Switched Off Navigation Sounders a Factor in Nuyina Grounding Says ATSB

The grounding was the latest in a series of incidents with the state-of-he-art research vessel (AAP)

Published Mar 20, 2026 9:10 PM by The Maritime Executive

 

A decision to switch off the navigational echo sounders to avoid interfering with scientific instruments is emerging as a key factor in the brief grounding of Australia’s research vessel Nuyina in October last year. This is according to the Australian Transport Safety Bureau (ATSB), which has released its preliminary report detailing events leading to the grounding of the $528 million vessel off Heard Island, some 4,000 kilometers southwest of Perth on October 13.

On that day, the state-of-the-art research vessel was conducting drone survey operations over the shore of Heard Island, close to an area of uncharted seafloor with 37 marine crew and 85 expeditioners on board. The vessel had arrived at Heard Island from Casey station, Antarctica, with the purpose of the visit being to support field science operations on the island as part of the Australian Antarctic Program’s (AAP) first voyage of the 2025–2026 Antarctic season.

Notably, the Heard Island campaign was the AAP’s first dedicated environmental management visit to Heard Island in more than 20 years. It included planned landings by scientists, using helicopters and small craft to check on the state of the island’s unique flora and fauna, as well as small-scale remotely operated vehicles operations and mapping the bathymetry around the island.

During that first day, the vessel conducted scientific operations using remotely piloted aircraft (RPA) before moving away from the coast and conducting bathymetric mapping operations overnight. The survey operations were conducted using scientific acoustic instruments, including a high-resolution multi?beam echo sounder (MBES) mounted on one of the ship’s drop keels.

After completing overnight survey operations, the vessel arrived at a holding position five miles north of Dovers Moraine in the early hours of the following day. By about 0800, the weather had improved, and Nuyina was moved closer inshore to a position in water depths of about 30 meters. The position was close enough to shore to allow for effective RPA operations while remaining clear of the area marked as “unsurveyed” on the chart.

At this location, the drop keel was retracted from its lowest working position to its highest working position, which left it protruding 750 mm below the keel. The MBES was left switched on and continued to provide depth information as the ship proceeded with the survey operations. At about 1430, the voyage leader requested the master to move the ship from its location off Fur Seal beach to a location north of Cape Bidlingmaier, with the master understanding that a track close to shore would be beneficial for continued RPA flights.

The master and second officer went on to discuss the route to the new location in more detail, after which he constructed the route at the ECDIS planning station. At this point, the MBES was still collecting data, having been used for overnight bathymetric surveys in deeper water. To avoid acoustic interference, the ship’s navigational echo sounders were switched off.

“Depth information from the multi-beam system was shown on a dedicated display on the bridge, but was not fed into the ship’s integrated bridge system. This meant the depth information was not displayed on the ECDIS, and could not be used to generate navigational alarms,” explained Angus Mitchell, ATSB Chief Commissioner.

While the master tried to correct the issue with the ECDIS, the second officer followed an electronic bearing line that had been loaded earlier to guide the ship along the coast while it was conducting the drone flights. A short time later, the acoustics operator contacted the bridge by phone to advise that the multibeam was showing a depth of 15 meters. Shortly after, the master ordered “stop engines,” followed a short time later by “dead slow astern.”

At about the same time, the acoustics operator contacted the bridge again to warn of shallow water. However, Nuyina then briefly grounded, with its retractable drop keel initially impacting the seabed, followed by the ship’s hull. The grounding caused substantial damage to scientific instruments, with the ship’s hull sustaining scratches and paint damage. The ship continued with its operations at Heard Island as well as a scheduled resupply operation at Davis Station in Antarctica before returning to Hobart.

ATSB has termed the grounding a serious incident and intends to issue a final report of the investigation later in the year.

 

Video: One Survivor of Latest U.S. Strike on FISHING BOAT 

Suspected Drug Smuggling Boat

U.S. forces and Thursday struck another boat in the Eastern Pacific (SouthCom)

Published Mar 20, 2026 1:51 PM by The Maritime Executive

U.S. Southern Command is confirming a new strike on a suspected drug smuggling boat while saying it believed three individuals survived the strike. News of the latest strike came just a day after the Commander of the U.S. Southern Command, Marine General Francis Donovan, who is said to have directed yesterday’s strike, told a U.S. Senate hearing that they would be shifting tactics.

The report said intelligence confirmed a low-profile vessel transiting along what were termed “known narco-trafficking routes.” 

Few details were released other than the traditional sensational video posted to social media. The strike reportedly took place in the Eastern Pacific on March 19, with three individuals surviving the attack. SouthCom did not say if there were more individuals aboard the boat or if anyone had died in the strike. It said the U.S. Coast Guard was immediately notified to activate a search and rescue system for the survivors.

The U.S. Coast Guard later reported that it recovered two bodies and one survivor. The individual, along with the bodies of two others, was handed over to the Costa Rican Coast Guard, according to a U.S. spokesperson

 

 

Exact counts vary on the number of strikes and people killed since the Trump administration started the campaign last September. Numbers vary between a total of 40 and 45 strikes, with between 140 and 157 people reported killed. There have been a few previous reports of survivors, but the few people who were rescued were sent back to South American countries. The U.S. has yet to arrest any of the people and put them on trial.

Donovan, who is said to have directed the strike, told the Senate Armed Services Committee that the military is pivoting to a comprehensive campaign to target and dismantle drug trafficking organizations, rather than individual boats. He said, “Looking forward, senator — the boat strikes aren’t the answer.”

The Trump administration has been calling the boats “narco-terrorists” and asserting they are operated by “designated terrorist organizations.” Critics of the efforts, however, have questioned the legal authority for the strikes. It has been pointed out that the Coast Guard previously had success in capturing the boats and arresting the operators. 

Donovan did not say when the military might pivot to a new strategy. He also did not discuss the details of the efforts and whether they would continue the efforts to strike boats in the Caribbean and Eastern Pacific.

U.S. Southern Command Says Drug Boat Strikes "Aren't the Answer"

Aftermath of a drug boat strike, February 2026 (Southern Command)

Published Mar 19, 2026 11:34 PM by The Maritime Executive

In a Senate hearing Thursday, U.S. Southern Command's top officer told lawmakers that the high-profile airstrikes on drug boats that the Pentagon has championed "aren't the answer" to cocaine smuggling in the Americas. SOUTHCOM commander Gen. Francis L. Donovan (USMC) told the Senate Armed Services Committee that the military is pivoting to a comprehensive campaign to target and dismantle drug trafficking organizations, rather than individual boats. 

Since the start of enhanced operations in September, the U.S. military has conducted 45 airstrikes on suspected trafficking boats and killed 157 suspected smugglers, in addition to nonlethal interdictions completed by the Coast Guard. The lethal strikes are forcing some of the smuggling-boat operators to change their routing, but SOUTHCOM wants to do more.

"Looking forward, senator — the boat strikes aren’t the answer," Gen. Donovan told Sen. Mark Kelly (D-AZ) during a Senate Armed Services Committee hearing Thursday. "What we’re moving for right now [is] a countercartel campaign process that puts total systemic friction across this network."

The objective is to impede the entirety of the drug supply chain, he said, from production through to delivery. "I believe that actually kinetic strikes will be one of the many tools, and probably not the most effective tool, when we actually look at it as more of a campaign approach," Donovan said. 

Critics of the administration's airstrike tactic have cautioned that at a practical level, it could make it harder for law enforcement to break into cartel networks. Since the airstrike method typically leaves no survivors, low-level drug boat crewmembers cannot be interrogated after the interdiction. This costs investigators an important source of information about the cartel's inner workings, critics say. 

At the compliance level, many legal experts at home and abroad have suggested that the airstrike campaign does not align with international law, as it employs military force against men who have historically been treated as noncombatant criminal suspects - civilians, in the law of war. The White House maintains that the operators are "narcoterrorists," and its legal justification - reported by multiple outlets, but not released to the public - is said to rest on the theory that the strikes are targeted solely at the chemical substance aboard the boat, meaning that any harm to the crewmembers on board is incidental. 

Hapag and India Plan Cooperation for Reflagging Ships, Recycling, and Ports

Hapag-Lloyd agreed to a strategy of maritime cooperation with India (Hapag)

Published Mar 19, 2026 7:04 PM by The Maritime Executive

 

Hapag-Lloyd has become the latest among the largest carriers to map out a strategy of cooperation and expansion with India. The liner company reports it already has six dedicated services that include India and that it aims to grow volumes handled in the India area to around 3 million TEU by 2030.

India has been anxious to attract the major carriers as part of its strategy to expand its maritime related industries. It hopes to attract the lines to build and repair ships in India, but it also made changes to its cabotage regulations and announced plans for building domestic carriers. CMA CGM has reflagged ships and ordered feeder ships to be built in India, while both Maersk and MSC reflagged ships and said they were exploring opportunities.

“India is one of the most important growth markets in global trade and a key strategic partner for Hapag-Lloyd,” said Rolf Habben Jansen, CEO of Hapag-Lloyd.

Hapag reports it signed three Letters of Intent to deepen its cooperation and participation in India. Like the other major carriers, it says it intends to reflag up to four vessels under the Indian registry. However, it says there is no specific timeline or vessel profile, and that it would be subject to commercial considerations and further discussions. Reflagging requires using Indian officers and crew but opens the domestic Indian market for the carriers.

Another focus includes cooperation on the development of a ship recycling ecosystem in India. Alang, India, is well-known for its breaker operations, but so far has not moved to be incompliance with international and EU regulations on elements such as safety and environmental management. Hapag says the intended cooperation aims to support the development of recycling capacity in India, aligned with the EU Ship Recycling Regulation (SRR). Hapag says the envisioned ecosystem could provide capacity for recycling up to 100 vessels.

It also foresees discussions on a strategic cooperation related to the development of Vadhavan Port in collaboration with the Jawaharlal Nehru Port Authority. Located about 100 miles north of Mumbai, it is seen as one of India’s major upcoming infrastructure projects. 

“India’s port and logistics infrastructure is developing at remarkable speed and scale,” said Dheeraj Bhatia, CEO of Hanseatic Global Terminals and member of the Hapag-Lloyd Executive Board. “Projects such as Vadhavan Port have the potential to significantly strengthen India’s role in global supply chains. 

Vadhavan Port is expected to play an important role in strengthening the country’s maritime logistics network. Hapag-Lloyd intends to contribute its global shipping and terminal expertise to support this development.

Hapag already has a strategic investment in J M Baxi, a private company that operates terminals and inland transport in India. It recently revealed, according to India's The Economic Times, that through capital infusions it has grown its stake in J M Baxi. Hapag started a 35 percent in January 2023, then went to 40 percent, and is not in a 50-50 joint venture, according to the news outlet. Hapag told The Economic Times that it sees strong opportunities for its Hanseatic Terminals working with J M Baxi.

India’s Shipbuilding Imperative: Charting A Policy Roadmap To 2047 – Analysis




India's Hindustan Shipyard Limited (HSL). Photo Credit: Hslvizag, Wikipedia Commons


March 21, 2026 
Observer Research Foundation
By Anusha Kesarkar Gavankar


India recently announced plans to invest INR 3 lakh crore to develop shipbuilding clusters across the country under the Maritime Amrit Kaal Vision 2047. As part of these efforts, India has also outlined its first Special Purpose Vehicle (SPV), the National Shipbuilding & Heavy Industries Park, Tamil Nadu (NSHIP, TN), under its Shipbuilding Development Scheme (SbDS).

As a landmark 50:50 joint venture between the V.O. Chidambaranar Port Authority under India’s Ministry of Ports, Shipping and Waterways (MoPSW) and the Tamil Nadu State Industries Promotion Corporation, the SPV exemplifies the spirit of cooperative federalism in accelerating India’s indigenous shipbuilding capabilities. Conceived as a greenfield mega shipbuilding and heavy industries cluster at Tuticorin to strengthen India’s commercial shipbuilding and repair ecosystem, NSHIP, TN aims to attract global investment, promote technology-driven manufacturing, and generate large-scale employment across skilled and semi-skilled segments.

Following this, the Mumbai Port Authority (MPA) and the Maharashtra government plan to establish a co-owned SPV to develop the second greenfield shipbuilding cluster under the SbDS. The latest meeting between HD Hyundai Group Chairman Chung Kisun and India’s Prime Minister Narendra Modi to explore potential shipyard projects further underscores the country’s growing strategic appeal for international shipbuilding players. Collectively, these developments indicate a paradigm shift in which India is actively positioning itself as a commercially competitive, export-oriented, and globally integrated shipbuilding ecosystem. These initiatives not only align with India’s national vision of Make in India and Atmanirbhar Bharat — encouraging self-reliance through import substitution, green and sustainable shipbuilding practices, and the creation of globally competitive maritime infrastructure — but also advance its ambition to rank among the world’s largest shipbuilding and heavy engineering hubs.
The Global Context

Over 90 percent of global trade moves by sea, yet global shipbuilding remains concentrated in a few countries. China, South Korea, and Japan collectively accounted for 95 percent of new shipbuilding orders by tonnage as of 2024. These nations dominate a market valued at roughly US$150 billion annually, leaving most of the world reliant on a handful of economies for commercial vessels, with significant geopolitical and strategic implications. As global trade volumes expand and shipping routes face uncertainty, countries are recognising that domestic shipbuilding is not merely an economic activity but a strategic necessity. For emerging maritime economies like India, this is crucial for economic security, supply chain resilience, energy transport, the green transition, and geopolitical influence.


Despite maritime transport handling nearly 95 percent of India’s trade by volume and around 70 percent by value, the country accounts for less than one percent of global shipbuilding output, currently rankingapproximately 18th worldwide. India’s current shipbuilding capacity is roughly 0.072 million GT, in stark contrast with China’s 39 million GT, South Korea’s 20 million GT, and Japan’s 9 million GT. This gap underscores India’s vulnerability to external supply shocks and freight volatility, reinforcing the strategic imperative to build domestic capability. Other mid-tier shipbuilding economies, such as Brazil, Vietnam, and the Philippines, illustrate that incremental growth is possible when policy, industrial strategy, and workforce development are aligned.
India: Current Landscape and Challenges

The shipbuilding capacity of a unit is defined as the “maximum carrying capacity of the ship that can be built by a shipyard, measured in terms of Dead Weight Tonnage (DWT), which is the number of tonnes (one tonne = 2,240 pounds) of stores, fuel, and cargo that a ship can carry.” India’s shipbuilding industry is broadly categorised into three segments:Large ocean-going vessels for overseas and coastal trade;
Medium-sized specialised vessels, including port crafts, fishing trawlers, offshore vessels, inland crafts, and smaller vessels; and
Defence/Naval and Coast Guard vessels.

As of 2023-24, India had 42 dry docks for ship repair, eight public-sector shipbuilding and repair companies, and nine dry docks operated by five major ports. The total workforce in Indian shipyards was just over 19,000, with officers accounting for about one-fifth. In that year, around 418 ships were repaired across both the public and private sectors. These figures show that India possesses a basic shipbuilding and repair capability but will require substantial structural reforms and a much stronger focus on workforce training and upskilling to compete globally.


India’s Shipbuilding and Ship Repairing Industry at a Glance
Shipbuilding Capacity
S. No. Name of the Company* Capacity (in thousand DWT)
1 Cochin Shipyard Ltd. 110.0
2 Hindustan Shipyard Ltd. 80.0
3 Shoft Shipyard Ltd. 10.0
4 Patra Shipping Pvt. Ltd. 10.0
5 San Marine 8.0
Ship Repairing Capacity
S. No. Name of the Company* Capacity (in thousand DWT)
1 Cochin Shipyard Ltd. 125.0
2 Hindustan Shipyard Ltd. 80.0
3 Patra Shipping Pvt. Ltd. 10.0
4 Waterways Shipyard Pvt. Ltd. 8.0
5 Modest Infrastructure Pvt. Ltd. 6.0
*Top 5 Reporting Companies

 Source: Statistics of India’s Shipbuilding and Ship Repairing Industry 2023-24, MoPSW


Despite a coastline of 11,098 km and a rich maritime heritage, Indian-owned ships accounted for only 4.11 percent of the country’s overseas trade by tonnage in 2023-24, underscoring the need for both demand creation and capability expansion. India’s shipbuilding sector therefore must overcome real-world challenges, including securing a steady flow of domestic and strategic orders to ensure consistent yard utilisation; addressing financing barriers and structural constraints; deepening supply chains for key components such as engines, propulsion systems, and advanced electronics; and bridging the gap between current workforce capabilities and international standards.

Addressing these concerns will be central to realising India’s ambitious shipbuilding vision while ensuring inclusive growth. The country is likely to gain a comparative advantage in green shipping technologies and specialised niche segments, where an early-mover advantage could help India secure long-term industrial and strategic gains.
Policy Architecture

India’s shipbuilding ambitions are anchored in the Maritime India Vision (MIV) 2030 and the Maritime Amrit Kaal Vision 2047 (MAKV). Some of the main objectives include:
Achieve a 5 percent share of the global shipbuilding market by 2030 to be among the top ten, and rank in the top five by 2047;
Modernise and establish world-class shipyards through public-private partnerships (PPP) and global tie-ups;
Scale domestic shipbuilding capacity to 3 million gross tonnage (GT) annually by 2047;
Expand India’s merchant fleet to roughly 100 million GT cumulatively;
Generate approximately 22 lakh (2.2 million) direct and indirect jobs;
Promote green shipping technologies, in line with India’s net-zero commitments, including green vessel construction and low-carbon shipping; and
Support domestic industry through financial schemes and Right of First Refusal (RoFR) policies.

India’s shipbuilding strategy then rests on the following factors:
Financial and Institutional Support:In 2025, following a four-pillar approach, the Union Cabinet approved an approximately US$ 8 billion (INR 69,725 crore) maritime incentives package:~US$ 2.70 billion (INR 24,736 crore) for the Shipbuilding Financial Assistance Scheme (SBFAS), including a ~US 436 million (INR 4,001 crore) “Shipbreaking Credit Note” for eco-friendly ship dismantling. A National Shipbuilding Mission will oversee the implementation of all initiatives.
~US$ 2.18 billion (INR 19,989 crore) for a dedicated Shipbuilding Development Scheme (SbDS) with 100 percent capital assistance to support greenfield/brownfield yards, infrastructure expansion, risk coverage, and the establishment of the India Ship Technology Centre to enhance technical capabilities, innovation, and skilling.
~US$ 2.73 billion (INR 25,000 crore) for a Maritime Development Fund (MDF) to underwrite long-term financing.
Regulatory, taxation, and policy reforms to strengthen maritime infrastructure and boost domestic shipbuilding.
Infrastructure status has been accorded to shipyards, reducing financing costs and enabling long-term capital investment.
Standard Operating Procedures (SOPs) mandate long-term charters for port tugs and pilot boats, thereby promoting small- and medium-sized shipyards.
RoFR provisions for Indian-built, Indian-flagged, and Indian-owned vessels aim to strengthendomestic demand creation.

Cluster-Driven Industrialisation:NSHIP, TN is the first mega shipbuilding cluster under a Centre-State SPV.
A similar cluster is being instituted jointly with Maharashtra and the MPA, alongside additional proposals in Kerala, Andhra Pradesh, Odisha, Gujarat, and Maharashtra.
Integrated waterfront clusters are being developed to leverage supplier networks, logistics, and skills, emulating global leaders such as South Korea, Vietnam, and China.
Skills and Technological Ability:A target to upskill 50,000 maritime workers by 2030, including in research and development for autonomous and green vessels
The promotion of automation, digital twin technologies, and green vessel construction using LNG, methanol, and hydrogen.
The integration of international partnerships to transfer technology, embed R&D, and develop domestic capability rather than serving merely as an assembly hub.
Shaping India’s Shipbuilding Future

India is increasingly using low-carbon and green shipping as a strategic advantage. International regulations, including the International Maritime Organization‘s net-zero targets and the European Union Emissions Trading System for maritime transport, along with the need to renew fleets, are driving demand for vessels powered by alternative fuels. Today, more than half of new ship orders worldwide involve green technologies. Indian shipyards, such as Cochin Shipyard Limited, have already secured orders for hydrogen fuel-cell and other low-carbon vessels. Government initiatives such as the Harit Nauka Guidelines for inland vessels, the Green Tug Transition Programme, and incentives under MIV further demonstrate India’s commitment to a sustainable maritime transition.

Strategic collaborations with advanced shipyards can help India quickly absorb technology, train its workforce, and strengthen domestic research and development. These partnerships and initiatives to upgrade the sector are expected to create around 3 million new jobs and attract approximately US$49 billion (INR 4.5 trillion) in investments. They also set an international example of how early engagement with leading global shipbuilders can help scale domestic industry. The main challenge, however, will be ensuring that these partnerships build lasting domestic capabilities and support competitiveness rather than delivering short-term capacity gains.

Private sector initiatives, such as Mundra Port, complement government-led efforts, demonstrating that India’s shipbuilding ecosystem is entering a new growth trajectory. Market analysis also suggests that the Indian shipbuilding industry, currently valued at US$1.12 billion, could grow at a CAGR of 60 percent to over US$8 billion by 2033 and potentially reach US$237 billion by 2047.

Conclusion

India’s shipbuilding policy marks a significant strategic shift, but whether it can achieve its full potential remains to be seen. Moving from the periphery of global shipbuilding to a credible competitor will require more than ambition; it will require consistent execution, steady demand creation, and partnerships that genuinely enable the transfer of technology and expertise. By combining financial incentives, cluster-based industrial growth, skill development, and international partnerships, the country is building an enduring sectoral framework. MAKV has the potential to make shipbuilding a central pillar of India’s economy, boosting self-reliance, technological capability, and global competitiveness. By 2047, India could not only secure its maritime interests but also emerge as a world leader in sustainable and advanced shipbuilding

About the author: Anusha Kesarkar Gavankar is a Senior Fellow at the Observer Research Foundation.

Source: This article was published by the Observer Research Foundation.

Observer Research Foundation

ORF was established on 5 September 1990 as a private, not for profit, ’think tank’ to influence public policy formulation. The Foundation brought together, for the first time, leading Indian economists and policymakers to present An Agenda for Economic Reforms in India. The idea was to help develop a consensus in favour of economic reforms.

Iran issues global threat as Israel's regime kill list grows with help from the inside

Copyright AP Photo

By Peter Barabas & Babak Kamiar

Published on 20/03/2026 - EURONEWS

Israel eliminated three top Iranian commanders on Friday as it continues its relentless strikes on Tehran's repression forces, with help from ordinary Iranians who are rising up against the regime.

Israel continued its intense strike campaign against the Iranian regime's security forces on Friday by killing the spokesman of Iran's Islamic Revolutionary Guard Corps (IRGC), Ali Mohammad Naini, the intelligence chief and deputy commander of the Basij forces, Esmail Ahmadi-Moghaddam as well as the commander of the IRGC Aerospace Force, Mehdi Ghorishi, the Iranian media and Israel’s Defence Forces (IDF) announced on Friday.

Ali Mohammad Naini was known to be the IRGC's main propagandist, while Esmail Ahmadi-Moghaddam was described as a main pillar of the Basij force, "with a central role in suppressing protests," Israel said.

Additionally, as Israel keeps pounding the regime forces across Iran, the IRGC in Iran's East Azerbaijan Province announced that 12 Basij members were killed in a strike in Tabriz on Thursday.

Shortly after these announcements, Iran's top military spokesman, General Abolfazl Shekarchi warned that "parks, recreational areas and tourist destinations" worldwide won't be safe for Tehran's enemies, renewing concerns that Iran could stage attacks beyond the Middle East.

"From now on, based on the information we have about you, even parks, recreational areas and tourist destinations anywhere in the world will no longer be safe for you," Shekarchi said in a statement quoted by Iranian state television on Friday, which is set to trigger renewed alarms across European security agencies. Qatar and the UAE announced that their security agencies dismantled Iranian operatives cells after the start of the war.

Related

• Iran hangs three men, including 19-year-old wrestler, in first executions over January protests

Since the war began, monitors estimate that up to a third of strikes have eliminated scores of IRGC and Basij personnel in a relentless campaign of precision strikes to break the regime's complex security establishment responsible for the brutal crackdown on protests, and apparently to support regime opponents to return to the streets.

The Basij units, also known as the regime's moral police, are a paramilitary force of volunteers tasked with enforcing loyalty to Iran's theocratic rulers across the country. They are linked to the Islamic Revolutionary Guard (IRGC) which is the backbone of the Iranian regime's security force, responsible for killing and injuring hundreds of opposition protesters before the war.

Member of the Basij paramilitary force attend a rally in Tehran, 28 March, 2025 AP Photo

Basij checkpoints have proliferated across Tehran since the war started. One resident told the Associated Press that there were five or six new checkpoints in his neighbourhood alone and that the Basij forces search vehicles for weapons, examine documents and sometimes demand to look at people’s phones. By manning checkpoints, the Basij helps security agencies to focus on information gathering and arrests.

The strikes on checkpoints began on 11 March, with at least 15 incidents on a single day documented by Armed Conflict Location and Event Data, a US-based monitoring group, quoted by AP.

Social media accounts observed by Euronews since the war started show that ordinary Iranian citizens have been sharing films or photographs of the Basij checkpoints or military hideouts, posting locators, photos or videos on social media in a form of opposition following the regime's violent crackdown on the widespread protests preceding the war.

Members of the Iranian Basij paramilitary force march in Tehran, 10 January, 2025 AP Photo

Despite the nationwide internet blackout imposed by the regime, Israel is reportedly gathering some of the targeting intelligence from the videos and photos by ordinary Iranians who often tag the Farsi account of the Israeli military, sometimes in the name of protesters who were killed in the area.

According to insiders in Iran Euronews spoke to at the time, as many as 32,000 people were reportedly killed by mid-January after Tehran responded with violence to growing country-wide unrest originally sparked in December by hyperinflation and the cost of living, but then grew into major anti-regime demonstrations.

Euronews' Persian service observed that a phrase has been trending on Iranian social media saying that every drone that hits a Basij checkpoint "gladdens the souls of dozens of Javid-nam" in reference to the victims of January repression. It also suggests that these strikes provide new momentum and renewed hope for the protest movement.

In a recent move, Israeli intelligence has started appealing to Iranians to keep posting the locators of the regime forces. One of the Israeli messages says: "Don't underestimate your power. One more location, one less Basij dog. Start sending."

Residents say security forces still have an intimidating presence in Tehran. War monitors say an intensified crackdown that began with the crushing of January’s nationwide protests continues, often targeting those who take videos of strikes or try to get around a weekslong internet blackout to contact the outside world.

The Iran Human Rights Documentation Center, a U.S.-based group, said people have been rounded up for taking pictures identifying the location of checkpoints, bases and military installations, AP reported. Authorities are also still detaining people linked to the January protests, former political prisoners or members of minorities.

The rights group said it had reports of security forces opening fire at checkpoints. In one incident, two teenage brothers were shot and killed after honking their car horn in celebration of the killing of Supreme Leader Ayatollah Ali Khamenei in the war's opening salvo.

Nevertheless, over the last days, new videos from Tehran surfaced on social media showing the Basij and IRGC units hiding under bridges, in tunnels and even in empty schools and kindergartens to evade Israeli strikes.

In a recent video, a group of Basij fighters appear to hide under a bridge in Tehran waving a white flag.

Another video from Tehran appears to show security forces changing uniforms to avoid being identified from the air.

The Israeli Defence Force keeps releasing cockpit videos of its airstrikes on the Basij and IRGC forces to show its rate of action, while ordinary citizens continue posting videos showing the aftermath of the Israeli airstrikes.

On Friday, Iranians posted the aftermath of an Israeli airstrike on a Basij compound in Semnan.

As Israel's strikes are dismantling the Iranian regime's security system and in growing signs of defiance, social media videos out of Tehran over the last days showed scores of Iranians celebrating the yearly Chaharshanbe Suri, an ancient Persian festival, which is consistently opposed by the regime as young Iranians often use the occasion to protest..

In videos released from the Chitgar neighborhood in western Tehran, security forces can be seen entering an apartment complex with a large convoy of vehicles while residents chant slogans and gunshots can also be heard.

According to the Associated Press, the Basij, Farsi for "mobilization," has tens of thousands of volunteers under the command of the Revolutionary Guard, being engaged in ideological and political activities, with branches in schools, universities, government institutions and other organizations.

Volunteers, both men and women, work to ensure loyalty to the Islamic Republic which include holding religious lectures or harassing those who flout social restrictions, but they can also be mobilized for state-organized events, including counterprotests.

District-level paramilitary units deploy in times of domestic unrest — like the January protests — armed with everything from batons and electroshock devices to live ammunition.

Iranians describe mass text messages warning against protests while aggressive Basij patrols operate in Tehran, AP reports. On Thursday, Iran announced the execution of three men detained in the January protests, the first such sentences known to have been carried out.

Members of the Iranian Basij paramilitary force march during the force parade in Tehran, 10 January, 2025 AP Photo

In the last week, semiofficial news outlets have reported the arrest of more than 100 people across Iran, most accused of conspiring with enemy states or sharing media reports with foreign entities. At least 14 were accused of possessing Starlink internet dishes or virtual private network cards. Starlink has been one of the only ways to access the global internet since the unprecedented blackout began on January 8.

The government has also reportedly shut down parts of Iran’s internal internet and revoked some VPN cards given to people with specialized jobs.