cruise

May 15 (UPI) — The World Health Organization said Friday there have been 10 hantavirus cases reported from the MV Hondius cruise ship and three people have died.

The WHO held a press conference to share an update on the hantavirus outbreak Friday, days after passengers of the cruise ship disembarked to return to their home countries under quarantine. It previously reported 11 cases but that number was revised down to 10.

One American who recently had an inconclusive test has tested negative, said Dr. Maria Van Kerkhove, director of the WHO’s Department of Epidemic and Pandemic Management.

“As of today a total of 10 cases, including three deaths, have been reported to WHO, including eight people who were laboratory confirmed for Andes virus infection and two probable,” Dr. Tedros Adhanom Ghebreyesus, WHO director-general, said during Friday’s press conference.

Forty-one people are being monitored for the hantavirus in the United States. Most U.S. passengers were transported from the ship to the University of Nebraska Medical Center, where they were being monitored in a specially designed medical facility.

Stephen Kornfeld is the only American to test positive for hantavirus. He had flu-like symptoms while aboard the cruise ship and was admitted to the facility in Nebraska. He has since tested negative and has been moved into the facility’s quarantine unit.

“I physically feel great. I have felt great for many, many days,” he told ABC News.

On Thursday, the U.S. Centers for Disease Control and Prevention held a press briefing on its response to the hantavirus. Dr. David Fitter, incident manager for CDC’s hantavirus response, said the risk to the general public is “low.”

“Testing is recommended only for those with symptoms, and decisions are guided by the best available evidence,” Fitter said.

Fitter said the monitoring period for the U.S. passengers is 42 days. He noted that there were passengers who left the ship and returned home before the outbreak and they have been identified.

“Some of these people are at home monitoring their health in close coordination with their state and local health departments, with CDC supporting those efforts,” Fitter said.

The Pentagon has outlined plans to acquire at least 10,000 lower-cost cruise missiles over the next three years, as well as a similar number of relatively ‘cheap’ Blackbeard hypersonic missiles. The new framework deals are part of a broader strategy to dramatically bolster America’s stockpiles of standoff strike munitions and prime the industrial base to sustain those inventories going forward. This is all seen as especially critical for supporting the demands of future high-end fights, such as one in the Pacific against China, and doing so in a cost-effective manner.

“The Department of War has reached new framework agreements with a slate of disruptive new entrants and commercial innovators to aggressively expand the United States military’s strike capabilities,” the Pentagon declared in a press release today. “Agreements with Anduril, CoAspire, Leidos, and Zone 5 will launch the Low-Cost Containerized Missles [sic; Missiles] (LCCM) program, while a parallel agreement with Castelion advances an initiative to scale low-cost hypersonic solutions.”

“The new frameworks for LCCM will drive a fast-paced experimentation and assessment campaign that will culminate in a Military Utility Assessment by the sponsoring Service Components. Designed to move at the speed of commercial industry, the agreements establish the terms for future firm-fixed-price production contracts,” the release adds. “This effort positions the Department to procure over 10,000 low-cost cruise missiles across these portfolios in just three years, starting in 2027. The Department is creating a pathway for rapid and repeatable production of high-volume, lethal strike capabilities. The agreements include firm fixed material-unit costs for production lots in 2027 through 2029.”

The Pentagon has not yet explicitly defined what it means by “containerized” in this context, or how exactly these munitions might be fielded. However, there is already a clear focus on designs that could be fired from containerized launchers on land or loaded on ships. As TWZ has reported on many occasions, containerized systems offer immense operational flexibility, as well as the ability to blend in with standard shipping containers, creating targeting challenges for opponents. The LCCM munitions could be adapted for air launch, if they are not expected to also be employable in that mode already. Common munitions that could be employed from launch platforms across domains would offer additional benefits in terms of logistics and production, as well as helping to keep costs down through economies of scale.

Anduril has already announced that its contribution will be the surface-launched version of its Barracuda-500M design, a weapon that can also be air-launched. The company says it plans to deliver a minimum of 1,000 of these weapons to the U.S. military each year for the next three years.

Leidos says it will supply an LCCM design that leverages existing work on its air-launched AGM-190A Small Cruise Missile (SCM), also known as Black Arrow, originally developed for U.S. Special Operations Command (SOCOM). The company plans to deliver 3,000 of these units under the new framework deal.

Leidos completes successful test launch of a Small Cruise Missile

“At approximately twice the size of the AGM-190A, the LCCM offers increased mission effectiveness and fuel capacity to maximize range. Building on the Leidos Small Cruise Missile’s heritage, the LCCM leverages key design features including a modular airframe and a common Weapon Open Systems Architecture (WOSA) to enable rapid integration, upgrades and mission adaptability,” Leidos’ press release adds. “The design also utilizes Leidos’ established supply chain and scalable production approach. While initially ground-launched, LCCM’s modular design could also support maritime platform integration and air-launched variants.”

At the time of writing, CoAspire and Zone 5, the latter of which was recently acquired by Norway’s Kongsberg Defence & Aerospace, do not appear to have issued press releases regarding the Pentagon’s LCCM announcement. However, both companies have already developed cruise missile designs under the U.S. Air Force’s Extended Range Attack Munition (ERAM) program, which was focused first on delivering new, lower-cost air-launched strike capabilities to Ukraine. CoAspire’s ERAM design is called the Rapidly Adaptable Affordable Cruise Missile (RAACM), while one from Zone 5 is named Rusty Dagger.

RAACM Cruise Missile Video Long Range Flights Summer 2025 Cleared for Public Release

ERAM is also now feeding into the Air Force’s Family of Affordable Mass Missiles (FAMM) program. That service’s proposed budget for the 2027 Fiscal Year had already laid out plans to buy nearly 28,000 FAMM munitions over the next five years.

CoAspire has talked in the past about surface-launched versions of its RAACM and its new longer-range RAACM-ER. Zone 5 could similarly look to adapt its existing Rusty Dagger missile to meet the specific LCCM requirements.

“Concurrently, once Castelion achieves testing and validation, the Department will award a two-year multi-year procurement contract for a minimum of 500 Blackbeard missiles annually, with options to extend for up to five years,” the Pentagon’s press release today also notes. “To further encourage Castelion’s self-funded facility expansion, the Department is actively seeking the necessary authorizations and appropriations to purchase over 12,000 Blackbeard missiles over five years.”

Castelion has already been developing a ground-launched version of Blackbeard for the U.S. Army. Last month, the company formally announced that it had received a separate contract from the U.S. Navy for an air-launched version to arm that service’s F/A-18E/F Super Hornets.

“The experimentation and assessment campaign for LCCM will be led by the Office of the Under Secretary of War for Research and Engineering, with the Army Program Acquisition Executive Fires serving as the transition partner and acquisition lead for procurement,” according to the Pentagon. “To kickstart this initiative, the Department will procure test missiles from all four LCCM companies starting in June 2026, laying the groundwork for the assessment phase of the program. These agreements were developed in close coordination with the United States Air Force Program Acquisition Executive Weapons, the Test Resource Management Center and multiple components across the War Department, including the Office of the Under Secretary of War for Acquisition and Sustainment.”

It should be stressed here that the problem set that LCCM and the tangential framework arrangement with Castelion are intended to address, that of a critical need for production of cost-effective strike munitions at scale, is not new. Expenditures of critical air-to-surface and surface-to-surface munitions, as well as anti-air interceptors, by the U.S. military, as well as its allies and partners, in conflicts in recent years have only underscored the vital need to bolster these inventories. Demand for stand-off munitions, in particular, would be far greater in any future high-end fight against a near-peer adversary like China. That is a scenario where American forces could easily find themselves tasked to prosecute tens of thousands, of targets, just in the opening phase.

Furthermore, existing munitions are often exquisite in design, and take months, or more often years, of lead time to produce. The Pentagon’s focus on “disruptive new entrants and commercial innovators,” rather than any of America’s long-established prime defense contractors, with its newly announced framework deals, is extremely significant in its own right. This is the latest example of a major shift away from awarding high-profile contracts to large legacy providers, helping to diversify the industrial base and promote competition. This also means moving away from companies accustomed to very long lead procurement and production arrangements.

The LCCM effort follows years of work in the pursuit of lower-cost stand-off munitions, especially by the U.S. Air Force. This is underscored by the fact that all of the companies named today already have relevant designs that they have been working on under contract to the U.S. military. This, in turn, has already led to an explosion in the market for munitions in this general category, many of which increasingly blur the line between long-range kamikaze drones, traditional cruise missiles, and decoys. It should also be noted that the new lower-cost munitions are not intended to replace existing exquisite designs, but instead to form a valuable high-low capability mix that offers a more cost-effective and flexible blend of options for striking targets.

The U.S. Army and U.S. Navy have also made significant investments already in containerized launchers capable of firing various types of longer-ranged missiles.

If the frameworks announced today produce the promised results, they could be instrumental in laying the foundation for the production of lower-cost strike munitions for years to come.

Update: 6:20 PM EST –

Zone 5 has now provided a statement regarding today’s announcement from the Pentagon.

“Zone 5 is proud to partner with the Department of War on the Low-Cost Containerized Missiles program to deliver affordable, scalable strike capacity to our warfighters needed to deter and defeat emerging threats,” Thomas Akers, CEO of Zone 5 Technologies, said. “This program reflects exactly where American defense innovation must go: faster development, on-demand production, and high-volume weapons that can be fielded at the pace of relevance. We are honored to be a part of this effort to expand the munitions industrial base and strengthen America’s arsenal.”

Contact the author: joe@twz.com

BORDEAUX — Passengers unaffected by an illness outbreak on a British cruise ship have been allowed off the ship in Bordeaux, while authorities confirmed the cause of the outbreak is norovirus, a nasty stomach bug that spreads easily.

French authorities had initially ordered over 1,700 passengers and crew on The Ambition cruise ship to remain on board, but then decided late Wednesday to let those unaffected disembark. One passenger was spotted raising his arms in triumph while leaving the vessel.

It was not immediately clear how many left the ship.

French authorities said there is no link to a deadly hantavirus outbreak on a Dutch vessel that has put European health authorities on alert in recent weeks.

The Ambition was midway through a 14-night cruise from Belfast and Liverpool, with scheduled stops in northern Spain and along France’s Atlantic coast when it was struck by the outbreak. It reached Bordeaux on Tuesday evening, according to the operator, Ambassador Cruise Line. It was not immediately clear if or when it would resume its journey.

Samples analyzed at Bordeaux University Hospital confirmed an outbreak of norovirus. Local authorities said at this stage no serious cases have been reported and that sick passengers were cared for onboard by the ship’s medical team.

The U.S. Centers for Disease Control and Prevention, which tracks outbreaks on voyages that call on U.S. and foreign ports, recorded 23 gastrointestinal outbreaks on cruise ships last year. Most were caused by norovirus, including a new strain.

Ambassador Cruise Line, a British operator catering to passengers over 50, was founded in 2021.

I’M dancing in the midday sun, frozen margarita in hand, while the DJ plays top tunes to complement the incredibly beautiful Bahamian backdrop.

I’m at the new Royal Beach Club, on Paradise Island, a private party pad in the Bahamas owned by cruise company Royal Caribbean.

This 17-acre stretch includes three differently-themed areas and the world’s largest swim-up bar.

And the beach club is exclusively for passengers travelling on board Royal Caribbean ships.

It’s booked similarly to a cruise excursion, and the £126 fee buys you food, and drink all day, as well as access to three temperature- controlled pools and two huge white-sand beaches.

For those who don’t want alcoholic drinks, it’s £96.

WAIL OF A TIME

I drove Irish Route 66 with deserted golden beaches and pirate-like islands

TEMPTED?

Tiny ‘Bali of Europe’ town with stunning beaches, €3 cocktails and £20 flights

Transfer to the club from ships docked at Bahamian capital Nassau are by bright-pink water taxi — ours was dubbed Flirty Flamingo.

After a few daiquiris by lunchtime, we were loving the upbeat atmosphere, with a real Las Vegas pool-party vibe.

As well as the Party Cove — by far the liveliest zone on the island — there is the Family Beach, designed with kids in mind.

The pool is perfect for younger children who want to play in shallow water and there is live music, and games, so parents can have fun, too.

For those who would rather kick back with a book and a beer, the Chill Beach is more relaxed.

But most come here to party and, with ten bars dotted around the island, it’s very easy to do that.

The food didn’t disappoint either.

Each area has an island grill, serving Bahamian favourites like coconut shrimp and jerk chicken.

After a day dancing in the sun, we were grateful to be able to amble on to one of the multi- coloured ferries back to the ship.

We were sailing on the 18-deck Wonder of the Seas, one of the world’s largest cruise vessels — and there was plenty on board to keep us busy, including 20 restaurants, five live shows, a surf simulator, zipline and ten-storey slide.

The ship is capable of hosting almost 7,000 passengers, in its 2,600 cabins.

Our balcony stateroom was bright and breezy, with the benefit of some outside space.

While there are plenty of venues for you to enjoy the tasty included dining, we splashed out on one of my favourite venues that come at an extra cost.

Seafood restaurant Hooked is around £36 extra per person if booked in advance, but is definitely worth it.

Delicious menu options included Alaskan salmon, Maine lobster and freshly shucked oysters, as well as a fantastic surf-and-turf.

After dinner, we managed to get a seat at the popular inTENse show, whose all-female performers include synchronised swimmers, acrobats and martial-arts specialists.

With a larger ship, the challenge can sometimes be getting your bearings, but on Wonder of the Seas the eight “neighbourhoods” mean you quickly get into the swing of things.

My favourites included Central Park, a serene open-air courtyard, adorned with trees and plants; The Boardwalk, a fun, fairground-themed zone; and the Royal Promenade, a social space with shops, bars and restaurants.

It’s easy to see why a Royal Caribbean cruise appeals to a wide range of holidaymakers.

Whether you are cruising as a family, a couple or with friends, there is a lot of fun to be had.

The karaoke lounge is a must — even if you don’t want to roll out your inner Jane McDonald.

The entertainment value for the audience here is high — with some very interesting performances from guests that have been sipping rum punch all afternoon.

There is more fun to be had off the ship, too.

All Royal Caribbean cruises to the Bahamas also stop at the cruise line’s own private island, Perfect Day at CocoCay, which is included in the cost.

The perks included with your cruise continue on the island, too.

If you want a break from sunning yourself by the turquoise sea, you can also embrace your inner kid at the Thrill Waterpark, which does come at an extra cost.

Here, you can take on the third-highest waterslide on the planet.

This tube-slide is shockingly fast, with riders hurtling down at more than 30mph — taking just seconds to splash-land.

Which is a lot faster than it takes to climb the 255 steps to get to the top.

Back on the Wonder of the Seas, guests can take advantage of their last night at sea with the bars, pools and decks full of life.

With lots of fun things to see and do on board — and now with the Royal Beach Club giving you even more fun on land — a Royal cruise definitely offers the best of all worlds.

One French passenger and one from the US test positive after being evacuated from the vessel in the Canary Islands.

A French woman and an American man have tested positive for hantavirus infections as countries around the world repatriate passengers from a cruise ship hit by a deadly outbreak.

French Health Minister Stephanie Rist said on Monday that a French passenger who was on the MV Hondius cruise ship tested positive for the virus and her condition was deteriorating, the Reuters news agency reported.

“What is key is to act at ⁠the start and break ⁠the virus transmission chains,” Rist told France Inter radio, pointing to the “decree ⁠that came out today that will allow us to ⁠strengthen isolation measures for ⁠contact cases and to protect the population”.

Another four French passengers have so far tested negative, and authorities have identified 22 contact cases.

The US Department of Health and Human Services said on Sunday that an American on a repatriation flight had tested “mildly positive” for the virus and another had mild symptoms. Both were travelling “in the plane’s biocontainment units out of an abundance of caution” and all 17 MV Hondius passengers on board would undergo clinical assessment upon arrival in the US.

The two new cases bring the total number of confirmed cases to 10. The World Health Organization (WHO) has so far confirmed two deaths and one probable death, and as of Friday, four people were hospitalised with one in intensive care in South Africa.

The MV Hondius was anchored near the Canary Island of Tenerife after being stranded for weeks following an outbreak of the hantavirus on the luxury cruise ship. Health authorities have been locating and monitoring passengers who disembarked from the ship before the outbreak was identified.

Investigations into the source of the outbreak are ongoing.

The evacuation ⁠of passengers from the cruise ship will be completed on Monday with flights to Australia and the Netherlands, Spain’s health minister said.

One flight to Australia will evacuate six passengers ⁠from Tenerife and another to the Netherlands will take 18 passengers. Both flights are to also carry passengers from other countries that did not send their own repatriation flights, officials said.

Hantaviruses can cause severe respiratory illness and are usually spread by rodents but can also, in more rare cases, be transmitted between people. Symptoms can begin between one and eight weeks after exposure and include headaches, fever, chills, gastrointestinal issues and respiratory distress.

The fatality rate of the Andes strain of the hantavirus, identified in the ship’s outbreak, can reach 40 to 50 percent, particularly among elderly people.

The WHO has recommended a quarantine of 42 days for the cruise passengers. Experts are stressing the need for calm, noting that the virus is far less contagious than COVID-19.

Robin May, chief scientific officer at the United Kingdom Health Security Agency, said the risk to the public was “extremely low”, the Press Association news agency reported.

May 10 (UPI) — A cruise ship stricken with a hantavirus outbreak is evacuating its nearly 150 passengers in the Spanish island Tenerife on Sunday.

The MV Hondius docked in Tenerife Sunday morning to begin evacuating passengers who will be sent to their home countries. A small boat is being used to transport passengers to shore where they are received by a medical tent.

The first group of passengers left Tenerife on Sunday morning by plane. Fourteen Spanish passengers were boarded on a plane bound for Madrid.

Passengers were seen in face masks and full-body personal protective equipment. They have been isolated from the general public during transport off the vessel.

Before being released from the ship, passengers were screened for symptoms and all were asymptomatic.

The next group of passengers to leave the island will be passengers from the Netherlands, Spain’s health minister Monica Garcia said. Some crew members will also be part of that flight.

Passengers from the United States are set to be received at the University of Nebraska Medical Center where they will be monitored. It is a one-of-a-kind medical facility in the United States with specially designed rooms for the purpose of monitoring.

Three cruise ship passengers have died from hantavirus infection, World Health Organization Director-General Tedros Adhanom Ghebreyesus said.

Chile has reported a fatality rate of 33% in hantavirus cases this year. Last year it confirmed 44 cases and eight deaths.

A UNUSUAL temporary ban is being rolled out in days at a popular vacation hotspot.

The law will impact all residents, tourists, and even cruise lines.

Alcohol sales will be completely banned across all islands in the Bahamas due to the general election, officials have confirmed.

Polls open on May 12 and between the hours of 8am and 6pm, no alcohol will be available for purchase, per a government notice.

This includes even on private islands that are owned by cruise lines.

Royal Caribbean said it will be abiding by the local laws at Coco Cay, it’s private island in the Bahamas.

“Royal Caribbean is respecting and complying with all local laws and regulations, as we do with every destination we visit,” a Royal Caribbean spokesperson told PEOPLE.

Both the Wonder of the Seas and the Oasis of the Seas ships will be visiting the island on that day.

It’s beach bars Perfect Day and Royal Beach Club Paradise Island will still be open, the cruise line confirmed, and noted that passengers will still be able to get alcohol on board the ships.

Despite this, passengers are fuming about the sudden announcement.

“We scheduled a trip with stops in the Bahamas for our 40th anniversary,” one customer wrote on X.

“We are going with 26 of our friends. Planned activities at CocoCay and Nassau.

“The general election has banned all alcohol for the two days we are there. And we find out only two days before we leave? Not a way to treat customers who cruise four times a year.”

The cruise ship hit by a deadly hantavirus outbreak has arrived near the Port of Granadilla in Tenerife in the Canary Islands.

The Dutch-flagged MV Hondius arrived at the Spanish port early on Sunday, escorted by a Civil Guard vessel, according to data from the maritime tracking service VesselFinder.

The ship had left for Tenerife on Wednesday from the coast of Cape Verde after the World Health Organization (WHO) and European Union asked Spain to manage the evacuation of its passengers after the hantavirus outbreak was detected.

The WHO said on Friday that at least eight people on the ship had fallen ill, including three who died – a Dutch couple and a German national. Six of these people are confirmed to have contracted the virus with another two suspected cases, the WHO said.

All passengers on the luxury cruise ship are being considered high-risk contacts as a precautionary measure, Europe’s public health agency said late on Saturday as part of its rapid scientific advice.

In Tenerife, the passengers will be tested by Spanish health authorities to ensure they remain asymptomatic and will then be transported to land in small boats, according to Spanish officials.

Sealed-off buses will take the passengers to the Spanish island’s main airport about 10 minutes away, where they will board planes heading to their respective countries.

The evacuation is expected to begin between 7:30am and 8:30am (06:30 and 07:00 GMT), according to Spanish authorities.

Spanish nationals are set to disembark first with other nationalities to follow in groups, government officials said. Thirty crew members will remain on board and will sail to the Netherlands, where the ship will be disinfected.

‘This is not another Covid’

Hantavirus is usually spread by rodents but can in rare cases be transmitted person to person.

WHO Director General Tedros Adhanom Ghebreyesus arrived on Saturday evening in Tenerife with Spain’s interior and health ministers and its minister for territorial policy to coordinate the arrival of the ship.

He gave people in Tenerife assurances and thanked them for their solidarity.

“I need you to hear me clearly,” Tedros wrote in an open letter to the people of Tenerife on Saturday: “This is not another Covid.”

WHO’s epidemic and pandemic preparedness and prevention director, Maria Van Kerkhove, said that while everybody on board will be classified as “a high-risk contact”, the risk to the general public and the people of the Canaries remained low.

In the city of Granadilla de Abona early on Sunday, life appeared largely normal. Some people were swimming, others shopping at the market or sitting at cafe terraces.

“There are worries there could be a danger, but honestly, I don’t see people being very concerned,” David Parada, a lottery vendor, told the AFP news agency.

Tracking and tracing around the world

The MV Hondius left Ushuaia, Argentina, on April 1 for a cruise across the Atlantic Ocean to Cape Verde.

Argentinian provincial health official Juan Petrina said there was an “almost zero chance” the Dutch man linked to the outbreak contracted the disease in Ushuaia based on the virus’s incubation period, among other factors.

Health authorities in several countries have been tracking passengers who had already disembarked and anyone who may have come into contact with them.

A flight attendant on the Dutch airline KLM, who came into contact with an infected passenger from the cruise ship and later showed mild symptoms, tested negative for the hantavirus, the WHO said on Friday.

The passenger, the wife of the first person to die in the outbreak, had briefly been on a plane bound from Johannesburg to the Netherlands on April 25 but was removed before takeoff. She died the following day in a Johannesburg hospital.

Spanish authorities said a woman on that flight was also being tested for the hantavirus after having developed symptoms at home in eastern Spain. She is in isolation in hospital, Secretary of State for Health Javier Padilla said.

Two Singapore residents who had been on the ship tested negative for the disease but will remain in quarantine, the city-state’s authorities said on Friday.

British health authorities also said on Friday that there was a suspected case on Tristan da Cunha in the South Atlantic, one of the world’s most isolated settlements with about 220 residents. The MV Hondius had stopped there on April15.

The island is a popular holiday destination for Brits

The World Health Organisation (WHO) has moved to reassure concerned residents in Tenerife that they will not come into contact with passengers from a hantavirus-affected cruise ship due to arrive on the island. Nearly 1million people call the island home, which also serves as a major holiday destination for British tourists and visitors from across Europe.

The UN health body confirmed there had been six cases of hantavirus linked to the MV Hondius vessel, with four patients currently receiving hospital treatment. It revealed that a total of eight cases, including three fatalities, had been recorded — though one suspected case has since been ruled out after returning a negative hantavirus test.

Around 22 British passengers and crew members aboard the ship are due to arrive in Tenerife on Sunday, with plans to fly them back to the UK on the same day. Representatives from the UK Health Security Agency (UKHSA) and the Foreign Office will meet the MV Hondius when it arrives in Spain’s Canary Islands, with British nationals on board undergoing hantavirus testing before disembarking.

Those who test negative and show no symptoms will be transported directly to a specially arranged repatriation flight with medical staff on board. British citizens returning home will be required to self-isolate for 45 days and will be prohibited from using public transport to reach their residences. The WHO confirmed on Saturday that no symptomatic passengers were currently aboard the vessel. In a letter to the residents of Tenerife, WHO director-general Dr Tedros Adhanom Ghebreyesus acknowledged locals were “worried”.

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The Ethiopian public health official described the virus as “serious” but stressed the outbreak was “not another Covid” and the “current public health risk from hantavirus remains low”.

He explained: “Spain’s authorities have prepared a careful, step-by-step plan: passengers will be ferried ashore at the industrial port of Granadilla, far from residential areas, in sealed, guarded vehicles, through a completely cordoned-off corridor, and repatriated directly to their home countries.

“You will not encounter them. Your families will not encounter them. Nearly 150 people from 23 countries have been at sea for weeks, some of them grieving, all of them frightened, all of them longing for home. Tenerife has been chosen because it has the medical capacity, the infrastructure, and the humanity to help them reach safety.”

Two British men are currently being treated for hantavirus in the Netherlands and Johannesburg, South Africa, while a third British man with symptoms is being cared for on the isolated South Atlantic island of Tristan da Cunha. The Foreign Office confirmed that a total of 30 passengers and crew aboard the MV Hondius are British nationals, with 22 still remaining on the vessel. The outbreak has been linked to a birdwatching trip in Argentina, which two of the passengers attended prior to embarking on the ship.

AFTER my sixth glass of wine, the boat began to rock – the first time in three days I felt like I was on the water.

Cruising down France’s majestic River Loire on board CroisiEurope’s Loire Princesse, I had to put it down to my slightly tipsy state, as until then, the unique long, low vessel had drifted along peacefully for the entire voyage.

The ship has side-mounted paddle wheels and is designed to sail on France’s last wild river, known for its shallowness.

There’s a relaxed atmosphere on board, and unlike its ocean-going cousins, the Loire Princesse has a vibe that’s all about enjoying the slower pace   —   eating, drinking and snoozing as you pass through stunning scenery.

I joined the four-night Croisi-Europe sailing just a day after my 30th birthday and the gentle pace of the cruise was exactly what I needed after big celebrations back in London.

If you thought river cruises were for older folks you’d largely be right — I was the youngest person on board by about 20 years.

WAIL OF A TIME

I drove Irish Route 66 with deserted golden beaches and pirate-like islands

TEMPTED?

Tiny ‘Bali of Europe’ town with stunning beaches, €3 cocktails and £20 flights

But that is not to say it was sedate — there was an open bar and at dinner my glass was constantly topped up.

Servers eventually just left entire bottles of red on our table.

The Loire Princesse took us from Nantes to Saint-Nazaire on the west coast and back again.

And Nantes, the sixth largest French city, was a highlight of the trip.

Just an hour’s flight from London, it is the perfect weekend getaway destination, with all the charm of a French city without the bustle of Paris or the remoteness of Provence.

With clean, cobbled streets, Nantes is home to plenty of exiles from Paris looking for a cheaper, quieter life, and the city feels like a mini version of it.

From July to September, follow the Green Line, or Le Voyage à Nantes — literally painted on to the pavement, it leads you through the city to discover hidden street art, pop-up installations and all the best viewing points, without needing a map.

Another arty must-do is Les Machines de I’île — unique steampunk-like artistic projects inspired by the fantasy worlds of 19th-century writer Jules Verne, who was born in Nantes.

The Grand Elephant is a 40ft mechanical jumbo made of wood and steel that walks across the quay at the city’s former shipyards, trumpeting and spraying water at unsuspecting onlookers.

You can even ride inside it.

And you can admire Le Carrousel des Mondes Marins — a giant, three-storey carousel filled with mechanical sea monsters which you can operate yourself.

And I am sure you’ll be inspired to create something beautiful yourself after a tipple or two in the Loire Valley.

The region is home to its own variety of vino — Muscadet — grown at the western end of the valley.

Muscadet is a dry, crisp white and is currently going through a bit of a renaissance, so an opportunity to visit one of the world-class wineries in the region is an absolute must.

On my trip, there were three day-trip excursions from the cruise, one of which was included in the price of the voyage, the others costing around £68 each.

In one day-long excursion from the cruise we travelled south of Nantes to the beautiful vineyard of Cassemichere.

Rather dramatically, our guide told us how the vintner’s brother had died just three weeks earlier, after opening a tank and being poisoned by the carbon dioxide flowing out.

Like the bizarre plot of some twisted nursery rhyme, the poor man had then fallen into the wine.

But I didn’t let that put me off the tasting, and I can confirm that the white made at Cassemichere pairs well with seafood.

We also visited nearby Clisson, a medieval village known for its unique Italian-inspired architecture, with a charming river flowing through the middle of it.

Clisson is the kind of place they stick on the front of the tourist brochure — large trees hanging over the flowing water with an old bridge to cross it.

It was full of history as well, and with typical French frankness, our guide told us how, in the 18th century, women had been boiled at the castle during the Revolution.

On another day trip from the boat we visited two gorgeous chateaus in the centre of the Loire Valley.

The beautiful homes are now museums, with manicured gardens which were lovely to walk around on a blue-sky day.

Each day trip came with a three-course lunch and again, plenty of wine.

At the Chateau de Villandry — a world heritage site — we ate a beautiful chicken lunch in a spot where weddings are hosted.

After all that wine and food I was in desperate need of a nap when we got back to the boat.

Luckily for us, the rooms were cleaned every day, had a sizeable bathroom and were quiet.

Cabins on the upper deck have balconies, while those on the main deck have picture windows to watch the scenery glide by.

When it came to the evening’s festivities, an intercom in our room would call us to the lounge, where we would enjoy several pre-dinner drinks.

Then, in a nice touch by staff, we would have our dinner menu announced to us.

As with the included breakfast and lunch, dinner was an à-la-carte affair.

Think refined French comfort food — plenty taking inspiration from the surrounding Loire region, including fresh seafood and local cheeses.

And, of course, the wine flowed freely — particularly the Muscadet, which was available every night with whatever dish.

In summer months, the ship’s sun deck with its deck chairs and sun loungers is the perfect place to enjoy another cheeky glass while soaking up the sun.

With its access to stunning cities and chateaus, fine food and wine, river cruises don’t only appeal to the older lot on board.

From now on I am a convert too — and got the boat rocking!

Spain has granted permission for a luxury cruise ship hit by a deadly hantavirus outbreak and anchored off the coast of Cape Verde to sail to the Canary Islands.

Spain’s Ministry of Health said in a statement late on Tuesday that the World Health Organization (WHO) had explained that Cape Verde in West Africa was unable to receive the 147 crew and passengers of the MV Hondius.

“The Canary Islands are the closest location with the necessary capabilities,” it said. “Spain has a moral and legal obligation to assist these people, among whom are also several Spanish citizens.”

The ministry said it would receive a medical flight carrying the ship’s doctor, a Dutch national, who it said was gravely ill, following a formal request from the Dutch government.

A Dutch couple and a German national have died of the rare disease, which is usually spread from infected rodents through urine, droppings and saliva, on board the ship in early April. A British national, who was evacuated from the ship, is in intensive care in South Africa, officials said.

Two crew members require urgent medical care, ⁠according to the Dutch-flagged ship’s operator, Oceanwide Expeditions. Another person on board with a suspected case has only reported a mild fever.

Medical evacuations

The Spanish Health Ministry said the MV Hondius will journey on to the Canary Islands once those who need evacuation are taken off the ship.

The Dutch government said earlier on Tuesday that it was preparing to receive the evacuated passengers. Oceanwide Expeditions said the journey to the Canary Islands will take three days of sailing and that the MV Hondius will dock in either Gran Canaria or Tenerife.

When the rest of the crew and passengers arrive in the Canary Islands, they will be examined, treated and repatriated to their respective countries, Spain’s Health Ministry said, in coordination with the European Centre for Disease Prevention and Control and the WHO.

All necessary safety measures would be taken, the ministry said, with medical care and transportation provided in special facilities and vehicles to avoid contact with the local population and protect health workers.

According to the WHO, the cruise ship, which set sail from Ushuaia, Argentina, on April 1 for Cape Verde, had 88 passengers and 59 crew members from 23 countries on board.

A WHO official said on Tuesday that she suspected some rare human-to-human transmission had occurred between close contacts on board the ship.

“We do believe that there may ⁠be some human-to-human transmission that’s happening among the really close contacts, the husband and wife, people who have shared cabins,” Maria Van Kerkhove, the director of epidemic and pandemic preparedness and prevention at the WHO, told reporters in Geneva.

Van Kerkhove also sent a direct message to the people on board.

“We just want you to know we are working with the ship’s operators,” she said. “We are working with the countries where you are from. We hear you. We know that you are scared.”

Andes strain

Human-to-human transmission is not common, and the WHO reiterated that ⁠the risk to the wider public was low, adding that it had been told that “there are no rats on board” the ship.

A limited spread among close contacts has been observed in some previous outbreaks of the Andes strain of the virus, which spreads in South America, including Argentina.

Van Kerkhove said the typical incubation period for hantavirus was between one and six weeks, leading the WHO to believe that the Dutch couple, who had been travelling in Argentina before boarding the cruise, “were infected off the ship”.

Other cases may also have been infected while on bird-watching trips to islands where birds and rodents live, the WHO said.

Such trips are part of the cruise.

The Hondius is carrying mostly British, American and Spanish passengers on the luxury cruise, which set off from the southern tip of Argentina in late March.

The cruise visited the Antarctic Peninsula, South Georgia and Tristan da Cunha, some of the remotest islands ‌on the planet.

The voyage was marketed as an Antarctic nature expedition, with berth prices ranging from 14,000 to 22,000 euros ($16,000 to $25,000).

The first stricken passenger, the Dutch man, died on April 11. His body remained on board until April 24, when it “was disembarked on St Helena, with his wife accompanying the repatriation”, Oceanwide Expeditions said.

His wife had gastrointestinal symptoms when she was disembarked, and deteriorated during a flight to Johannesburg. She died upon arrival at the emergency department on ‌April ‌26, the WHO said, adding that contact tracing was under way for passengers on the flight.

South African authorities have confirmed that the British patient, who is being treated in a Johannesburg hospital, tested positive for the hantavirus.

Three of six passengers who fell ill from suspected rodent-transmitted virus have died, and one is in intensive care, the WHO says.

Three people have died on a cruise ship in the Atlantic, with at least one confirmed to have suffered from hantavirus, a rare disease transmitted to humans from rodents.

Health authorities are now investigating a suspected outbreak of the virus on the MV Hondius, which is sailing from Ushuaia in Argentina to Cape Verde.

In a statement on Sunday, the World Health Organization said that one case had been confirmed and at least five other passengers were suspected of being infected.

“Of the six affected individuals, three have died, and one is currently in intensive care in South Africa,” WHO said in a statement.

“Detailed investigations are ongoing, including further laboratory testing and epidemiological investigations. Medical care and support are being provided to passengers and crew. Sequencing of the virus is also ongoing.”

WHO added that it was “facilitating coordination” between countries to evacuate the two other passengers showing symptoms of the infection.

Hantavirus, a rare disease transmitted to humans through the droppings or urine of infected rodents, can be fatal in severe cases and cause hemorrhagic fever.

Infected couple among casualties

South Africa’s National Department of Health said earlier on Sunday that there had been an outbreak of a “severe acute respiratory illness”, which had killed at least two people, and that a third person was in intensive care in Johannesburg, according to the AFP news agency.

The ministry’s spokesperson, Foster Mohale, confirmed that the patient being treated in Johannesburg tested positive for hantavirus.

A 70-year-old was the first to develop symptoms. He died on the ship, with his body now being held on the island of Saint Helena, a British territory in the South Atlantic, the spokesman said.

The patient’s 69-year-old wife also fell sick and was evacuated to South Africa, where she died in a Johannesburg hospital, he added.

Mohale told AFP that authorities have not confirmed the nationalities of the deceased. But the person in intensive care was reported by AFP to be a 69-year-old Briton.

Bell has put forward a new concept for a next-generation tiltrotor aircraft armed with anti-ship cruise missiles and other munitions for the U.S. Marine Corps. The design is based on what has been newly named the MV-75A Cheyenne II, which is in development for the U.S. Army. This comes as the Corps has said “everything is on the table” as it starts to formulate a new vision for what will succeed its AH-1Z Viper and UH-1Y Venom helicopters.

A model of the new armed MV-75 concept for the Marines is currently on display at the annual Modern Day Marine conference in Washington, D.C., at which TWZ is in attendance. It is painted in the markings of Marine Light Attack Helicopter Squadron 267 (HMLA-267), a unit currently equipped with AH-1Z and UH-1Y helicopters, which perform attack and armed utility mission sets, respectively.

The model’s most immediately eye-catching details are its armament. This includes two stub wings, each with a single pylon, mounted on either side of the top of the forward fuselage, situated between the main wing and the cockpit. A Naval Strike Missile (NSM), a stealthy anti-ship cruise missile with secondary land capability, is loaded on the left side. The Marine Corps is already fielding NSM in a ground-launched configuration. The missile is also in U.S. Navy service as a sea-launched weapon, as it was originally designed.

On the right side of the model, there is a pair of missiles, which are intended to reflect the Marine Corps’ forthcoming Precision Attack Strike Munition (PASM) capability. PASM is a version of L3Harris’ Red Wolf, a small, lower-cost cruise missile that you can read more about here.

It is interesting to note that the missiles on the model also look similar in broad strokes to Lockheed Martin’s Common Multi-Mission Trucks (CMMT, pronounced ‘comet’). Red Wolf and CMMT are just a few examples of a growing field of missile-shaped ‘air vehicles,’ many of which can be readily reconfigurable to perform a host of different tasks, including acting as a kinetic munition, an expendable electronic warfare system, or a decoy. Designs in this general category increasingly blur the line between uncrewed aerial systems, especially longer-range kamikaze drones, and traditional cruise missiles.

The stub wings could be used to carry other stores, such as AGM-114 Hellfire missiles or Advanced Precision Kill Weapon System II (APKWS II) laser-guided rockets, per Bell.

Two additional launchers are attached to the sides of each of the main landing gear sponsons. These are intended to depict launch tubes for the ALTIUS-700M loitering munition or something similar, according to Bell. This is a general category of uncrewed systems now commonly referred to as launched effects. There are also five apertures on either side of the fuselage through which additional munitions or drones could be fired via Common Launch Tube (CLT).

“There are some restrictions of [sic] where you can place them [launchers and/or pylons for munitions and other stores], because anything that’s forward firing would need to have the clearance to get past the [rotor] tip path plane and [have] it fit inside the fuselage,” Bill Hendricks, Senior Strategy Manager at Bell, told our Eric Tegler on the show floor at Modern Day Marine. “Our assumption is that, should the Marine Corps pursue something like this, they would want to be able to employ ordnance while in airplane mode with the nacelles forward. So the weapons that we have currently on that conceptual model would be something that you could fire in airplane mode.”

The design also has a three-barrel Gatling-type cannon or machine gun in a turret under the nose. What is depicted is in line with the M197 20mm Gatling-type cannon found on Marine AH-1Zs today. An improved, lightweight evolution of that cannon, the XM915, was also expected to arm the Army’s now-canceled Future Armed Reconnaissance Aircraft (FARA).

The video below shows a live-fire flight test of the XM915 mounted on a UH-60 Black Hawk helicopter.

XM915 20mm firing

The model of MV-75 derivative for the Marines also has a sensor turret in the nose with a pair of large apertures in front, which typically reflect electro-optical and/or infrared video cameras inside. It has a retractable in-flight refueling probe, as well. The Army’s plans for in-flight refueling capability for the Cheyenne II are evolving. This is also a feature expected to be found on a special operations version of the MV-75.

Compared to the AH-1Z and UH-1Y, with this tiltrotor design, “now you have additional range, you have additional speed, more operational flexibility, you can cover more area with one platform,” Bell’s Hendricks highlighted at the Modern Day Marine show.

“If that was something that we were asked to look at, then we can certainly explore that,” he added when asked about the possibility of extra fuel carried externally for even greater reach. “That’s not something that we’ve looked at with that conceptual design, because an MV-75 variant in that configuration with internal fuel would still have a range, after a short takeoff or a running takeoff, in excess of 1,000 nautical miles.”

As a single replacement for the AH-1Z and UH-1Y, an armed MV-75 derivative would come in a larger and more expensive package, which would present additional tradeoffs for the Marines to consider. As an aside, the service is also now in the process of charting a separate course to a replacement for the MV-22 Osprey.

As noted, the Marine Corps has now begun to lay out a new vision for what will succeed its AH-1Z and UH-1Y helicopters. The service has previously told TWZ that this effort, currently known as Future Attack Strike (FASt), will also help fill certain capability gaps created by the retirement of the AV-8B Harrier jump jet and legacy F/A-18C/D Hornet fighters. The Marines have long said the main replacements for the AV-8Bs and F/A-18C/Ds will be variants of the F-35 Joint Strike Fighter.

“So, right now, for FASt, everything is on the table. Manned, unmanned, optionally-piloted, I think, are good avenues to take a look at. Conventional rotary-wing, tiltrotor. Maybe there’s something else out there,” Col. Scott Shadforth said in response to a question, also from Eric Tegler, while speaking today at Modern Day Marine. “There is no steadfast, solid response to that.”

Shadforth is currently Director of the Expeditionary Maritime Aviation-Advanced Development Team (XMA-ADT) within Naval Air Systems Command (NAVAIR). XMA-ADT focused on rapid prototyping and experimentation to help refine future Marine Corps aviation requirements in cooperation with the Navy.

“So, as we look at unmanned, manned-unmanned teaming, air-launched effects, all the capabilities to help extend the range of various assault support or attack type platforms, all of those are on the table for consideration by the Marine Corps at this time,” he added.

In the meantime, the Marines are notably working to integrate a standoff strike capability onto the AH-1Z through the aforementioned PASM, which will open up significant new operational possibilities. The service has also been looking at ways to expand the roles and missions of the UH-1Y, to include anti-submarine warfare capability and acting as an airborne drone controller.

It is important to note that this is not the first time Bell has shown models and renderings of armed variations of this design, originally branded as the V-280 Valor, that could perform sea control and other maritime mission sets. This has included versions with internal bays, as well as pylons under the wings and ones mounted on the sides of the rear end of the fuselage.

Previous navalized concepts have also included folding main wings and rotors, similar in form and function to those features on the V-22 Osprey tiltrotor, to help reduce the aircraft’s physical footprint when operating from ships. Bell has said previously that the ‘stowed’ configuration of the V-280 could be small enough to fit inside the hangars on Arleigh Burke class destroyers, as well as those on larger naval vessels.

Bell has also pitched navalized V-280/MV-75 designs in the past, paired together with its uncrewed V-247 Vigilant tiltrotor drone. This has included previous proposals specifically aimed at meeting future Marine Corps aviation requirements, which have evolved significantly in recent years.

“I can see conceptually, where the Navy could, if this is what they wanted, adopt like this to [meet] their sea control, or ASW [anti-submarine warfare], or ASuW [anti-surface warfare] mission set [sic], because of the additional range that it gives you,” Bell’s Hendricks said when asked about whether this concept could also be relevant to that service’s needs. “It would outperform the speed and range of an H-60, and so that would give them more operational reach.”

In recent years, the Navy has been exploring options for replacements for its MH-60R and MH-60S Seahawk helicopters, as well as its MQ-8C Fire Scout drone helicopters. However, at least in the near term, the service seems to be leaning more toward a major evolution of the Seahawk platform rather than an entirely new platform.

The Marine Corps has made clear that all options are currently on the table, including a tiltrotor like Bell’s MV-75 or a derivative thereof, as the service works to firm up requirements for a replacement for its AH-1Z and UH-1Y helicopters.

Eric Tegler and Phil Hladky contributed to this story.

Contact the author: joe@twz.com

A new, longer-range version of the Rapidly Adaptable Affordable Cruise Missile (RAACM) has been unveiled by CoAspire at the Sea-Air-Space 2026 exposition near Washington, D.C. The development comes just days after the U.S. Air Force launched market research for its Family of Affordable Mass Missiles — Beyond Adversary’s Reach (FAMM-BAR), reflecting the service’s interest in low-cost, long-range strike weapons, specifically for anti-surface warfare.

Jamie Hunter of TWZ spoke about the RAACM-ER (RAACM pronounced ‘rack-em;’ ER for Extended Range) with Doug Denneny, founder, CEO, and owner at CoAspire.

First off, it’s worth looking at the original RAACM, a modular, low-cost cruise missile that leverages 3D printing to bring down cost and enable rapid production ramp-up.

“When we designed the original RAACM, we knew that it was going to be the size of a GBU-38,” Denneny said, referring to the 500-pound version of the Joint Direct Attack Munition (JDAM), which is 92.6 inches long and has a wingspan of 14 inches.

An official video promoting the original RAACM:

RAACM Rapidly Adaptable Affordable Cruise Missile

“When you go to that size, there are great reasons to do it, but it doesn’t go as far as a larger variant could do,” Denneny continued. “We really wanted to take everything we learned and now have an extended-range version. And what’s beautiful about the additive manufacturing that we use is that we can really optimize fuel tank volume, which means this can go very far.”

According to the manufacturer, the RAACM-ER has a range greater than 1,000 nautical miles.

This is especially remarkable considering the relatively compact size of the weapon. Indeed, when it comes to anti-ship missiles, the only weapon in the U.S. inventory that comes close is the BGM-109 Block V Maritime Strike Tomahawk (MST). This can be launched from destroyers, submarines, and the U.S. Army’s Typhon system. Like the RAACM-ER, it is subsonic, but a single round costs $3.64 million, according to the Navy. While the RAACM-ER clearly has a degree of low observability, it is not to the same degree as on the MST.

Like RAACM, the extended-range model is designed for launch from aircraft, as well as from the ground and from naval vessels. For surface-launched applications, the RAACM-ER adds an additional rocket booster behind its turbojet, meaning it can be propelled out of its launch canister.

Despite the nomenclature, the RAACM-ER is a new design, rather than a modification of the RAACM.

Denneny explained: “Our engineers came to us and said, ‘Hey, if we’re going to make a bigger one, should we make it look just the same?’ I mentioned earlier that RAACM was made that shape just to ease integration. We’re an engineering company, so we said, ‘Let’s optimize fuel volume, let’s optimize survivability features, let’s optimize physics so that this thing can go as far as possible and take the sensors needed. That’s why it’s in this slightly different shape.”

The RAACM-ER is somewhat reminiscent of the AGM-158 Joint Air-To-Surface Standoff Missile (JASSM), in terms of appearance and capabilities, but Denneny is keen to avoid direct comparisons.

“Physics is physics,” he added. “When people look at shapes, they look similar, but just like an Airbus looks like a Boeing, but what they have different inside is really what matters, and that’s how we differ in many ways.”

In terms of sensors, the RAACM-ER is currently fitted with a GPS navigation system, suitable for air, ground, and surface launch.

“Both our RAACM and our RAACM-ER also have a long-wave infrared sensor in the nose,” Denneny continued, “so we have the opportunity to search and find targets as well.”

Unlike the JASSM and similar cruise missiles, however, the RAACM-ER, like the RAACM before it, is optimized for low cost.

For Denneny, “the most important thing is affordable mass. [This] means keeping the cost down, so that the nation and our allies can purchase these at scale. That’s number one. Number two is to use as many commercial off-the-shelf parts, so that we’re we are not locked into a single supplier for anything. The final thing is to have something that can survive enemy countermeasures, and also hit the target, whether it’s stationary or moving. Those are the main requirements.”

When it comes to price point, CoAspire has optimized mass rather than the highest-end capabilities. This is a reflection not only of the sheer number of targets that the U.S. military and its allies would face in a potential conflict with China, but also the fact that a considerable proportion of missiles won’t make it to their targets anyway. Still, as recent conflicts have shown, the ability of lower-end drones, especially, to overwhelm adversary air defenses when fielded in large numbers is significant. After all, quantity has a quality all of its own.

Denneny confirmed that CoAspire plans to test-fly the RAACM-ER “very soon.”

The original RAACM has already undergone flight trials aboard a contractor-operated A-4. CoAspire is now under contract to the U.S. government for RAACM, and the weapon is in production at the company’s plant in Manassas, Virginia.

In the past, we’ve learned that both the Air Force and the Navy have funded work on the RAACM project. It has also been reported that CoAspire is one of two companies producing Extended Range Attack Missiles (ERAM) for Ukraine — this may well involve the RAACM or a related weapon.

As for the RAACM-ER, this was unveiled only a week after the Air Force launched market research for its Family of Affordable Mass Missiles — Beyond Adversary’s Reach (FAMM-BAR).

“The potential procurement objective is to produce an inventory for the [U.S.] Government and Foreign Military Sales. The expectation is that the annual production orders will range from 1,000 to 2,000 units per year for five years (procurement numbers will vary by year),” the Air Force says in the request for information.

The FAMM-BAR program lists five desired attributes for the potential weapon: a range of at least 1,000 nautical miles, a speed of at least 0.7 Mach, the option of palletized delivery from a cargo aircraft, the ability to receive midcourse navigation updates, and the manufacturing capacity to produce more than 1,000 rounds annually. The main target set for the weapon is “slow-moving maritime” vessels.

A video showing a demonstration of the Rapid Dragon air-launched palletized munitions concept, using surrogate weapons delivered from the cargo holds of a C-17A and an EC-130J:

Rapid Dragon Flight Test

This requirement reflects the growing focus on anti-surface warfare as the U.S. military plans for a high-end conflict in the Pacific, especially against China. The U.S. military is increasingly investing in a diverse mix of anti-ship capabilities, part of a broader strategic shift driven by China’s growing maritime power. At the same time, real-world operations have exposed how rapidly missile stockpiles can be depleted, intensifying concerns that sustaining the massive volumes of anti-ship fires required in a China conflict will demand significant expansion of U.S. production capacity and inventories.

At the same time, the RAACM-ER would be useful for striking static land targets during an Indo-Pacific war, too. With such a considerable range, the weapon will also be better able to deal with increasingly far-reaching air defenses, something that the Pentagon is increasingly concerned about, including the likelihood of enemy missiles that can target its aircraft at ranges as great as 1,000 miles.

It should be noted that there are already other FAMM programs underway, namely the FAMM-Palletized and FAMM-Lugged cruise missiles for the Air Force. However, these require ranges of 250-500 nautical miles.

At this point, the low-cost, long-range strike weapon field is becoming increasingly crowded. Other contenders include designs from Anduril, General Atomics, and Zone 5 Technologies. From the last of these companies, the Rusty Dagger recently underwent release tests from an Air Force F-16 as part of the FAMM-L effort.

Global Technical Systems is also pitching a cruise missile with a range of 1,200 nautical miles and an anti-ship warhead.

However, with the original RAACM already in production, and proven in flight tests, the new RAACM-ER looks well-positioned to go far — figuratively and literally — in the FAMM-BAR program.

Contact the author: thomas@thewarzone.com

L3Harris is pushing its modular Wolf Pack family of “launched effects vehicles” for the U.S. Army, including to equip its H-60 Black Hawk series and AH-64 Apache helicopters, with an eye on the specific demands of a future conflict in the Pacific. The family of vehicles includes the Red Wolf, configured for long-range precision strikes against targets on land or at sea, and the Green Wolf fitted with an electronic warfare payload. Overall, these are part of a wider drive toward fielding modular, relatively cheap, and small systems that increasingly blur the line between uncrewed aerial systems, especially longer-range kamikaze drones, and cruise missiles, as well as decoys.

Readers can refer to our previous coverage of the Wolf Pack family, and it is also worth noting that the company is under contract with the U.S. Marine Corps to deliver the related PASM, the Precision Attack Strike Munition.

At the Army Aviation Association of America’s Army Aviation Warfighting Summit in Nashville, Tennessee, this week, TWZ caught up with Brad Reeves, the director of strategy and requirements for the Agile Development Group at L3Harris, to talk about the company’s vision for the Wolf family with the Army.

TWZ: What is the primary driver behind the Wolf family, and how is it relevant to the Army’s rotary-wing fleets?

Brad Reeves: The Department of War has a heavy emphasis on the Pacific and a conflict over there. Mass is an issue. We have a lot of exquisite weapons today, but the numbers are not maybe as high as we might hope for a conflict over there. So, they’re trying to solve that problem. Affordable mass has kind of become the buzzword, which basically means, “hey, how do we get capability that we can buy in quantity without breaking the bank?” And so, with that, the Department of War, actually Secretary Hegseth, issued a memo on April 30 of last year. And one of the things he called out specifically was launched effects, the urgency to get that fielded beginning this year. So, that’s a high-emphasis item for those guys.

Launched effects are really meant to be an affordable mass solution for the Army. But the real story behind this is what we call our Wolf Pack family of systems, and our offering and the capability it brings. And the story here is it’s very capable, but it’s what it does for the Army and for Army aviation. So it’s transforming Army aviation, and it’s addressing platforms that lack some relevancy today in the fight. Black Hawks, Apaches, etc, have a very short-range capability, relatively speaking, when you’re talking about the Pacific, and you have the tyranny of distance and anti-access/area-denial threats. It’s a much harder challenge than what we’ve dealt with in the decades since those aircraft were first invented.

Now we’re basically bringing relevancy to those platforms. We’re transforming from a weapons-effectiveness range and lethality range of single-digit kilometers, maybe up to a dozen kilometers, and we’re now extending that to hundreds of kilometers. We’re taking what before was a single-mission aircraft that’s supporting the Army; it’s doing close combat attack missions for Army soldiers on the ground, and is basically specific to that single service. And we’re now expanding that, and we’re giving that platform a joint or coalition viability in a Pacific flight. And so, the relevance now has increased. We’re taking what was before, a single-domain, fully land-based capability. We’re turning it into multi-domain, so now surface, meaning maritime, and land. And then we’re taking the target sets, which were traditionally tanks, maybe threats that we get from ground forces, etc. Again, we’re expanding that so it can be maritime threats and ground threats. It’s kind of a revolution in the way that the Army is going to fight and what they’re going to contribute to the joint coalition force. The Army desperately needs this capability.

TWZ: And what are the differences between the Wolf Pack family members?

Brad Reeves: Our launched effects offering, we call it the Wolf Pack family of systems. Today, we have two high-level mission capability variants. We have the Red Wolf, which is the kinetic variant, so a cruise missile. We have the Green Wolf, which has a purely (non-kinetic) electronic warfare payload. So now you’re also doing suppression of enemy air defenses. These types of missions, the DILR mission — detect, ID, locate, report — and/or electronic attack to suppress this threat.

Wolf Pack is designed to have multiple variants, so one aircraft, let’s say an Apache in this instance, you could launch multiple variants, Green and Red. You have a Green Wolf that goes out ahead and is searching and building the EMBM, the electromagnetic battle management. Through some software we call DISCO, which is AI-driven software, it’s building the landscape where the threats are, whether on the surface or on the land.

TWZ: How does PASM, the Precision Attack Strike Munition, differ from these?

Brad Reeves: It comes out of our Wolf Pack family. It’s a unique variant designed for the U.S. Marine Corps AH-1Z Viper, and we’re delivering early operational capability. They did a long-range precision fire, LRPF, last September, and that was somewhat of a graduation event. Now we’re basically starting to work with production at our plant in Virginia.

TWZ: So these are basically loitering munitions?

Brad Reeves: We don’t consider it a loitering munition, but technically, by definition, yes, what it’s doing is it’s flying a pattern. It’s very smart: it goes out, starts detecting threats, then it will set up a pattern to make sure that a) it’s survivable itself, so it doesn’t fly over a threat and get shot down. But b), it will maximize the search pattern, and then it will deconflict with the others in the pack, so that you can, if you have a large area, you can have one, one will say, “hey, I’m going to go do maybe a zigzag pattern over here looking for threats. You go do a zigzag pattern and then report those back.” Once they find the threats, they’ve got options. Either the aircraft can just avoid the threats because they know where they are, or if they need to go through them, then you can either use electronic attack to jam them, or you can send a signal to one of the kinetic variants. Then the kinetic variant does the destruction of enemy air defenses mission.

That’s kind of why we call it the Wolf Pack: working together collaboratively in a pack to perform a mission that’s assigned by the pilot, and they do that autonomously. They have been ground-launched. They have been air-launched from both manned and unmanned platforms, and they can be launched from rotary-wing or fixed-wing. Since we’re here with the Army, the target is Black Hawks and Apaches very specifically.

TWZ: Would you say that the Wolf Pack is oriented generally towards the SEAD/DEAD mission?

Brad Reeves: It is much broader. But certainly one of the main applications is SEAD/DEAD. With the EW variant, that’s really applicable when you’re doing SEAD/DEAD, or you’re just looking for platform survivability, meaning you’re going towards a mission, but you want to maybe send something out ahead. These fly at high subsonic speeds. They’re going out ahead when launched from a helicopter. They’re scouting out the area, giving them the picture, and allowing them to either avoid, suppress, or defeat threats that may be in their way.

TWZ: Presumably, the cost point of these means the numbers can be fairly scalable, depending on the requirement?

Brad Reeves: Absolutely, it depends on the mission set. One of the advantages is that, while it is an affordable mass munition, it also comes with significant capability. There are some, what I would call differentiators, that put this capability at the high end of the affordable mass, meaning it’s very inexpensive compared to traditional legacy weapons that the forces are using today. We usually say it’s about five times cheaper than what these aircraft would be using today. There are BAAs, broad area announcements, something the U.S. government will release to industry, asking for different capabilities. Right now, when they’re asking for this type of capability, they’re usually targeting somewhere between $300,000 to $500,000 for that market, per round, and we’re certainly in that sweet spot.

TWZ: Aside from the small turbine engine that they share, how modular are the Wolf Pack vehicles themselves?

Brad Reeves: Some people call it a truck, but for some reason, that offends me. But you’ve got the platform, and we’ve designed it modularly with what’s called WOSA, weapon open systems architecture. And so you can interchange the payload. You can take the platform, you can put a warhead in it, and it becomes kinetic. You can take the warhead out, you can put an EW payload in it. I’m oversimplifying a little bit because with the kinetic variant, there are sensors and other stuff. So you probably wouldn’t physically take a kinetic one and swap out the warhead for an EW payload.

TWZ: When it comes to Green Wolf, which has no warhead, is this designed to be expendable or recoverable?

Brad Reeves: We have both. We have a recoverable variant. It depends on what the customer wants. In some instances, they want recoverability. And with recoverability, you lose a little bit of range. So in some instances, it’s going to be on a one-way mission; they just want maximum range. Basically, the parachute equipment we use to recover it takes up a little bit of space that otherwise would be fuel tank space.

TWZ: How do these vehicles navigate?

Brad Reeves: It has the standard inertial navigation and GPS. It has those capabilities inside of it, and then the seeker effectively is used purely for in-game targeting.

TWZ: To what degree would you be able to surge production to meet urgent demands?

Brad Reeves: We gave our manufacturing team the problem and said, “Hey, multiple customers are asking for as many as a thousand per year. We expect this to really blow up. How do we know how big a plant to build? How do we know what we can do?” And so they actually designed a modular, scalable production plan. In theory, you can scale up to as many as you want. But right now, what we’re doing is we’re scaling towards a thousand a year, which is the current path, and then if the demand signal spikes, we have the ability to scale above that.

The beauty of this vehicle is that there’s a lot as a significant amount of commonality, which does allow us to scale, and also gives us economies of scale, price, etc.

Meet the “Wolf Pack”

TWZ: Where are you now with testing?

Brad Reeves: We’ve flown over 50 times in test events with the military. So we’ve done multiple services. We’ve done formal testing with those services. It’s been launched twice off the AH-1Z. We’ve launched off fixed-wing UAS, but this gets a little sensitive with the customers, as to what those platforms are. And we’ve done ground launch.

TWZ: Do you have a pathway toward testing on the Black Hawk and Apache?

Brad Reeves: I am very passionate about making sure this gets fielded to U.S. Army soldiers, specifically the Apache and the Black Hawk. Right now, we’ve obviously got Epic Fury. But if something lights off in the Pacific, this just pales in comparison. If I were young enough to be flying in that fight, I would want more capability. And so I am a little bit of a zealot. The U.S. Army, I know, has to have this capability, and I believe they want it. It’s going to be a game-changer for them, and it’s going to be important to the joint force and coalition forces. It is a significant transformational capability.

Jamie Hunter contributed to this story.

Contact the author: thomas@thewarzone.com

SUNDAY may be a day of rest in Europe, but that’s not the case for Puerto Rico. 

The shops were shut, but the city of Ponce was very much awake.  

As I wandered the streets, locals cruised past in their vintage cars, music blasted from lively bars and groups of youngsters burst into spontaneous dance on the streets. 

In the main square, families strolled past colourful murals and beautiful yet crumbling Art Deco buildings, while old men put the world to rights over a leisurely game of dominoes in the main square. 

Ponce (pronounced Pon-say) was the last stop on my Tropical Isles cruise onboard the recently refurbished Marella Discovery. 

It’s a new port for Marella so, like ­Christopher Columbus — who discovered the Caribbean island of Puerto Rico back in 1493 — I was excited to be one of the first people to explore. 

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Week-long sailings start and finish in La Romana, in the Dominican Republic, calling at the nearby nature reserve of Isla Catalina, the Puerto Rican capital of San Juan and the US Virgin Islands of St Thomas and St Croix. 

Now I’ve been lucky enough to visit the Caribbean a few times before, but I was still surprised by how green these islands were.  

And while this itinerary gave me plenty of opportunity to sunbathe on white-sand beaches and sample local rum (I recommend Ron del Barrilito), I was still able to go hiking in the rainforest and kayak through beautiful coves. 

Staying active is something I would definitely recommend on a Marella cruise — not just because you’ll miss out on amazing experiences if you don’t, but because you’ll need to burn off all the extra calories you’re bound to consume on board. 

With nine restaurants and seven bars spread over 11 decks, you certainly won’t go hungry or thirsty — especially as Marella cruises are all-inclusive as standard.  

This means your flights, cabin, transfers to and from the ship, drinks, food and entertainment are all included in the price. 

Even your bags go straight from your home airport to your cabin door so you don’t have to worry about collecting them from a carousel or lugging them around. 

Compared to other cruise ships, Marella Discovery is quite small, accommodating up to 1,800 passengers.  

It’s really set up for British tourists, though, with Yorkshire Tea on tap and dishes such as steak and ale pie readily available in the excellent Islands buffet. 

Entertainment-wise, passengers can find their way out of an escape room, play a round of mini-golf or enjoy a musical afternoon tea. Plus there are West End-style shows, quizzes and gameshows galore. 

For better-quality booze and speciality ­coffees, you can upgrade to a Premium All Inclusive package, while speciality restaurants, including the Surf & Turf Steakhouse and Sushi Bar, come at an extra charge. 

But be sure to leave room for some traditional Caribbean delicacies when you leave the ship. At Café Manolin, in San Juan, I joined locals queuing to tuck into giant plates of mofongo, a much-loved Puerto Rican dish of fried green plantain stuffed with meat or veggies. 

Coffee is also big business here — and almost as popular as rapper Bad Bunny, who hails from the island.  

Many coffee plantations welcome visitors to sample their wares but I got my caffeine fix at Hacienda Jacana, in the mountainous region of Adjuntas, where owner Jonathan and his ex-cop father proudly showed off their farm while explaining details of the coffee-making process. 

I was buzzing after a few cups of their delicious Latitude 18° coffee — but it couldn’t possibly compare to the buzz I got in St Thomas after snorkelling with a group of green turtles in the crystal-clear water of Magens Bay. 

Granted, I had to keep reminding myself that I wouldn’t die if I tried to breathe ­normally underwater, but I forgot all about breathing when a metre-long turtle paddled right past my face. Just wow. 

As an animal lover, and a keen traveller missing my two dogs back home, I was also thrilled to stumble across the Ruff Night — Hair Of The Dog Bar in St Croix (pronounced Croy), just steps from where Marella Discovery docked in Frederiksted.

The lively bar, in the courtyard of the Victoria House Inn, is run by volunteers from the Ruff Start STX animal charity who love nothing more than mixing super-strong cocktails and bringing in puppies for punters to cuddle.  

And if that’s not reason enough to visit, all money raised from the bar goes directly to local dogs in need, so go armed with plenty of cash in your pocket! 

I’d certainly worked up a thirst after a morning kayaking in the nearby Salt River Bay, and I enjoyed getting back to nature there almost as much as I did at El Yunque National Forest — the jewel in the crown of Puerto Rico. 

The 28,000-acre site is the only tropical rainforest in the US and it has more than 100 miles of walking trails just waiting to be explored. With enormous trees providing canopies of greenery and exotic birds and frogs creating a cacophony of noise, it was just how I imagined a rainforest to be. 

While mosquitoes are rife here after dark, I managed to avoid being savaged by the pesky wee beasties during the daytime. 

One thing was for sure, though — I had definitely been bitten by the Caribbean cruise bug.

Toulouse: Ashall-Bott; Pons, Polselli, Rennie, Ulberg; Rouge, Lacans; Belmas, Hands, Butler, Jussaume, Stefani, Marion.

Interchanges: Rodriguez, Chan, Roumanos, Wallace.

Hull KR: Broadbent; Davies, Hiku, Gildart, Burgess; Lewis, May; Sue, Litten, Amone, Hadley, Batchelor, Minchella.

Interchanges: Whitbread, Martin, Dezaria, Leyland.

Referee: Aaron Moore.

We boarded the P&O Cruises sailing around Canary Islands and Madeira with a previous cruise experience in mind – but P&O Cruises offered a completely unexpected holiday

‘I get seasick when I am on a rowing boat’.

Those 10 words from my friend Paul filled me with dread as we prepared for our first ever cruise together. He was a cruise virgin having always avoided a holiday on board a ship due to seasick fears and the idea of not being in one place for very long.

My last cruise was 25 years plus ago so we were definitely newbies as we boarded P&O’s Azura in the Port of Santa Cruz following a chartered flight from Gatwick to Tenerife. But we had decided to take the leap of faith in a bid to soak up some winter sunshine, relax and explore the Canary Islands and Madeira.

This kicked off with a trip to Tenerife’s Mount Teide where we were immediately hit by the contrast of winter underfoot and the sunshine hitting our skin. Following a bumpy and exhilarating cable car journey towards the summit of the 3,715 metre high volcano we emerged onto the crisp snow that crunched under every step.

Just minutes earlier we had been at the bottom among ashen, molten rock on a lunar landscape more at home on Mars or the Moon. Our guide explained that they had experienced more rain and snow than in many many a year, but this just added to the breath-taking scenery.

However each destination offers something different with a whole host of excursions available. Regular cruisers told us the excursions and the entertainment on sea days are what sets this cruise apart and we really could not disagree.

Our other excursions on Gran Canaria and then Lanzarote continued the theme of feeling like you are stepping off the boat onto another planet. We visited Timanfaya National Park on Lanzarote where a 40-minute bus tour takes you through lunar landscape shaped by eruptions towards the park’s Islote de Hilario where geothermal demonstrations wow the crowds of tourists and chickens are cooked on BBQs using the volcanic heat. In Gran Canaria we did a two-hour walking guided tour around the edge of a volcano where we again mixed ash, molten rock and thriving greenery before heading to a vineyard to sample local wines and cheeses.

Thankfully the destination days were separated by two sea days which allowed us to recover from exploring the islands and discover everything the Azura had to offer. It is one of the largest cruise liners in the P&O fleet with more than 1500 cabins spread across 14 decks which also include five pools, a gym, a spa, a casino, theatre as well as several restaurants and bars.

It meant there was plenty of opportunity for us to unwind and indulge – and there was not even the smallest of suggestion that Paul was going to be seasick . We spent several hours in the modern and well-equipped gym but it was the spa that was the real special retreat with an adult-only pool, jacuzzi, sauna and plenty of treatments.

The escape from the sun-kissed bustling decks was welcome before the highlight of dining and then on to more exploring – this time trying out the nightlife onboard!

When it came to food, there was an impressive amount of choice, but one must-visit is the sophisticated Epicurean which offers fine dining and makes you feel at home for the black-tie evenings. The dishes are not just beautifully presented but the taste was exceptional and the whole experience felt extremely luxurious.

Other highlights included Sindhu which is a stylish Indian eatery, the Beach House offering Caribbean and Mexican style dishes (which includes the stand-out Fillet steak served on a lava rock), as well as The Oriental featuring a mix of British and global dishes.

It was this variety – not just for dining – but across the whole experience which saw us converted to cruise enthusiasts. There really is something for everyone and something for every budget. You can mix fine dining and extravagant excursions or you can mix the buffet with exploring the islands yourself. You can relax by the pool and bars or head to the spa.

You can work out in the gym and swim or you can soak up the sun on the decks. You can try quizzes, the casino, sports and much more. It seems to be perfect for couples, friends, families, as you truly can make what you want out of the holiday.

In the meantime, I know for sure that I won’t be leaving it another 25 years before I board my next cruise.

Book the holiday

Prices for the Spain, Portugal & Canary Islands cruise (N617) start from £1,299pp, sailing 14-nights on a roundtrip from Southampton on 18 July onboard Ventura, based on two people sharing an inside cabin. Book on pocruises.com.

I went behind the scenes on a Marella cruise and ended up getting a sneak peek at some of the rooms that the passengers usually don’t get to see

Cruises are made to feel effortless – from island-hopping, flowing cocktails to all-inclusive dining. But behind the scenes, an army of staff are working around the clock to keep things powered to the highest of stands.

For my first Caribbean cruise on board the Marella Discovery, I was given access to areas passengers don’t normally see. After getting to grips with the 11-deck vessel – home to nine restaurants, six bars and everything from mini golf, an escape room and a climbing wall to keep you entertained, it was time to see the ship from a new angle.

Here’s everything I learned…

Where the magic happens

Only a handful usually get to see the command centre of any ship; the bridge. Here, the Captain and his crew navigate these huge vessels from ‘parking’ in tight corners at the docks, to steering the course when out in the middle of the ocean. The view from the bridge was unlike anything I’d seen before, and quite impressive. We watched how the crew navigated as our ship docked among huge superyachts owned by millionaire (just to add that extra bit of pressure).

Your air con affects the speed of the ship

Next, I head into the engine room where a team operates the smooth running of five engines, two massive propulsion motors and multiple air-conditioning systems – working 24 hours a day. Modern cruise ships like the Marella Discovery distribute power to meet the demand. That means lighting, kitchens and even your cabin’s air con will play a role. “If we were in Alaska in the middle of the night, with no air con running, we could reach 24 knots,” one crew member explained. “But during the day, when everything’s in use, it drops to around 22.” At full speed, the ship burns around 8,000 litres of fuel an hour. Efficiency is key.

It all comes out in the wash

In the laundry room, staff wash around 1000 towels a day with industrial machines and steam presses. It’s not just the passengers who are catered for. In these rooms tucked out of sight, the crew’s immaculately white uniforms are maintained. Since that’s a lot of similar looking clothing, every item is labelled with a unique number to make sure they go back to the right person.

The show must go on

As a theatre fan, I couldn’t wait to get up on the stage of the Broadway Show Lounge – from a view not many get to see. Behind the curtain, the performers do more than just sing and dance. I learned that they handle their own props, do their own hair and make-up, and of course all of the warm-ups they undergo. In the dressing room, wigs, hairspray and hairpins fill every space, but among the seeming chaos there’s a strong camaraderie. After working with each other for three months at sea at a time, it’s clear the performers are like family.

The motion in the ocean might be in your head

Unlike the seasoned sailor, I admit that being a cruise-newbie means I feel the ship moving especially at night. However, according to the crew, the tilting is far less dramatic than I was expecting. Thanks to stabilisers, the ship can only ever move to a maximum of one degree either side. “We keep your soup in your bowl and your drinks in your glasses,” one jokes.

The most eaten food on board? It’s not what you’d expect

I got a chance to see the ship’s galley – the central multi-floor hub of the ship where thousands of meals are prepared every single day. A team of 101 chefs work around the clock to fuel up 1800 passengers and 700 crew members every single day. The head chef shows me what is known as ”the manual’, a list of detailed recipes for every single food item on the menu – ensuring the exact same meal can be recreated anywhere in the TUI fleet. Around 3,600 meals are served at lunch and dinner, but breakfast is the real peak with passengers get through a staggering 7000 dishes a day. The most popular food on board? Eggs. Around 2,300 are served up at breakfast alone – that’s a lot of omelettes.

The customer service is down to a tea

It’s not just the big systems that are carefully thought out on Marella. As an avid Yorkshire tea drinker, I was thrilled to see the boat was well stocked even in the Caribbean. One crew member told me it’s something that was introduced after passenger feedback and quickly became a staple.

Book the holiday

Marella Cruises offers a seven-night Tropical Isles round trip from La Romana, Dominican Republic on Marella Discovery from £1573 per person. Price based on two adults sharing a Deck 2/3 inside cabin on an all-inclusive basis. Includes flights from London Gatwick, 20kg of luggage per person, transfers, tips, and service charges. Find out more at tui.co.uk/cruise.

If you’re planning a cruise holiday this summer, it’s crucial to know the prohibited items list – and one travel expert has shared five things that could be confiscated

Summer is just around the corner, and millions of Britons are busy planning their getaways. Cruises are a wonderful way to explore the world – but if you’re setting sail, it’s vital to know precisely what you can and cannot bring on board.

Packing can be a stressful experience – but knowing what’s permitted and what isn’t puts you one step ahead. Will Sarson, a travel expert with cruise operator Riviera Travel, has revealed the five items you cannot bring aboard a cruise to make your trip that bit smoother, reports the Express.

He said: “When packing for a cruise holiday, it’s important to do your research to understand the list of prohibited items. This can help better planning while packing and help avoid disappointment when items are confiscated.”

His first item to leave behind is alcohol. While not outright banned, many cruise companies have restrictions to prevent passengers bringing their own supply. He said: “Often, travellers are restricted to just a single bottle of wine or champagne – with potential corkage fees for drinking in public spaces.

“With so much alcohol available on board, we recommend leaving the bottles at home to avoid further costs and instead making use of the available liquor found throughout the ship and at varying ports across the world.” His second item to leave at home is your clothes steamer or iron.

Will explained: “Many cruise liners do not allow irons or steamers onboard as they pose a fire hazard. This is an item that constantly catches people out, with travellers forced to part ways with their iron or steamer.

“To avoid disappointment, it’s best to leave these items at home. Many ocean and river cruises have irons or steamers onboard that can be borrowed by guests during their stay.”

Similarly, candles and incense are prohibited owing to the fire risk they present. Cruise personnel will seize these straight away – so it’s advisable to leave them behind.

If you’re fond of your CBD oil, you’re in good company – it’s an extremely popular wellness product for assistance with muscle pain and mental health, but due to its varying legality worldwide, it’s forbidden on cruises. Will stated: “While the product is 100% legal for sale and tender throughout the UK, this is not the case in certain cruise ship stop-off destinations. As a result, the substance is not allowed on board the ship.

His final recommendation may seem entirely self-explanatory, but according to Will, a lot of people don’t realise their pets cannot come with them on their cruise.

He said: ” You’d be surprised at how many people try to gain access to their cruise alongside pets. Domestic animals are typically not allowed on cruises due to the allergy risk and general health and safety aspects that come with allowing cats or dogs on board.”

His final suggestion may appear completely obvious, but according to Will, many people don’t realise their pets cannot accompany them on their cruise.

He stated: “You’d be surprised at how many people try to gain access to their cruise alongside pets. Domestic animals are typically not allowed on cruises due to the allergy risk and general health and safety aspects that come with allowing cats or dogs on board.

“However, animals such as guide dogs are granted access due to the medical assistance they provide. If you’re a pet owner with a cruise holiday booking, it’s best to seek arrangements for your animals, as they generally won’t be allowed to join you on board.”