the vessel remains in its current position.

Video: US Coast Guard Cutter Forward Interdicts Smugglers’ Go-Fast Boat

US Coast Guard teams stopping a go-fast boat in the Eastern Pacific (USCG)

Published Mar 13, 2026 6:37 PM by The Maritime Executive

The U.S. Coast Guard released videos showing its crews in action during the interdiction of a go-fast boat in the Eastern Pacific. According to the details, the cutter Forward was conducting standard patrols in the Pacific when it was alerted to the boat on February 24.

A maritime patrol aircraft detected the vessel and reported the location to Forward. The cutter deployed its over-the-horizon cutter pursuit boat and an embarked MH-65 aircraft from the Helicopter Interdiction Tactical Squadron (HITRON) to intercept the suspicious vessel. The Coast Guard reports the semi-submersible (SPSS) was more than 70 feet in length.

Despite repeated verbal commands issued by the boarding team, the self-propelled semi-submersible failed to comply or stop. The boarding team finally successfully gained access to the vessel and apprehended four suspects from the boat.
 

They reported, however, that the semi-submersible was experiencing flooding. Everyone was evacuated from the boat, which subsequently sank without the recovery of any narcotics from the vessel.

“SPSS vessels are purpose-built to move large quantities of illicit, dangerous cargo,” said Cmdr. Andrew Grantham, commanding officer of the Forward. “This interdiction of an SPSS prevented a potential 17,600 lbs of cocaine—more than 6 million lethal doses—from reaching U.S. shores. Stopping this vessel demonstrates the exceptional skill and dedication of the Forward crew, the HITRON, Joint Interagency Task Force South, and Coast Guard District Southwest.”

Coast Guard Cutter Forward is a 270-foot Famous-class medium-endurance cutter that conducts counterdrug, migrant interdictions, and search and rescue missions throughout the Western Hemisphere. The vessel was commissioned for the Coast Guard in 1990.

 

US Targets Military on Iran’s Kharg Island Demanding Opening of Hormuz

U.S. reports it struck military targets on Kharg Island, Iran's primary oil export termina (public domain picture)

Published Mar 13, 2026 9:54 PM by The Maritime Executive

The U.S. military launched strategic bombing on Iran’s Kharg Island, the home of Iran’s oil export industry. In a posting on social media, Donald Trump announced on Friday evening the attack while saying this time it had been limited to military targets, while also demanding free and safe passage in the Strait of Hormuz.

Trump called it “one of the most powerful bombing raids in the history of the Middle East,” while saying that “Iran has no ability to defend anything we want to attack.” He reported that the U.S. “totally obliterated every military target” on the island.

A small island only about five miles in size, it is located in the northern Persian Gulf near Kuwait and serves as the export terminal for the vast majority of Iran’s oil. Since the start of the bombing two weeks ago, Iran had reportedly also opened a southern terminal and was pumping out crude at record levels.

Kharg is located about 15 miles off the coast of the Iranian mainland and about 300 miles north of the Strait of Hormuz. Reports indicated Iran had increased the pace of loading at the terminal in recent days. Shadow tankers and those heading to China were believed to be loading and making their way through the Strait of Hormuz.

”For reasons of decency,” Trump writes, “I have chosen not to wipe out the oil infrastructure on the island. However, should Iran, or anyone else, do anything to interfere with the free and safe passage of ships through the Strait of Hormuz, I will immediately reconsider this decision.”

Centcom or the Pentagon has not yet released further details on the strikes and how they were executed. Earlier in the day, Pete Hegseth had said the U.S. would be intensifying its assaults on targets in Iran. Centcom highlighted that B-2 stealth bombers had been deployed to conduct a mission “delivering long-range fire to not only eliminate the threat from the Iranian regime today, but also eliminate their ability to rebuild in the future.”

Speculation had been building on whether the U.S. or Israel would target Kharg Island. So far, reports are that it had not been targeted during the operations. An unconfirmed story said that the Trump administration was contemplating a series of special forces operations inside Iran, potentially including a raid to seize Kharg Island, according to Axios. Today, The Wall Street Journal reported that a Marine Expeditionary Unit had been dispatched from its base in Japan to join the forces in the region and would be bringing additional sophisticated aircraft to join the forces.

Hegseth said at the Friday morning briefing that the U.S. did not have definitive information that Iran was mining the Strait of Hormuz. It was highlighted that Iranian and possibly Chinese ships were making the transit, while Hegseth said the only thing stopping ships was Iran’s firing missiles, which he said would soon be stopped. 

Financial pressure has been building, and concerns over the global economy are rising as oil hovers around the $100 a barrel level and is expected to continue to climb. The Trump administration is taking as many steps as it can to slow the price rise, including a release from the U.S. strategic reserves. It also announced a 30-day waiver of sanctions to permit Russian oil loaded and at sea to be sold.

Reopening the Strait of Hormuz is critical, however, due to the volumes that come from the region and the psychological impact. The Trump administration is saying it is a temporary disruption, saying prices will quickly fall and that the short-term pressure is acceptable to achieve its long-term goals for the region.

Report: US Amphibious Ships with Marine Unit Head to Middle East

USS Tripoli (LHA 7) in the Philippine Sea, Feb. 10, 2026, with the Arleigh Burke-class guided-missile destroyer USS Rafael Peralta (USN)

Published Mar 13, 2026 3:17 PM by The Maritime Executive

Multiple media outlets are reporting that the Pentagon has approved the redeployment of possibly three USN amphibious vessels, along with a Marine Expeditionary Unit, to the Middle East. It comes as Secretary of War Pete Hegseth said the U.S. was increasing its strikes to the “highest number” while he said the U.S. was “dealing with” the attacks on shipping and the Strait of Hormuz.

Citing information from three sources, The Wall Street Journal broke the news that the Pentagon approved moving a Marine expeditionary unit and more warships to the Middle East. It said the request for the additional capabilities had come from CENTCOM. The Wall Street Journal speculated it could involve up to 5,000 Marines and sailors.

ABC News added additional details, saying that it would consist of three U.S. Navy amphibious ships and a unit of 2,200 Marines. They reported the 31st MEU, based in Japan and which operates in the Indo-Pacific region, has been ordered to head to the Middle East. Satellite pictures appearing online appear to show at least one amphibious ship having departed on March 11 and traveling at high speed.

Speculation is that the force consists of the USS Tripoli (LHA-7), USS San Diego (LPD-22), and USS New Orleans (LPD-18). Typically, this type of deployment would also consist of a transport dock vessel and support ships to carry additional equipment for the Marines.

Donald Trump and Hegseth have not ruled out the use of ground forces, although so far they have said there was no need. All options remain open, according to the reports, but for now, they highlight that the amphibious ships would bring additional advanced aircraft into the region. The MEU includes a squadron of F-35 Flighting II jets and a squadron of the Osprey tilt-rotor aircraft. Speculation is that these could be used in the efforts to secure the Strait of Hormuz.

Hegseth scoffed at reports that the Strait of Hormuz has been mined, saying they did not have any clear evidence of mines. He pointed to ships that have been transiting the shipping lane. He said that the United States “has a plan for every option,” while asserting, “The only thing prohibiting traffic in the strait at the moment is Iran shooting at shipping.” He said the U.S. would not permit the strait to remain “contested.”

Speaking at around the same time today, U.S. Treasury Secretary Scott Bessent told the UK’s Sky News, "My belief is that as soon as it is militarily possible, the U.S. Navy, perhaps with an international coalition, will be escorting vessels through." He also pointed to Iranian and possibly Chinese tankers transiting the strait as proof that it is still open.

Two Tankers Burn Off Iraq After Suspected Drone Boat Strike

Courtesy UKMTO

Published Mar 11, 2026 10:33 PM by The Maritime Executive

[Breaking] Two tankers have reportedly been hit by unknown projectiles in the Arabian Gulf, according to UK Maritime Trade Operations (UKMTO). 

Two ships were reportedly struck at a position just south of Basrah, within Iraqi waters. Bystander video from a nearby vessel suggests that they were adjacent to each other and potentially engaged in an STS transfer at the time of impact. The video shows a spreading pool of burning oil surrounding the vessels. 

Iraqi authorities identified the vessels as the LR1 tankers Zefyros and Safesea Vishnu. The former is Greek-owned, and the latter is operated by an Indian-linked, U.S.-based shipping company with offices in New Jersey. One was carrying a cargo of gas condensate from the Basrah Gas Company, an Iraqi JV company part-owned by Shell, according to local Shafaq News.

Iraqi Lt. General Saad Maan told Al-Iraqiya News that the attack was an act of sabotage and a violation of Iraqi sovereignty. Six response vessels were dispatched to rescue the survivors from the two tankers, he said.

According to Lt. Gen. Maan, the body of one deceased seafarer was recovered. Local reports indicate that some of the survivors were injured; assessments were still in progress Thursday morning.

The fire has since been extinguished by Iraqi first responders, according to local reports. 

Iraqi authorities say that early signs point to a drone-boat attack. The strike would align with a pattern of Iranian attacks on merchant shipping in the Arabian Gulf; more than a dozen vessels have been hit since February 28, and the number continues to rise. 

This story is developing and will be updated as more information comes in.