Sea

The attack on alleged drug smugglers brings death toll of US military campaign against suspected drug boats to about 150.

The United States military has announced another strike in the Caribbean Sea that it said targeted drug smugglers, killing three people.

The Southern Command of the US military (SOUTHCOM) shared footage of the attack on Monday, showing a small boat exploding and going up in flames after the strike.

“Intelligence confirmed the vessel was transiting along known narco-trafficking routes in the Caribbean and was engaged in narco-trafficking operations,” SOUTHCOM said in a statement.

“Three male narco-terrorists were killed during this action. No US military forces were harmed.”

The attack brings the death toll from US boat strikes on boats allegedly smuggling drugs, which began last year, to about 150.

Rights advocates have said the US military campaign targeting alleged drug smugglers amounts to extrajudicial killings and risks violating international and domestic laws.

The administration of US President Donald Trump has argued that all the targeted boats were carrying drugs, but it has offered little evidence other than grainy footage of the strikes.

United Nations experts warned last year that the attacks “appear to be unlawful killings carried out by order of a Government, without judicial or legal process allowing due process of law”.

“Unprovoked attacks and killings on international waters also violate international maritime laws,” the experts added.

“We have condemned and raised concerns about these attacks at sea to the United States Government.”

The strikes started in September last year, as the US was building up its military assets in the Caribbean amid tensions with Venezuela. Since then, the attacks have expanded to also targeting boats in the eastern Pacific Ocean.

A separate US strike on an alleged drug-smuggling boat on Friday also killed three people.

The campaign has continued even after US forces abducted Venezuelan President Nicolas Maduro early in 2026.

Trump and other US officials have argued, without providing evidence, that each bombing saves thousands of lives from overdose deaths. But it is not clear whether the deadly campaign has significantly affected the drug trade in the region.

The latest attack comes as Mexican authorities push to curb violence by drug cartels after the killing of the Jalisco New Generation Cartel leader, Nemesio Ruben Oseguera Cervantes, also known as “El Mencho”.

Trump has been pushing to present himself as launching a literal war on drugs across the Western Hemisphere.

“Mexico must step up their effort on Cartels and Drugs!” Trump wrote on Truth Social on Monday.

The US has often accused its critics in Latin America, including Colombian President Gustavo Petro, of ties to the drug trade.

Meanwhile, in December, Trump pardoned former Honduran President Juan Orlando Hernandez, who was serving a 45-year prison sentence in US jails after being convicted of drug trafficking.

Saltwick Bay is a beautiful and dramatic stretch of sand just a short walk from Whitby and is steeped in history with fossils, shipwrecks and unrivalled sunrises

Just a short distance from Whitby lies a breathtaking beach brimming with fossils, shipwrecks and unparalleled sunrises.

Saltwick Bay is just a two-hour drive from Huddersfield and a brisk five-minute trip from Whitby itself. The stunning and dramatic North-East coastline is a sight to behold in its own right, but it encircles a sandy stretch steeped in history.

On the brief 1.5-mile stroll from Whitby you’ll encounter the Gothic Bronte-esque ruins of Whitby Abbey and the charming harbour entrance.

This picturesque walk meanders past Whitby Holiday Park where steps descend to the beach. The Whitby Guide advises checking tide times to ensure you’re not stranded by the incoming tide blocking the steps on your return journey, reports Yorkshire Live.

Fossils.

The cliffs, prone to rock falls, loom over a bed of fossils concealed among shale and shingle. These spots are ideal for exploration, with numerous Ammonites nestled between the smooth stones.

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In addition, you can discover jet, the gemstone for which Whitby is renowned.

This site of special scientific interest (SSSI) has yielded many scientific finds over the years, including the skeleton of a Teleosaurus Stenosaurus Bollensis unearthed in 1824, along with additional dinosaur footprints spotted on the beach. This prehistoric crocodile now resides at the Whitby museum.

Alum quarries.

The proximity of the fossils to the surface is due to the area’s rich mining heritage. The quarries have exposed the wealth of fossils that visitors now stumble upon.

The first alum mine was established by Thomas Challoner in the 16th century, following Henry VIII’s reformation of the UK after his marriage to Anne Boleyn.

This came about because Britain had previously imported alum from Italy, but the industry was under the Pope’s control – with whom Henry had severed ties.

When Italy stopped its supply, the UK was left without until 1649, when the vital chemical was discovered at Saltwick Bay. Under the guidance of Italian alum workers, Sir Hugh Chomley then opened a mine.

In 1673, authorisation was granted for a harbour to be constructed to transport the alum. By 1770, an alum house for the workers was built adjacent to the quarry.

However, mining ceased in 1791 when alum was replaced by aniline dyes.

Today, remnants of the mine still linger, with a ramp extending into the sea and patches of deep red shale where the shingle was extracted.

Sunrise and Sunset.

Saltwick Bay is famed for its breathtaking sunrises and sunsets. The rock pools reflect the vibrant hues of the golden sun, and from May to July, the rare ‘double sun’ phenomenon casts a second radiant orb over the sea.

Shipwrecks.

The grand Admiral Von Tromp trawler remains a significant part of local history, with the ship’s downfall forever etched on the beach.

The sturdy remains stand tall, and you can get up close to them on Saltwick Bay, stepping back in time to marvel at the maritime catastrophe.

On 30 June 1976, the Admiral Von Tromp set sail from Scarborough Harbour bound for Barnacle Bay. However, it never reached its destination, instead running aground on the rocks at Saltwick Bay.

The HMHS Rohilla also met its end here. In the early hours of 29 October 1914, with 229 souls aboard, the HMHS Rohilla struck the rocks at Saltwick Nab.

At the onset of World War I, it was en route to Dunkirk, tasked with navigating the perilous East Coast, evading German submarines and the treacherous North Sea coastlines.

Yet, it was Whitby’s rocks that sealed its fate, as the Rohilla shattered its bow upon them.

It’s crazy how often this happens.

It’s a stunning yet treacherous stretch of coastline where cars and motorhomes are routinely hauled from the waves after becoming partially or fully submerged. Over the past four decades, local farmer Dafydd Davies says he has repeatedly deployed his John Deere tractor to rescue vehicles from the infamous Traeth y Graig Ddu (Black Rock Sands).

His dedication to saving stranded vehicles stems from his own harrowing experience 40 years ago. In 1980, whilst working on a new silage pit at his farm, he endured a horrific accident with a JCB bucket loader that left him trapped against a concrete septic tank.

“I lost my eye but I was very lucky I didn’t lose my life,” he told North Wales Live. The traumatic experience heightened his awareness of potential hazards and sparked a determination to give back to the community, including offering his land for air ambulance landings.

“That incident made me much more aware of risks – even now I can sense accidents about to happen. It also made me want to give something back to the community – I volunteered my land for air ambulance landings,” he said.

This sense of responsibility also led him nearly a decade ago to assume the role of beach guardian at the beach in Gwynedd, north-west Wales, one of the few beaches where driving is allowed. Extracting cars from the advancing tide or liberating them from soft dune sands has traditionally been a job for local farmers, and when the previous guardian retired, Dafydd enthusiastically volunteered.

Vehicle owners sometimes react swiftly enough that their cars and motorhomes can be rescued. However, on occasion, all Dafydd can manage is to recover the ruined vehicle to avoid an environmental disaster.

Sometimes, his wife Kathryn, a former nurse, takes the hit from such episodes, such as when a pink VW campervan was consumed in 2020. The van and its transporter, taken to the beach for a 1970s-themed photo session, were devoured by a rapidly advancing tide after becoming trapped in the sand.

“I always remember the date – September 14 – as it’s my wife’s birthday,” Dafydd recalled. “I’d booked a meal at a restaurant but my mobile rang and we had to go to the beach instead. I usually get there in 18 minutes but by the time we arrived, it was too late – the tide was coming in too fast. Instead, I drove the tractor to the restaurant, had a meal, then I went back to the beach. It was around 2am when I finally got home.”

The devastated owner, from Cheshire, put losses at £60,000.

During a typical summer, approximately six to 10 vehicles meet their fate on the Gwynedd beach. However, it’s believed up to 30 cars and motorhomes required rescue last year in 2025, as the beach is hugely popular and amongst the few where motorists can drive their vehicles onto the sand.

Locals are familiar with the unpredictable character of a shoreline whose tempting shallow waters are ideal for bathing and aquatic pursuits yet conceal a lurking danger for unsuspecting drivers. The very characteristic that renders the beach perfect for recreational activities – its gradual incline – also creates a hazard by allowing tides to rush in rapidly.

But visitors are less familiar with the dangers. And while there are plenty of warnings displayed on the beach regarding the possible dangers, they cannot be positioned where motorists typically park at low tide close to the waterline. Those who pay for parking are given a leaflet outlining tide schedules and beach safety guidance, including recommendations on parking and even details about weeverfish.

“But it’s human nature, they don’t read the leaflets or look at the signs, and they park where they want. If the tide is high in the morning, all the cars park higher up the beach and, if the sand is dry and soft, that’s when people need pulling from the dunes,” said Dafydd.

The problem intensifies when the tide retreats and the more compact sand tempts motorists to travel further out, only to be taken by surprise when the sea returns. “However when the tide is out and the sand is harder, that’s when people park further out. Before they know it, the sea is coming in.”

During sweltering weekends, you could see 1,000 cars or more scattered across the beach, as well as queues extending more than half a mile back into Morfa Bychan village, essentially transforming the beach into a vast improvised parking area. Last year, the council began shutting the beach gate at 8pm, theoretically reducing late-evening rescues, though this didn’t always work as intended.

One one occasion, Dafydd was preparing to attend a wedding reception: “We were dressed and just about to go out the door to a wedding party. I drove to the beach while my wife went to the party alone. A family from Birmingham were stuck on the beach. As they reported it quickly, I was able to save their car – they were very grateful – and I made it to the party by 9pm. Only once the clock ticks past 8pm during the summer can I finally relax.”

Recent years have introduced a new complication to Dafydd’s coastal rescue work: the growing number of electric vehicles (EVs) poses a significantly more difficult challenge than recovering conventional petrol cars.

“Electric vehicles are so much heavier because of their batteries,” he explained. “You take a basic Honda EV – it weights 2.2 tonnes. Not only do they sink further into the sand, it requires more power and traction to pull them out.”

Nevertheless, like numerous farmers, Dafydd feels he has a duty to support his local community. Some clear snow from roads, whilst others rescue motorists stranded by flooding.

“I enjoy it,” said Dafydd. “I like the idea of giving something back. My son, Owain, who works with me on the farm, has done a couple of beach jobs, which means I can now get away for a day if I need to. But not for too long – helping others gives me great satisfaction.”

Global markets rarely reveal their vulnerabilities quietly. They do so when shipping lanes come under threat, energy prices surge, or supply chains fracture. Few regions illustrate this reality more starkly than the Red Sea and the Gulf of Aden, which are now among the world’s most contested maritime corridors. What unfolds along these waters no longer remains local. It shapes economic security across the Arab world and far beyond.

Yet, amid growing attention to this strategic corridor, one factor remains persistently underestimated: Somalia.

For decades, Somalia was viewed primarily through the lens of conflict and fragility. That narrative no longer reflects today’s reality. The country is undergoing a consequential transition, moving away from prolonged instability, rebuilding state institutions, and re-emerging as a sovereign actor with growing regional relevance. Situated at the intersection of the Arab world, Africa, the Red Sea, and the Gulf of Aden, Somalia is not peripheral to regional stability; it is central to it.

Geography alone explains much of this significance. With the longest coastline in mainland Africa, Somalia lies adjacent to the Bab al-Mandeb passage connecting the Red Sea to the Gulf of Aden and the wider Indian Ocean. A substantial share of global maritime trade and energy shipments passes through this corridor. Disruptions along Somalia’s coast, therefore, have immediate implications for shipping reliability, energy markets, and food security — issues of direct concern to Gulf states and Arab economies.

For the Arab world, Somalia should be understood not as distant terrain but as a front-line partner in regional security. Stability along Somalia’s coastline helps contain threats before they reach the Arabian Peninsula, whether in the form of violent extremism, illicit trafficking networks, piracy, or the entrenchment of hostile external military presences along Africa’s eastern flank.

Somalia is not attempting to build stability from scratch. Despite persistent challenges, tangible progress has been made. Federal governance structures are functioning. National security forces are undergoing professionalisation. Public financial management has improved. Diplomatically, Somalia has reasserted itself within the Arab League, the African Union, and multilateral forums. These gains continue to be built on daily and reflect a clear commitment to sovereign statehood, territorial unity, and partnership rather than dependency. Somalia today seeks strategic alignment grounded in mutual interest, not charity.

Somalia’s relevance also extends beyond security. Its membership in the East African Community integrates the country into one of the world’s fastest-growing population and consumer regions. East Africa’s rapid demographic expansion, urbanisation, and economic integration position Somalia as a natural bridge between Gulf capital and African growth markets.

There is a clear opportunity for Somalia to emerge as a logistics and transshipment gateway linking the Gulf, the Red Sea, East Africa and the Indian Ocean. With targeted investments in ports, transport corridors, and maritime security, Somalia can become a critical node in regional supply chains supporting trade diversification, food security, and economic resilience across the Arab world.

At the heart of Somalia’s potential is its dynamic population. More than 70 percent of Somalis are aged below 30. This generation is increasingly urban, digitally connected, and entrepreneurial. Somali traders and business networks already operate across Southern and Eastern Africa, spanning logistics, finance, retail, and services. A large and dynamic diaspora across the Gulf, Europe, North America, and Africa further amplifies this reach through remittances, investment, and transnational expertise.

None of these momentums, however, can be sustained without security. A capable, nationally legitimate Somali security sector is the foundation for durable stability, investment confidence, and regional integration.

For Gulf states and the wider Arab world, supporting Somalia’s security sector is therefore not an act of altruism. It is a strategic investment in a reliable stabilising partner. Effective Somali security institutions contribute directly to safeguarding Red Sea and Gulf of Aden maritime corridors, countering transnational terrorism before it reaches Arab shores, protecting emerging logistics infrastructure, and denying external actors opportunities to exploit governance vacuums. Such support must prioritise institution-building, Somali ownership, and long-term sustainability, not short-term fixes or proxy competition.

The stakes are rising. The Red Sea and the Gulf of Aden are entering a period of heightened strategic contestation. Fragmentation along their African coastline poses a direct risk to Arab collective security. Recent developments underscore this urgency.

Israel’s unilateral recognition of the northern Somali region of Somaliland, pursued outside international legal frameworks and without Somali consent, is widely viewed as an attempt to secure a military foothold along these strategic waters, risking the introduction of the Arab-Israeli conflict into the Gulf’s security environment.

Even more troubling are emerging narratives advocating the forced displacement of Palestinians from Gaza, with proposals to relocate them to Somaliland against their will. Such ideas, whether formally advanced or not, represent grave violations of international law and human dignity. Exporting the consequences of occupation and war onto African soil would not resolve conflict; it would multiply it.

For the Arab world, this should serve as a wake-up call. Allowing external actors to fragment sovereign states or instrumentalise fragile regions for unresolved conflicts carries long-term consequences. Somalia’s unity and stability, therefore, align squarely with core Arab strategic interests and with longstanding Arab positions on sovereignty, justice and self-determination.

Somalia is ready to be part of the solution. With calibrated strategic support, particularly in security sector development and logistics infrastructure, Somalia can emerge as a cornerstone of Red Sea and Gulf of Aden stability, a gateway to East Africa, and a long-term partner for the Arab world.

The question is no longer whether Somalia matters in the regional and global Red Sea and Gulf of Aden discussions and plans. It is whether the region will act on that reality before others do.

The views expressed in this article are the author’s own and do not necessarily reflect Al Jazeera’s editorial stance.

Jan. 30 (Asia Today) — Taiwan’s first domestically built conventional submarine completed its first submerged sea trial Thursday, a milestone for an eight-boat program aimed at strengthening deterrence against China.

The submarine, named Hai Kun and also known as Narwhal, conducted a shallow-water submerged navigation test and returned safely to port near the southern city of Kaohsiung, according to Taiwan’s China Shipbuilding Corp., the state-linked builder leading the project.

The company said the program has faced obstacles because of international constraints and pressure from China but described the trial as a key step before staged sea testing continues.

Beijing has long opposed Taiwan’s submarine program. A Chinese newspaper commentary described the vessel as having performance issues, reflecting Beijing’s criticism of Taipei’s defense buildup.

According to people familiar with the trial, the test focused on basic checks such as watertight integrity and underwater stability at shallow depth, with later trials expected to proceed to deeper dives and stress testing.

The diesel-electric submarine is about 70 meters long with an underwater displacement of about 2,800 tons and a crew of about 60, according to published specifications.

Taiwan launched the first boat in September 2023 and the delivery timeline has slipped from earlier targets. The first vessel is budgeted at NT$49.36 billion (about ₩2.26 trillion, about $1.57 billion), with Taiwan aiming to have at least two of the new submarines operational by 2027.

The program has drawn scrutiny in South Korea after court rulings found contractors linked to Taiwan’s submarine effort guilty of leaking torpedo-launch system design documents, a case that raised concerns about possible technology transfer.

— Reported by Asia Today; translated by UPI

© Asia Today. Unauthorized reproduction or redistribution prohibited.

Original Korean report: https://www.asiatoday.co.kr/kn/view.php?key=20260130010013991