ship

The deaths on board the Egyptian-owned Tihamah mark first shipping deaths linked to Houthis since the US-Israel war on Iran began.

Yemen’s internationally recognised government has accused the Houthi rebel group of killing at least six people and wounding 10 others in a double-tap strike on a cargo vessel in the Bab al-Mandeb strait.

The attack on the Egyptian-owned Tihamah on Tuesday marks the first shipping deaths linked to the Iran-aligned Houthis since the United States and Israel launched the war on Iran on February 28.

Yemen’s Transport Ministry said three Pakistani nationals and one Indonesian national were killed after the Houthis fired three ballistic missiles at the commercial ship, sparking a fire and causing “significant damage” to the vessel.

Yemen’s coastguard said in a separate statement that the Houthis fired another missile at the ship as rescue personnel were evacuating the dead and wounded.

“The attack struck the site of the rescue operation and resulted in deaths and injuries among the forces participating in the response operation,” the coastguard said.

At least two troops were killed in the second strike.

Ten people were wounded in total, including seven crew members, it added.

Houthi-Saudi truce unravels

Yemen’s Foreign Ministry condemned the attack and called on the international community “to move from condemnation to effective and decisive action” against the Houthis.

There was no official comment from the Houthis.

But the Houthi-run news agency Saba reported that the ‌group had attacked a Saudi ship carrying military equipment in Bab al-Mandeb. It did not name the ship, and there was no immediate Saudi response to the report.

In a separate incident on Tuesday, the US military said it fired on a ship attempting to break its blockade of Iranian ports in the Gulf of Oman. The US Central Command said a Navy helicopter fired two Hellfire missiles at the Panama-flagged Vela Nova cargo vessel, but did not say if any crew members were wounded.

The escalation in Yemen follows the collapse of a years-long truce in the country’s civil war between the Houthis and the Saudi-backed, internationally recognised government.

The breakdown of the United Nations-backed 2022 truce followed a Saudi air strike on the runway of Sanaa airport on July 13, preventing the landing of an Iranian flight carrying a high-ranking Houthi delegation.

The Houthis then attacked the Abha airport in southwestern Saudi Arabia and announced a blockade on Saudi shipping in the Red Sea. They have also attacked Saudi vessels as well as oil facilities in the kingdom, adding further disruption to the global economy.

The Saudi-led coalition, in turn, has struck Houthi-controlled Hodeidah and Kamaran, Yemen’s largest island in the Red Sea.

The Houthis have also launched attacks on government-held areas in Yemen, including the port city of al-Makha (Mocha) on the Red Sea and the central city of Marib, killing dozens of troops and civilians.

Yemen’s internationally recognised government on Tuesday said the Houthis launched 10 missiles and four drones during a series of further attacks on sites on the country’s western coast.

The Houthis said they had launched ballistic missile and drone attacks “targeting Saudi military buildups, weapons depots and command posts” in al-Makha and the central Marib province.

The UN has called for restraint, saying the renewed hostilities risk “drawing the country into a broader regional confrontation, with devastating consequences for its people”.

Qatar says negotiations between Oman and Iran over the future of shipping through the Strait of Hormuz are making major progress.

Aug. 11 (UPI) — At least six people were killed Tuesday when Houthi militia attacked a cargo ship with missiles in the Red Sea, the Yemeni government said.

The Yemeni Transport Ministry said in a statement that the ship was carrying food and was hit while traveling through the Bab al-Mandab Strait. One Indonesian and three Pakistani crew members were killed in the attack after a fire broke out on board the Tihamah.

The Yemeni coast guard said later Tuesday that two members of the armed forces were also killed during a rescue mission when another Houthi missile was launched at the ship.

The Houthis have not commented on the attack, but the group has recently fired on Saudi Arabian vessels in the Red Sea as part of a blockade against its northern neighbor.

It’s unclear who owns the ship. The Transport Ministry described the Tihamah as a Yemeni commercial vessel, but Equasis, a shipping database, said it’s a small cargo ship owned by Egyptian company Thubab for Marine Services and flies the Tanzanian flag, The New York Times reported.

Yemen has been embroiled in a civil war since 2014, though a 2022 cease-fire had slowed conflict. In 2014, the Iran-backed Houthis took over the Yemeni capital Sanaa. A Saudi-led coalition intervened but failed to remove the Houthis. Now, the Houthis control the northern half of Yemen, including Sanaa.

The Red Sea has become increasingly important since the Strait of Hormuz has been blocked by Iran after the United States and Israel began a war on the country.

On Sunday, the Houthis attacked a Saudi state-owned oil refinery in Jazan, Saudi Arabia, as well as the Red Sea port of Mokha, which is controlled by the Yemeni government. The attack on Mokha killed at least seven people. It was the most recent in a spate of attacks by the rebels.

Aug. 5 (UPI) — An Indian cargo ship has sunk after being struck by a projectile off Yemen, officials said, raising concerns that the Middle East war’s maritime front is expanding.

It was unclear who launched the projectile, but the vessel, identified as the MSV Faize Noore Oliya, was hit in the Red Sea off Hodeidah, a port controlled by the Iran-backed Houthis.

The attack occurred amid a Houthi-declared maritime blockade targeting Saudi Arabia and Saudi-linked shipping in the Red Sea.

All 14 sailors on the ship were safely rescued by the Yemeni Coast Guard and transported to the Port of Mokha, India’s minister of ports, shipping and waterways, Sarbananda Sonowal, said in a statement Tuesday.

Of the 14 sailors rescued, 13 were Indian. Their condition was not known.

“India strongly condemns this unprovoked attack on the defenseless mechanized sailing vessel,” he said, adding that he instructed the director general of the Maritime Administration to coordinate with all relevant agencies to ensure the “absolute security of Indian seafarers in the region and provide all necessary assistance to the rescued crew.”

India’s Ministry of External Affairs said in a separate statement that its embassy in Riyadh was closely monitoring the situation and coordinating with the Yemeni authorities concerning the safety and security of the crew.

While no group has yet claimed responsibility, the Yemen government-aligned National Resistance Forces has blamed the Houthis.

“The Houthis targeting today of the Indian ship is an extension of their terrorist behavior directed against the Yemeni people,” Maj. Gen. Sadiq Dwaid, spokesperson for the National Resistance Forces, said in an online statement.

“They have previously targeted oil export ports — the main source of salaries for state employees — and Yemeni ports in general, as well as commercial ships, and their support and management of piracy operations in collaboration with the pirates of the African Horn.”

The Houthis, who are locked in a civil war against the internationally recognized Yemeni government, imposed their blockade on July 20, specifically preventing Saudi Arabian ships from transiting the Bab el-Mandeb Strait, which connects the Red Sea and the Gulf of Aden.

The Iran-backed militia accuses Saudi Arabia of laying an “unjust and oppressive siege” against it by supporting the Yemeni government in the civil war.

The Houthis have struck at least two Saudi tankers since. If the Houthis are confirmed to have carried out the attack, it would be the first known strike on a non-Saudi vessel since they declared their maritime blockade of Saudi Arabia on July 20.

It also comes as Iran has been enforcing a blockade of the Strait of Hormuz, which is on the northeastern side of Saudi Arabia.

Iran says talks with Oman are proceeding ‘positively’ as US officials say a deal could be possible soon.

The ultra-luxury cruise ship recently docked in London for the first time so I went to see what passengers can expect from a holiday that includes two helicopters and a submarine

As a travel journalist, I often have to convince people that my life isn’t all glitz and glamour, but it was difficult to argue my case as I sat drinking champagne on a six-star cruise ship.

The Scenic Eclipse II docked for the first time in London last month, and I got the chance to have a nosey around and see what life is like onboard this luxury vessel. Coming out of the very unglamorous tube, I immediately spotted the boat moored just off of Greenwich Pier, looking more like the kind of superyacht you’d see in the waters of Monaco than in the murky Thames.

While many cruise lines compete to build bigger and bigger ships, Scenic Eclipse II has focused on quiet luxury and an exclusive experience for those onboard. Only 228 guests can board each of its voyages, (200 if it’s visiting polar waters) and with a staff ratio of nearly 1:1, service is incredibly personal. Each of its 114 suites comes with butler service, and the layout means everyone gets a veranda where they can enjoy the views. Which is handy, because the ship visits plenty of places where you’ll need a good camera.

Our group took a quick, if choppy, Thames Clipper service across to the Scenic, and were relieved to step onto its much more stable floors. As soon as you step onboard, you definitely feel the luxury vibes, and it felt more like the lobby of a five-star hotel than a cruise ship. Sipping a glass of champagne in the plush lounge, and taking a sneaky peek at the top shelf drink selection for all-inclusive guests, I started to make a plot to stowaway on the ship.

But I settled for a sneaky peek around its deluxe rooms instead. Firstly, to one of the top decks to see the vast Owner’s Penthouse Suites, set at the front of the ship so you get to make the most of the views, presumably while soaking in your private spa tub while the butler tops up your drink. It had a plush bedroom area, huge living room with its own bar, and walk in-closets where you can store all your best cruising outfits for black tie galas.

You certainly won’t be slumming it if you opt for one of the lead-in Verandah Suites. These have a king-size bed, a curtained off living area, and marble en-suite bathrooms, and even the ‘basic’ level rooms on this ship get butler service, in-room dining, and much more included.

Of course, nobody goes on a cruise just to sit in their room, and Scenic Eclipse II is clearly for cruisers who have a more adventurous side. Passengers can book trips on one of the ship’s two helicopters, or even get onboard its submersible to explore the deepest waters with 360-degree views. The relatively small size of the ship compared to many mega cruise ships mean it can also visit a wider variety of places, and its itineraries range from Antarctic adventures to relatively tame Mediterranean voyages.

One feature that I found really fun was that the navigation deck would be kept open for the duration of the cruise, so you can pop along and chat to crew members, see the equipment up close, and live out your fantasies of being captain. But sadly, they won’t let you press the buttons.

A team of 38 chefs onboard means you have a huge range of culinary options for a relatively small ship, about 10 all-inclusive choices overall from lounges with snacks and coffee to impressive Italian, fine French dining, a sushi counter, and a Teppanyaki grill experience.

Add to this a couple of pools, an incredible spa with a gym and yoga room, and a plush lecture theatre offering a program of talks as well as workshops and entertainment, and I can’t imagine you’d ever get bored during your cruise.

After leaving Greenwich, the Scenic Eclipse II is made its way to Hamburg, continuing through Ostend, Belgium, before cruising the Elbe River. This five-night itinerary starts at £4,4951 per person.

The specifications of the ship mean it has plans to visit some of the world’s most extreme environments in the future, including Antarctica and the Arctic, as well as classic Mediterranean destinations, Oceania, and the remote archipelagos of South East Asia and Indonesia. Find out more about Scenic Cruises here.

Have a story you want to share? Email us at webtravel@reachplc.com

Benidorm Is Murder starring John Hannah is Channel 5’s new comedy crime drama.

Actor John Hannah fronts a new Channel 5 crime series perfect for The Good Ship Murder fans.

Benidorm Is Murder is a six-part series which kicked off this week. On Thursday night (July 30) viewers tuned in to watch the first episode as they saw John’s character Dennis, a retired detective, hire a new staff member.

Unbeknowst to him, Rosa (Carolina Bécquer) is a true-crime obsessed barmaid who is eager to help when a murder unfolds closeby.

When a member from a Take That tribute band is found dead in a hotel pool, the police spring into action. However, Rosa doesn’t think they’ve got the right person and sets out to solve the case with Dennis.

Viewers were quick to comment on the new series, with many comparing it to Channel 5’s Good Ship Murder, reports the Express.

One person said: “#benidormismurder Is a carbon copy of #Thegoodshipmurder but I’ll persist with it!!”

Another replied, saying: “I love #TheGoodShipMurder so yeah #BenidormisMurder is worth sticking with.”

Sadly, not everyone was overjoyed with the opening episode as one viewer commented: “Thought I’d give #BenidormIsMurder a go, Take That, John Hannah….good mix! But no, it’s terrible! Sorry!”

While another added: “Another clichéd drama from #ch5. Predictable story, formulaic structure, poor script and poor acting. Just not interesting enough. Not for me.”

This week, John Hannah appeard on The One Show to speak about the new six-part series, although quickly took a cheeky swipe at the pay he got for the show. He said: “Some great guests come in. In fact, we shot the third episode first. We shot that in Gran Canaria, actually.

“The first episode was an Irish hen party, half a dozen terrific Irish actresses turned up and Trevor. A bunch of Irish actors turned up, and they all knew each other a bit.

“It was October, cold back here [the UK], a good script, two weeks in the sun, having a laugh, they all knew each other, so there was a great bond there, a great chemistry there.

“Simon and I were talking at the end of that episode, we were like, ‘Wow, they’ve set the bar really high. There’s something about a good script, a bit of sunshine, regardless of the pay… which wasn’t the best, but anyway it doesn’t matter.”

While everyone laughed at the cheeky jibe, another guest on the programme joked that he shouldn’t mention money.

John replied: “No, let’s not because we’re not doing it for the money, right? Of course not. It was brilliant, everyone came out. We were all getting paid….a bit.”

Benidorm Is Murder is available to watch on My5.

CASTINE, Maine, July 30 (UPI) — The new State of Maine has arrived in historic Castine, where Revolutionary War history and maritime tradition converge on the shores of Penobscot Bay, bringing advanced technology to the Maine Maritime Academy as it trains the next generation of merchant mariners.

The $330 million, 525-foot ship is the third of five National Security Multi-Mission Vessels built for the U.S. Maritime Administration. to prepare the next generation of merchant mariners. The ship accommodates up to 600 cadets and features advanced navigation and engineering systems, classrooms and modern diesel propulsion.

Constructed at the Hanwha Philly Shipyard in Philadelphia by more than 2,000 American shipbuilders, engineers and apprentices, the vessel also reflects renewed investment in the U.S. shipbuilding industry. The shipyard was acquired by South Korea’s Hanwha Group in late 2024 for $100 million, bringing advanced automation and digital manufacturing technology there.

The South Korean shipbuilding conglomerate is betting $5 billion on a dramatic revival of American shipbuilding, planning to turn its Philadelphia yard into a high-volume production hub.

The investment would increase annual output from fewer than two vessels to as many as 20, pairing advanced Korean manufacturing technology with expanded U.S. capacity to build commercial ships and naval vessels.

For Maine Maritime Academy, the new ship represents a dramatic leap from the wooden schooners and comparatively simple navigation instruments that once defined maritime training along the Maine coast.

Its bridge features sophisticated navigation and communications systems, digital charts and advanced ship-control technology designed to prepare cadets for an increasingly automated global maritime industry.

Despite the technology, the fundamentals of seamanship have changed little. Cadets must still read weather and sea conditions, work as a crew and make decisions under pressure.

“We start with the basics,” said the academy’s Captain Gordon “Mac” McArthur, 56. “Rowing in an eight-person lifeboat is a large part of the fall semester freshman year. We build from tying knots and turning a wrench to the more complicated things. We are training problem-solvers and critical thinkers. The technology-based things don’t matter if you don’t have those fundamentals.”

The training ship’s arrival underscores the community’s enduring maritime identity, where centuries-old seafaring traditions meet the technology shaping the future of global shipping.

Nowhere is that contrast more evident than at Maine Maritime Academy, where the state-of-the-art ship shares the waterfront with Bowdoin, the academy’s 1921 National Historic Landmark schooner — a living symbol of the evolution from wind-powered seamanship to the digital age of navigation.

Yet, both are classrooms for learning many of the same fundamental lessons about life at sea.

The academy’s new flagship reflects Castine’s balance of maritime tradition and the future of seafaring. While Maine Maritime Academy trains the next generation of mariners for a high-tech global industry, the town is fighting to preserve the working-waterfront traditions that shaped its identity.

Just down the harbor, Eaton’s Boatyard — where wooden boats have been built and repaired since 1931 — remains a living workshop of Maine craftsmanship, proving that even in the digital age, some skills are still best learned by hand.

Eaton’s Boatyard preserves a cornerstone of Castine’s maritime heritage as the birthplace of the 18-foot wooden Castine Class sloop, designed by Mace Eaton in 1951. On July 18, 13 of the one-design racing sailboats, including two originals still owned by descendants of their first owners, competed in Castine Harbor, continuing a nearly 70-year racing tradition on Penobscot Bay.

David Biggs, honorary chairman of the 27th annual Castine-to-Camden Yacht Race, said the Downeast harbor’s maritime traditions continue to thrive as new generations embrace sailing.

“It’s still exciting to see these beautiful boats in our harbor, especially our own Castine Class Caroline B,” Biggs, 93, who has lived there with his wife, Marian, for more than 50 years, told UPI.

Though Castine has evolved from a working fishing and shipbuilding port into an upscale summer village, its identity remains firmly tied to the sea through Maine Maritime Academy, one of the nation’s leading schools for merchant mariners.

“It’s become a college town with a deep maritime soul,” Biggs said.

Kenny Eaton, 81, Mace Eaton’s grandson and the third generation of the boatbuilding family, has watched Castine’s waterfront change from a working harbor toward one increasingly shared with recreational boats and seasonal residents.

“You can’t stop change,” Eaton said. “But you hope the next generation understands that Castine wasn’t built just because it had a beautiful view of the water. It was built because people worked on it.”

That maritime connection continues among a new generation at Maine Maritime Academy.

That sense of maritime tradition also runs through families. Marin Griffin, 18, of Bangor, Maine, recently completed her freshman year at the academy and is following a path already taken by two generations before her.

“I’m the third generation in my family to attend Maine Maritime,” Griffin told UPI.

A harbor shaped by history

Castine’s ties to the sea run deep. Once a strategic outpost and later a bustling center of fishing, shipbuilding and coastal trade on Penobscot Bay, the town has evolved into a quiet Downeast harbor, while Maine Maritime Academy has carried its seafaring legacy into the modern era, training generations of merchant mariners and maritime professionals.

The State of Maine’s Captain Craig ‘Mac’ McArthur said Castine’s centuries-old connection to the Atlantic world continues to define both the school and the town.

“I’ve run into Maine Maritime alumni in Korea, Malaysia, Brazil, Dubai and other places around the world. Most don’t talk about their time at Maine Maritime,” McArthur said. “They talk about their time ‘in Castine.’ There is something about the remoteness of this place that prepares you for world travel.”

The academy’s legacy endures in the careers of graduates who credit its seamanship training for their success. Jon Parsons, 59, spent 23 years with Polar Tankers, transporting oil from Valdez, Alaska, while Tip Macdonald, 70, served as a ship pilot at the Port of Baltimore.

“I was a successful ship pilot at the Port of Baltimore for thirty years,” Macdonald told UPI. Both men say the academy’s rigorous instruction remains as strong today as when they attended, and that Castine continues to preserve the maritime traditions that have shaped generations of mariners.

An industry under pressure

Across coastal Maine, maritime trades are being reshaped by rising costs, technological change and a changing marine environment. Fishing remains dependent on generations of accumulated knowledge, but boats, engines, electronics, fuel and regulatory uncertainty have made entering the industry increasingly expensive.

A warming, rapidly changing Gulf of Maine is reshaping life on the water. Veteran tuna fisherman Justin McCarthy said Atlantic bluefin catches have declined and prices have fallen sharply, squeezing a fishery that once yielded five-figure paydays.

Yet, he sees hope in the next generation: his son, Mac, graduated from Maine Maritime Academy and returned home aboard the State of Maine, extending the family’s seafaring tradition.

Today’s merchant marine cadets are entering a maritime industry transformed by satellite navigation, electronic charts, automation and digital communications. Built for that environment, the State of Maine provides hands-on training with modern shipboard technology, preparing future deck officers and engineers to operate increasingly sophisticated commercial vessels.

Retired Navy Capt. Justin Cooper II, Maine Maritime Academy’s commandant of midshipmen, brings decades of naval experience to Castine. A former fighter pilot, Cooper served aboard the aircraft carriers USS Enterprise, USS Abraham Lincoln and USS Nimitz.

“We are training these young men and women to take their place in the maritime community,” Cooper told UPI. “We want them to be good leaders and to prepare them to enter the global maritime industry.”

Founded during World War II, Maine Maritime Academy still instills the discipline and seamanship demanded by U.S. Coast Guard standards. While most graduates now head into the commercial maritime industry rather than military service, the academy’s mission remains the same: preparing mariners to lead when conditions at sea turn unforgiving.

That emphasis on fundamental seamanship is reinforced by another academy vessel.

The Bowdoin, a 1921 Arctic exploration schooner, comes from an era when sailors depended on wind, weather, charts and celestial observation. Berthed alongside the State of Maine, the two vessels bridge more than a century of maritime education, reflecting both the evolution of seafaring and the enduring maritime heritage that has defined this coastal community for generations.

July 24 (UPI) — The United States and Iran traded attacks Thursday night and Friday morning, as President Donald Trump announced that damage inflicted by Iran on ships transiting the Strait of Hormuz would be paid with U.S.-held Iranian assets.

U.S. Central Command said its latest wave of attacks, which were completed at 9 p.m. EDT Thursday, lasted for about two hours, 15 minutes, during which its forces hit Iranian military command centers, drone storage facilities, communications networks, coastal surveillance sites and maritime capabilities.

State-run Islamic Republic of Iran Broadcasting reported explosions early Friday local time across the country, with strikes in Ahvaz, Bandar Abbas, Omidiyeh, Qeshm and Andimeshk. Officials in Bandar Abbas reported that two people were injured.

Explosions were also reported by the IRIB in southern Khorramabad.

The Iranian Army announced retaliatory drone strikes on U.S. bases in Jordan and Bahrain.

Bahrain’s Ministry of Interior said sirens were sounding. It urged residents to remain calm and seek shelter.

The United States has been hitting Iran for nearly a fortnight as it seeks to regain freedom of navigation of the Strait of Hormuz, a vital energy route that Iranian forces have tried to seize amid the war by attacking commercial tankers that try to transit it.

Maritime traffic freely flowed through the Hormuz until the United States and Israel attacked Iran in late February. Iran responded with its maritime blockade of the chokepoint, causing gas prices to spike and threatening nations with an energy crisis.

Mid-June, the United States and Iran signed a memorandum of understanding to lay foundations to end the war, but fighting resumed earlier this month over a dispute over what the agreement meant for control of the strait. Iran says the agreement recognizes its authority over Hormuz transit. Washington says Tehran committed to freedom of navigation.

CENTCOM said Thursday, as it has after the completion of each new wave of attacks, that it was seeking to further degrade Iran’s ability to attack vessels transiting the Hormuz.

“The international waterway remains open for transit despite recent attacks from Iran’s Islamic Revolutionary Guard Corps,” the statement said.

“Commercial vessels continue to free navigate the strait with U.S. military support.”

Late Thursday, President Donald Trump announced online that damage ships incur while traveling the Strait of Hormuz would be paid by for with the hundreds of millions of dollars in Iranian assets that the United States has frozen via sanctions.

“These damages may be very substantial but, nevertheless, this is the fair and equitable thing to do,” he said in a statement.

Iranian Foreign Minister Seyed Abbas Araghchi lashed out in response online, warning the international community that “Seizing another nation’s assets to pay for unrelated future claims is an incendiary precedent.”

“Those who celebrate or profit from such funds should remember: once governments normalize confiscation, no one’s assets are safe,” he said in a statement.

“Ensuing chaos will not be pretty or peaceful.”

Sailors on board a Thai cargo ship that was hit by a deadly attack in the Strait of Hormuz are suing the ship’s owners, claiming they ignored warnings issued by Iran. Al Jazeera’s Tony Cheng has the story.

Saronic, the company that makes the first sea drones ever to be used as kinetic weapons by American forces, announced it will build a big new shipyard in Brownsville, Texas where they plan to construct an array of crewed and uncrewed ships as big as 850 feet. It is a big step for a company whose largest vessel is a 180-foot drone boat called Marauder.

The move comes as the U.S. is struggling to come anywhere near keeping pace with China in the number of ships it can build and amid delays and cost overruns of projects underway. Boosting America’s capacity to turn out new ships and keep existing ones sailing has been a focus of the Trump administration.

The Austin, Texas-headquartered Saronic said it plans to invest more than $3 billion of its own money to build the facility, which it is calling Port Alpha. The location was chosen after a year-long search.

“Brownsville was selected after a rigorous review of workforce availability, infrastructure readiness, land scale, logistics, and expansion potential,” the company said in a release. “Initially situated on 835 acres at the Port of Brownsville, with the opportunity to expand to nearly 4,400 acres, Port Alpha will encompass a shipyard and manufacturing facility capable of producing vessels up to 850 feet. Future site expansion could support the production of vessels over 1,200 ft. The site provides hundreds of acres of waterfront access, deepwater channel connectivity, multimodal logistics infrastructure, and room for long-term expansion—everything required to anchor a next-generation shipbuilding hub.”

In an interview with TWZ earlier this month, company co-founder and CCO Rob Lehman laid out his vision for the new facility.

“Port Alpha is planned to be the largest shipyard in the Western Hemisphere,” Lehman told us. “We are seeing the need for more shipbuilding capacity, and we are answering the call with a greenfield new yard that will provide the Navy, Coast Guard — all of our sea services — the capacity that they’ve been asking for, and they desperately need.”

“We are here to help address the gaps that we are facing and do it at a speed and scale that hasn’t been seen before,” he added.

Asked about what kinds of ships the yard will build, Lehman said Port Alpha “will be capable of producing everything up to Panamax-sized cargo containers, roll on/roll offs, we are open to a variety of different ship classes, both commercial and military.”

Panamax ships — so named because they are the biggest vessels that can fit through the Panama Canal — have a maximum length of 294 meters and a maximum width of 32 meters, according to SeaRates.com. 

Panamax vs Capesize Ships: What’s the Real Difference? #panamax #capsize #ruzave

Lehman said Saronic is focusing on “how do we create a shipyard of the future that is able to support multiple types of vessels and move at a pace and a level of agility that aligns with how technology is advancing. So commercial ships, military ships, modules, everything under the sun.”

“We are keenly focused and ruthlessly focused, frankly, on what does the customer set need, what are they unable to acquire or sustain within the timelines that they require, and how can we address that? So, as long as we know what’s needed, we can put our private capital to work and not force the government to pay never-ending research and development costs.”

At the time of the interview, Lehman declined to provide any further details about the plans or the exact location. However, he did compare it to an existing shipyard the company purchased last year.

“When we acquired the former Gulf Craft yard last April, [compared] to what it looks like now, we’re investing $300 million into that yard already to expand capacity,” he noted. “We’re bringing hundreds and thousands of jobs to the Gulf Coast, and we look to take that same model and just on steroids at Port Alpha. So, unlike Gulf Craft, it’ll be a greenfield yard, so we have all of the flexibility to design the shipyard of the future without the constraints of an existing physical plant.”

In the media release issued today, Saronic claimed that “the project is expected to generate more than $160 billion in regional economic impact for Cameron County and $264.5 billion for the State of Texas, while creating up to 10,000 direct jobs. This makes Port Alpha one of the largest economic development projects in modern Texas history.”

Construction is anticipated to begin in 2026, with Port Alpha expected to open for operations in 2028, the release continued. Company officials did not specify exactly what ships will be built at Port Alpha. Currently, Saronic makes three uncrewed surface vessels (USV).

Corsair, the aforementioned USV used as a kamikaze weapon, is a 24-foot vessel capable of carrying up to 1,000 lbs over 1,000 NM.

Mirage is a 52-foot USV with a range of 2,500 NM of range and 3,500 lbs of payload capacity.

Marauder is a 180-foot USV with a range of 5,200 NM and is capable of carrying up to 150 metric tons in four 40-foot containers, eight 20-foot containers, or other modular payload configurations.

The Navy is set to evaluate Marauder, as well as designs from six other companies, as part of the first round of prototyping under its latest Medium Unmanned Surface Vessel (MUSV) effort. This is part of a larger strategy the service rolled out in March to try to field more USVs and do so faster, as you can read more about here 

Saronic is on a roll of late. As we noted earlier in this story, three of its Corsair sea drones were used earlier this week to attack “a submarine and ship maintenance facility in Iran,” U.S. Central Command (CENTCOM) announced. It marked the first time that the U.S. used sea drones as kamikaze attack weapons.

Last month, a Saronic Corsair USV rescued the crew of a U.S. Army AH-64 Apache that crashed in the Gulf of Oman after it was downed by Iran. That was the first known instance of a drone boat being used to recover personnel as part of a search and rescue mission, and has major implications for these operations going forward.

In December 2025, the company was awarded a $392 million contract from the Navy. The production contract was for the construction of USVs like the Corsair. 

If Port Alpha lives up to the hype, it would be a boon to the Navy and an American shipbuilding industry that struggles to get new vessels out on time and on budget, while supporting those that are already in the water. 

As we noted in previous coverage of U.S. shipbuilding woes, keeping existing vessels afloat “has been a massive challenge as the Navy’s fleet ages while demands for more hulls increase. Crumbling shipyards around the U.S.and a limited number of them that can support mainline military vessels is a huge problem that has led to major delays in maintenance, greatly harming available end strength. It is also of major concern if ships were to get damaged in battle during a conflict and need to be regenerated quickly. While some improvements and investments have been made in upgrading shipyards, it is still a glaring and highly concerning issue.”

GAO: Poor Conditions at Navy Shipyards

The situation is so dire that “the U.S. Navy has officially issued two Requests for Information (RFIs) to major South Korean shipbuilders to assess their capacity to build American destroyers and fleet tankers,” according to Naval News. Such a move “could end an 80-year ban on foreign warship construction,” the outlet added.

Given the state of U.S. shipbuilding, a lot is riding on Port Alpha and the future of this plan is definitely worth keeping an eye on.

Contact the author: howard@twz.com

A very large and interesting-looking vessel is taking shape at a shipyard in southeastern China. What can be seen of it so far points strongly to it being the largest naval resupply ship anywhere in the world. A vessel like this would be valuable for supporting the Chinese People’s Liberation Army Navy’s (PLAN) growing blue water ambitions. It would be particularly important for enabling the PLAN’s conventionally-powered aircraft carriers, their air wings, and their escorts, to operate for sustained periods of time far from Chinese shores and friendly ports.

The ship is being built at a yard on Longxue Island, which is situated just southeast of the city of Guangzhou. A review of satellite imagery from Planet Labs indicates that it has been under construction since at least Febraury. A subsidiary of the China State Shipbuilding Corporation (CSSC) operates this facility. That firm is currently known as the CSSC Offshore and Marine Engineering Company (COMEC). It was previously called Guangzhou Shipyard International (GSI).

COMEC/GSI’s public portfolio is focused on large commercial vessels, including oil and liquid natural gas (LNG) tankers and cargo ships. It also builds specialized civilian designs, such as semi-submersible heavy lift ships and platforms designed to support offshore wind turbine construction.

In recent years, the yard has become well known for the construction of unique and unusual vessels with clear military or at least dual-purpose applications. This includes what may be a one-of-a-kind ostensibly civilian ‘research carrier,’ jack-up barges designed to connect together to support amphibious operations, and a stealthy trimaran drone ship. Soviet-designed Zubr class heavy hovercraft, which China has built examples of domestically under license, are also regularly seen there.

The ship being built on Longxue Island that is now drawing attention is approximately 885 feet (270 meters) long and is 121 feet (37 meters) across its widest (also known as the beam), based on available satellite imagery. There is a superstructure at the bow end with clear wings for a large bridge and a mast on top. There is also a separate superstructure at the stern end with exhaust stacks situated in front of it.

In May, CSSC also released a picture of the COMEC/GSI yard showing the ship from the stern as viewed from near ground level. The image, which was reportedly included in a social media post marking the change in solar terms in the traditional Chinese calendar, shows a large hangar with two at the rear of the stern superstructure. A large flight deck and hangar are also taking shape at the stern.

A Planet Labs satellite image taken on July 2, seen at the top of this story and in parts throughout, also shows two large openings on the right side of the superstructure at the stern. These might be for launching and/or recovering small boats, including lifeboats. These could also just be apertures for crew walkways or other workspaces.

However, it is what is seen in between the two superstructures that may be the most notable aspect of the ship. There are several pillar-like vertical structures positioned relatively close to both sides of the hull. This is in line with what is typically seen on naval vessels configured to conduct at-sea refueling and replenishment of other stores. The flight deck and hangar at the stern would also allow for vertical replenishment via helicopters.

“The hull form is broad and slab-sided, with a full midsection optimised for volume rather than speed alone. This is a characteristic associated with large fleet auxiliaries designed to carry fuel, dry stores, and ammunition for carrier strike groups,” according to a report on this ship from Jane’s back in April.

The ship’s design language also follows modern PLAN standards. Its layout, in broad strokes, is very similar to that of the Type 901 replenishment ship in PLAN service now. The PLAN also operates smaller Type 903 replenishment ships that have a roughly similar configuration, as well.

Overall, the new ship under construction at the COMEC/GSI yard looks very much like a Type 901, but substantially scaled up. The Type 901 is quite large already, with a length of around 787 feet (240 meters) and a beam measuring just under 102 feet (31 meters). It also said to displace some 45,000 tons with a full load. As another point of comparison, the U.S. Navy’s newest John Lewis class replenishment oilers are just under 746 feet (227.3 meters) long and have roughly a 105-foot (32.2-meter) wide beam, according to the official fact sheet.

What other, more specific features and capabilities the new ship might have remains to be seen. What kind of armament it might have, even just for localized self-defense, is unknown. The Type 901 has four 30mm H/PJ-13 Gatling-type guns in turrets to provide close-in defense.

At-sea replenishment, in general, is a critical capability for any major navy that desires to conduct sustained blue water operations without having to rely on friendly ports. Even during peacetime in the broad expanses of the Pacific, port facilities of any kind, let alone ones capable of supporting large warships, can be few and far between and under direct threat.

For the PLAN, there is the added demand for at-sea replenishment support that comes from operating a growing fleet of so-far conventionally-powered aircraft carriers. Those carriers require steady streams of gas for their air wings on top of the fuel and other support needed to keep them sailing at all.

The PLAN is also conducting more regular operations involving full carrier strike groups with conventionally-powered escorts that also need refueling and other support to keep up. During combat operations, replenishment ships also bring vital additional supplies of munitions to forward-deployed vessels.

It really cannot be overstressed how important at-sea replenishment is to modern blue water naval operations. This was underscored just earlier this year by challenges the U.S. Navy faced in keeping its conventionally-powered warships in the Middle East fueled amid Iranian attacks on friendly ports.

“So traditionally, for 25 years, we’ve been at war in the Middle East and that war was effectively fought in the parking lot of a giant gas station,” Robert Hein, Director of Maritime Operations for the U.S. Navy’s Military Sealift Command (MSC), said during the Navy League’s annual Sea-Air-Space exposition in April. “Iran has effectively shut down that gas station. So we’ve had to come up with really creative ways of, ‘how do we replenish the fleet?’”

You can read more about the “tanker treadmills” the Navy instituted in response, as well as other steps the service is taking now to bolster its at-sea replenishment capabilities and capacity, here.

Replenishments At Sea

It is worth noting here that America’s aircraft carriers are now all nuclear-powered, which eliminates their need to be refueled at sea. However, they still need gas for their air wings and other support to conduct sustained forward operations. Their escorts are all conventionally-powered, as well. As an aside, China may now be in the process of building its first nuclear-powered aircraft carrier.

Other fighting in the Middle East in recent years has also rammed home the vital importance of at-sea rearming capabilities for the U.S. Navy, especially methods for reloading vertical launch system cells on warships that it currently does not possess. Last year, in the midst of operations against Yemen’s Houthis, the service acknowledged that its warships were having to leave their stations in and around the Red Sea for weeks at a time to rearm in ports.

There may be a possibility that the ship under construction at the COMEC/GSI yard could be something other than a huge new at-sea replenishment ship, but this seems extremely unlikely. As noted, the ship has an array of distinct features that are exactly what one would expect to see on a replenishment vessel, and an overall configuration in line with that of the Type 901.

The new ship’s large size, both in terms of length and width, will offer far more internal volume for fuel, munitions, spare parts, food, and everything else needed to keep a carrier strike group operating far out to sea. China has a growing number of other ships that will require blue water support, too. This includes its massive Type 076 amphibious assault ship, which is expected to carry a substantial air wing, as well as a growing number of smaller Type 075 types.

Chinese PLA Navy’s First Type 076 Amphibious Assault Ship “Sichuan” Conducts First Sea Trial

The appearance of this ship at the COMEC/GSI also comes as the PLAN continues to modernize and expand its fleets across the board, in scale and scope, with a clear eye toward more regular and sustained blue water operations. China has been investing heavily in establishing a network of naval port facilities around the Pacific and elsewhere globally to help support these activities, as well. As noted, having to rely on friendly ports is not always desirable or even possible, especially during a conflict when the countries in question may be neutral parties.

The steady flow of warships and other naval vessels, many of them very large, from shipyards across China underscores the PLAN’s broader ambitions. As TWZ regularly points out, this has created an increasingly worrisome disparity between Chinese and U.S. naval shipbuilding capacity, or lack thereof in the latter case. The U.S. government has been trying to reverse this trend, including by leveraging foreign shipbuilders, but significant challenges remain.

Satellite imagery shows significant progress on the new ship of interest at the COMEC/GSI yard since the start of this year. More insights into the design and capabilities of what is likely to be the world’s largest dedicated naval replenishment vessel should emerge as that work wraps up.

AS the train rumbles out of the station, our heads turn to admire the stunning views from the dining car’s windows.

When the conductor announces each new destination, a feast of flavours is served up while we admire the changing landscapes.

But what’s even more incredible is the fact I am currently on board the largest cruise ship in the world — and sailing the calm blue waters of the Mediterranean.

The Royal Railway is the latest immersive dining experience to be savoured on board Legend Of The Seas.

You’ll begin your journey at the station — with the chance to pick up a cocktail or two from the bar — before entering an authentic train carriage and sitting down to a five-course feast as the train travels along Marco Polo’s ancient Silk Route including China, India, Turkey and Italy.

With some culinary corkers on the menu such as butter chicken, grilled lamb chops and Silk Road Shrimp, plus to-die-for Italian desserts, it’s a world away from a soggy sarnie on platform three at Clapham Junction.

NO KIDDING

Five of the best cruises for adults with luxury spas and all-inclusive drinks

CRUISING WITH SHIRL

I learned to dance with Shirley Ballas on a UK cruise

Like everything on this gargantuan ship — the third Icon-class vessel from Royal Caribbean — the attention to detail is staggering.

With 28 restaurants, eight neighbourhoods, six waterslides and room for 5,610 passengers, the multi-billion-dollar floating city certainly made an entrance in Malaga earlier this month. And I was one of the first on board the largest cruise ship in the world.

Billed as the ultimate family vacation, this next-generation newcomer is a riot of colour and energy from dawn to dusk, and there is something to float everyone’s boat, from lazy beach retreats to thrilling theme parks.

Holidaymakers of all ages will easily keep hunger pangs at bay grazing on food from 28 venues — the most you’ll find at sea — with every neighbourhood bringing something to the table.

Other new eateries include Hollywoodland Supper Club. Inspired by old Hollywood, this multi-course dinner is accompanied by live jazz and craft cocktails, giving guests the chance to get glam.

While this and the Royal Railway come at quite a hefty extra cost — around £144pp — there are a staggering 13 complimentary eateries included in the price of your cruise.

In the AquaDome Market you can take another global foodie tour with stalls serving up everything from Korean rice bowls to tapas bites and crepes, plus a new juice and smoothie bar for health-conscious sailors.

I also worked my way around some of the bars including 1400 Lobby Bar, which is inspired by the history of shipbuilding, and Lou’s, which evokes moody New Orleans and New York jazz bars with live performances and cocktails.

Those wanting a livelier tipple should head to the brilliant Dueling Pianos, which buzzes well into the early hours.

Outside, the mega resort facilities are designed for non-stop family fun — minigolf, rock-climbing and a surf simulator can all be found on decks 16 and 17 — and thrillseekers can dangle daringly over the water on Crown’s Edge, a part skywalk, part zipline experience 154ft above the ocean.

This playful ship is certainly making a splash, with Category 6 holding the crown as the largest waterpark at sea, while Royal Bay is the largest pool on the waves.

Splashaway Bay and Baby Bay are nestled in the purpose-built Surfside family neighbourhood, while it’s strictly adults-only at The Hideaway with its suspended infinity pool and DJ, and Swim & Tonic swim-up bar.

Early nights are out — the last thing you’ll want to do is sleep for fear of serious FOMO.

The ship’s entertainment offering is next level and I was captivated by everything I watched. This included Roald Dahl’s West End-worthy Charlie And The Chocolate Factory complete with a 15-strong live orchestra, AquaTheater’s Shockwave, where synchronised swimmers, high divers and aerialists highlight the power of water, and the ice-skating spectacle with drones at Absolute Zero’s show, Fusion.

Alongside live music and tribute bands, there are themed parties including a Y2K dance party, karaoke sessions, live trivia and silent discos.

Those familiar with Royal Caribbean’s Icon Class ships will be pleased to see the return of well loved spaces including Royal Promenade with its floor-to-ceiling ocean views.

There’s also the Pearl — the world’s largest kinetic art sculpture — weighing as much as a Boeing 747 — and the open-air Central Park, with over 30,500 lush plants as well as restaurants, live music, and pick-up windows for sushi and champagne.

With 29 types of accommodation, when it comes to hitting the sack, you and your tribe will slumber in style. On Legend Of The Seas, there are more rooms with ocean views and for groups of three, four, five and more.

The Surfside Family Suites are ideal for two adults and two kids, with the Family Infinite Ocean View Balcony cabins accommodating six, and Surfside Family View Balcony cabins sleeping three or four.

To really push the boat out, check into the exclusive four-deck Suite Neighbourhood or the Ultimate Family Townhouse, a three- storey pad that can sleep up to eight people.

Inside there’s a slide, dedicated entertainment spaces, and three balconies — lucky residents even get a money-can’t-buy experience with Royal Caribbean’s second Chief Dog Officer, a playful golden retriever pup named Skipper.

This showstopper of a ship is truly the stuff of Legends.

WASHINGTON — A tentative armistice between the United States and Iran reached less than a month ago appeared all but dead Wednesday after the two sides traded fresh military strikes, and as President Trump directed further attacks on the Islamic Republic.

The escalation marked a dramatic turn after the Trump administration spent weeks selling a diplomatic breakthrough with Tehran that proved controversial across the political aisle, lifting oil sanctions and a naval blockade on Iran in exchange for the promise of talks over the status of the Strait of Hormuz and its decades-old nuclear program.

Now, speaking to reporters at the NATO summit in Turkey, Trump said he believed the truce — which diplomats describe as a memorandum of understanding — was “over” and that it was a “waste of time” dealing with Iranian leadership.

“They’re scum. They’re sick people,” Trump said of Iranian leaders, whom he had characterized last month as “very rational people” and “very nice to deal with.”

The president’s dim views of the ceasefire agreement’s fate were shared by Iran’s foreign ministry, which issued a statement on Wednesday saying the American attacks, the reinstatement of a U.S. naval blockade on the Strait of Hormuz, and Israel’s continuing attacks in Lebanon rendered “important and fundamental” parts of the deal “ineffective.”

The truce’s unraveling was underscored by Trump ordering the U.S. military to launch a series of strikes against Iran on Wednesday afternoon to “further degrade their ability to threaten” the commercial shipping through the Strait of Hormuz.

“The United States is holding Iran accountable for recent unjustified aggression against commercial shipping and civilian crews freely navigating a vital international waterway,” U.S. Central Command said in a statement on social media.

Earlier in the day, Trump signaled that the United States planned to “hit them hard” and floated the possibility of taking over Kharg Island, which is vital to Iran’s economy. His remarks quickly prompted oil prices to rise and global stock markets to fall, a worry that Trump acknowledged but which did not seem to sway his decision-making in relation to Iran.

“If we hit Iran, oil goes up a little bit, it is all right,” Trump said. He later added that the United States may “do some other thing that could lift it a little bit, but I don’t think it’s gonna lift it a lot at all.”

As Trump signals the continuation of fighting, his administration has been seeking more than $67 billion in funding to cover expenses related to the Iran war, a request that Congress has not yet approved as lawmakers have been split over the president’s handling of the conflict.

“The American people are paying the price for Trump’s total failure in Iran,” Senate Minority Leader Chuck Schumer (D-N.Y.) said in a statement Wednesday. “Our troops are back in harm’s way and high gas costs are continuing to punish working families.”

The president’s stance on the war marked the latest setback to a fragile truce that has barely held since the 14-page agreement was signed June 17, as the U.S. and Iran engaged over the last few weeks in cycles of attacks and counterattacks.

Trump was noticeably angrier at Iran on Wednesday as he cast doubt over the deal. Last month, Trump had complimented Iranian leadership for trying to reach a peace deal and celebrated the reopening of the Strait of Hormuz, a crucial shipping route for the world’s oil and gas. But based on his remarks, it was clear he was out of patience.

“I am not happy with them,” Trump said. “They’re cuckoo. There’s something wrong with these people. For 47 years, they’ve been the bully of the Middle East and they are not the bully anymore. They are not the bully anymore.”

Trump expressed frustration with Iran’s negotiators and their resistance to abiding by U.S. demands to reopen the strait. When asked if he intended to send troops to Iran, the president dismissed the idea.

“Why would I go in now?” Trump said. “I’d go in when they’re completely eliminated or an agreement is made.”

Still, the president kept the door open for negotiations, saying that his envoys Steve Witkoff and Jared Kushner “want to negotiate.”

“They’re good people, Steve Witkoff, Jared Kushner, but they have to come back to me,” Trump said. “As far as I’m concerned, it’s just a waste of time dealing with [the Iranians]. They’re liars.”

The latest breakdown to the ceasefire followed a now-familiar chain reaction of tit-for-tat attacks, starting with a series of strikes on three oil tankers transiting the Strait of Hormuz on Tuesday, including a Qatari vessel carrying natural gas, according to the United Kingdom Maritime Trade Operations center.

The Qatari tanker was off the coast of Oman when it was hit and caught fire, the maritime monitor said, in what experts say was a move to thwart ships attempting to use an alternate transit route to the one Iran specified. Iran did not claim responsibility, but a report on Iranian state television said the Qatari tanker came under attack after ignoring warnings to turn back.

The two other vessels were damaged but were able to continue to their destination, according to the U.K. group.

Qatar, which has played a vital role in facilitating negotiations between the U.S. and Iran, condemned the attack on its tanker as “unacceptable.”

The U.S. responded with a wave of strikes against more than 80 Iranian targets aimed at “impos[ing] heavy costs for targeting and attacking commercial shipping crewed by innocent civilians in an international waterway,” according to a statement from U.S. Central Command. That tally included roughly 60 Islamic Revolutionary Guard Corps small boats in the strait.

Iranian state media said U.S. strikes targeted Sirik, Qeshm Island and Bushehr and Bandar Abbas, while a U.S. drone strike on the port city of Mahshahr killed one Revolutionary Guard member.

Ahead of the strikes, the White House revoked the 60-day temporary license given to Tehran to sell and deliver oil during the truce.

Iran’s military countered with its own strikes on 85 U.S. military facilities in Bahrain and Kuwait; it also shot down an MQ-9 drone, according to a statement on Wednesday.

Kuwait said its military intercepted two ballistic missiles and 13 drones, but that none had resulted in material damage or casualties.

Global oil prices surged 6% on news of Trump’s reversal on the deal, rising to more than $78 a barrel, down from the peak during the war but still above prewar levels.

The renewed violence appeared to have little effect on the funeral for Iran’s Supreme Leader Ayatollah Ali Khamenei, who was killed in an Israeli strike on Feb. 28, in the war’s opening hours.

The funeral, a days-long period of mourning, is set to end on Thursday, when Khamenei’s body will return from Iraq to be buried in the city of Mashhad, his birthplace. Negotiations were to begin once more.

In his remarks Wednesday, Trump said Iranian leaders had asked for a “timeout” to attend the funeral, and that he had promised not to kill them.

“And I said give it to them, and they start shooting missiles,” Trump said.

Whether those talks — which were meant to deal with the thorniest issues between the two countries, including the Strait of Hormuz and Iran’s nuclear program — will go ahead remains unclear. Iran, for its part, maintained a defiant attitude.

“The era of bullying and extortion is over,” wrote Mohammad Ghalibaf, Iran’s parliamentary speaker. “It leads nowhere. We don’t fold.”

Ali Akbar Velayati, a senior advisor to the supreme leader, posted on X that Trump’s policy had “driven the region towards fire.”

“We had previously warned that the region is not a place for the political gambling of small countries, and we have repeatedly proven that adventures are met with an immediate response,” he wrote.

He added that the Axis of Resistance — a reference to Iran’s network of allied groups in Lebanon, Iraq and Yemen — would not be “silent against humiliation and adventurism” and has “its finger on the trigger.”

Bulos reported from Beirut and Ceballos from Washington.

Maritime monitoring service TankerTrackers.com said on Thursday that a ship which Iranian media reported had run aground in the Strait of Hormuz has in fact been stuck in the same spot since March and is part of an operation managed by the notorious Iranian oil magnate Mohammad Hossein Shamkhani.

Here is what we know about Shamkhani, whom the US and EU allege is a central figure in Iranian and Russian shadow fleet operations, generating billions of dollars of oil revenues for both, and what happened to his ship in the Hormuz strait.

What do we know about the stranded ship?

On Thursday, TankerTrackers.com reported that the ship that Iranian media said had run aground in the Strait of Hormuz after using a “US-suggested route” has actually been stuck in the same spot since March.

It identified the vessel as the Arista, and reported that while it is Comoros-flagged, it is in fact part of an operation managed by the sanctioned Iranian oil magnate Shamkhani.

Who is Mohammad Hossein Shamkhani and what are the allegations against him?

Shamkhani is an Iranian oil shipping magnate who has multiple Western sanctions imposed on him. He is the son of the late Ali Shamkhani, a senior political adviser to Iran’s former Supreme Leader Ayatollah Ali Khamenei.

Ali Shamkhani led the Supreme National Security Council (SNSC) for a decade until 2023, making him the second-longest-serving security chief since 1979 after former President Hassan Rouhani, who was SNSC secretary for nearly 16 years.

He was reportedly killed in the first Israeli-US strikes on Tehran on February 28 , which triggered the war with Iran and also killed Khamenei, whose funeral begins tomorrow.

In March, the Sarajevo-based Organised Crime and Corruption Reporting Project (OCCRP) reported that following an investigation, Mohammad Hossein Shamkhani and his brother had used aliases and Caribbean “golden passports” to amass a $29m million property portfolio in Dubai.

The US Treasury, which has sanctioned the Shamkhani shipping empire, says it is part of a massive Iranian and Russian oil smuggling ring and that the Comoros‑flagged Arista aground in Hormuz is part of that network.

How does Shamkhani’s oil shipping operation work?

According to the US Treasury, the Shamkhani network makes use of “front” companies to buy Iranian and Russian oil for which it falsifies shipping documents. It switches the oil between vessels frequently via its shipping operations and sells the oil on to buyers who pay for it via their own front companies to obscure the flow of money.

Additional profits are funnelled through hedge funds and other money-laundering operations, the US Treasury alleges.

It said Shamkhani relies on a mix of crude oil, oil product and liquefied petroleum gas (LPG) tankers to generate billions of dollars for the Iranian and Russian regimes.

According to the European Commission, Shamkhani “uses the company Milavous Group Ltd to blend crude oil with various petroleum products from Russia and to rebrand for exporting purposes, thereby concealing their origin”.

Shamkhani is not known to have responded publicly to these allegations.

What sanctions have been imposed on Shamkhani?

Shamkhani was first sanctioned by the US last July, amid a large number of Iran-related sanctions. In April, the US Treasury Department announced additional sanctions on Shamkhani’s network.

“Treasury is moving aggressively with Economic Fury by targeting regime elites like the Shamkhani family that attempt to profit at the expense of the Iranian people,” Treasury Secretary Scott Bessent said.

A statement from the US Treasury added that Shamkhani “heads a multi-billion dollar Iranian and Russian petroleum sales empire that enriches a family connected to the highest echelons of the Iranian regime at the expense of the Iranian people”.

The European Union sanctions tracker website says Shamkhani is also subject to EU sanctions, describing him as “a businessperson active in the Russian oil trade and a central player in Russia’s so-called ‘shadow fleet’.”

Russia’s shadow fleet is a network of hundreds of ageing, poorly regulated oil tankers that Russia uses to export crude and fuel while evading Western sanctions imposed after its invasion of Ukraine in 2022.

An August last year, the UK government also announced sanctions against Shamkhani including an asset freeze, director disqualification and travel ban. Minister for the Middle East Hamish Falconer said: “The UK is announcing sanctions against those who operate on behalf of Iran, fuelling its attempts to undermine stability in the Middle East and global security.

“Iran’s reliance on revenues from trading networks and connected organisations enables it to carry out its destabilising activities, including supporting proxies and partners across the region and facilitating state threats on UK soil.”

For a second day in a row, the United States has launched strikes on Iran, once again citing an attack against a commercial vessel as a motivation.

Saturday’s renewed attacks are the latest indication that a Middle East ceasefire, established as part of a June 17 memorandum of understanding between the US and Iran, might be at breaking point.

In a statement, US Central Command (CENTCOM), which directs military action in the Middle East, explained that the latest attacks came “at the Commander in Chief’s direction”.

“CENTCOM forces launched strikes today in direct response to continued Iranian aggression against commercial shipping,” the command centre wrote.

“U.S. military aircraft targeted Iranian military surveillance infrastructure, communication systems, air defense sites, drone storage facilities, and minelayer capabilities.”

Explosions were reported in southern Iran, around the village of Tahrui, near the port of Sirik, which was also the focal point of Friday’s US attacks. State media also indicated that Qeshm Island had been hit.

Responses to cargo ship strikes

Saturday’s strikes against Iran followed a similar playbook to Friday’s.

Early on Saturday morning, at about 4:30am Eastern US time (08:00 GMT), the Panama-flagged tanker Kiku was travelling through the Strait of Hormuz when it was reportedly hit by an unidentified projectile.

No crew members were injured, and no leakage was reported from its cargo.

CENTCOM said the ship had been carrying more than 2 million barrels of crude oil when it was hit by a “one-way attack drone”.

The website MarineTraffic.com indicates that the tanker left the Al Shaheen oilfield on Thursday and is due to dock in Fujairah, in the United Arab Emirates, on Sunday.

A similar sequence of events prompted Friday’s volley of US attacks.

In that case, a Singapore-registered container ship, the Ever Lovely, was struck by a drone as it sailed through the Strait of Hormuz on Thursday. No one on board was injured, and the boat continued on its travels.

But US President Donald Trump denounced the drone strike on Friday as a “foolish violation” of the June 17 memorandum.

By that evening, the US and Iran had exchanged fire, with the US targeting the area around Sirik, and Iran hitting US military installations in the Middle East.

CENTCOM referenced Friday’s actions in announcing the latest round of strikes.

“After yesterday’s U.S. strikes in response to the Iranian attack on M/V Ever Lovely, Iran was given a chance to honor the ceasefire agreement,” CENTCOM wrote.

Iran “elected not to”, it added, citing the Kiku drone strike. CENTCOM also maintained that commercial traffic through the Strait of Hormuz, a sticking point in ceasefire negotiations, would continue, with US military backing.

“U.S. forces remain vigilant, lethal, and ready,” CENTCOM said in its statement.

Controlling the strait

Central to the latest round of fighting is control over the Strait of Hormuz, a key artery for maritime traffic. Nearly 20 percent of the world oil supply passed through the narrow waterway in peacetime, as well as significant quantities of fertiliser and natural gas.

But after the US and Israel launched attacks on Iran on February 28, launching the present-day war, Tehran moved to shut down traffic through the strait, which sits between its shores and Oman’s.

Iran’s decision sent global fuel prices skyrocketing, and that generated pressure, both domestic and international, for the Trump administration.

The June 17 memorandum was designed to provide relief. Though it was a prelude to further negotiation, the deal called for the US, Iran and their allies to “declare the immediate and permanent termination of military operations on all fronts, including in Lebanon”.

It also outlined a 60-day period during which time Iran was to make its “best efforts” at allowing commercial traffic to transit through the Strait of Hormuz at no charge.

That part of the memorandum specified that Iran and Oman, the two countries that border the strait, would determine “future administration and maritime services” in the waterway.

But continued fighting in Lebanon has prompted Iran to threaten the strait’s closure once more.

Then, there is the question of the memorandum’s terms. Experts say the US and Iran have come to different understandings of how the June deal should be enforced.

Al Jazeera correspondent Resul Serdar Atas explained that Iran believes it should be allowed to restrict commercial traffic that does not have prior clearance to pass through the strait.

“Article Five of the memorandum of understanding, according to the Iranian officials, is clearly saying that any ship, whether it’s going through the Iranian territorial water or the Omani territorial water, has to be in full coordination with the Iranian authorities,” he said.

“But that is not understanding of Americans. The Americans are saying, ‘Well, if it is going through the Omani territorial waters, they do not need to coordinate with the Iranian authorities.’”

That, in turn, is leading to a disagreement over who is violating the terms of the ceasefire. The US sees Iran as violating the agreement by interfering with commercial vessels, while the Iranians perceive the US as breaking its commitment to stop fighting.

“That is the pattern,” Serdar Atas said. “For Americans, keeping the Strait of Hormuz open is quite important for the stability of the global economy. But for Iran, the Strait of Hormuz being under Iranian control is the ultimate deterrence and the biggest leverage.”

Tit-for-tat ‘could get out of hand’

Some of the hostilities are a result of the high level of distrust between Iran and the US, according Hassan Ahmadian, a professor at the University of Tehran.

He noted that Iran’s insistence that ships passing through the Strait of Hormuz receive its clearance could be read as a defensive action.

“I think the Iranians will not let go of this because obviously they want only commercial ships, according to the MoU, to pass through the strait. So any ship that doesn’t coordinate might be a military one, might carry military stuff,” Ahmadian said.

He believes that the latest flurry of US attacks may prompt Iran to halt any deliberations with the Trump administration as they seek to cement a peace deal.

The US side, meanwhile, is likely to face pressure from rising oil prices as the result of the renewed fighting, according to Harlan Ullman, a retired US naval officer and chairman of The Killowen Group, a global advisory firm.

Still, Ullman warned that the latest exchange of fire could spiral into an escalation in violence, rendering the memorandum of understanding moot.

“The agreements are very, very fragile, and this tit-for-tat could get out of hand,” Ullman said.

“If prices go up, as I suspect they will, that will be a moderating influence, and I think the United States will consider that rising oil prices are not good, and it will probably continue the negotiations.  But right now, who knows?”

June 16 (UPI) — A Russian warship, the Admiral Grigorovich, allegedly fired warning shots toward a British pleasure yacht Tuesday morning in the English Channel.

The shots came within about 500 yards of the yacht, BBC News reported. The incident took place in international waters between the Isle of Wight, a British island, and Normandy, part of France. Those on the yacht have not reported any damage or injuries.

“We are investigating reports of an incident in the channel,” a U.K. Ministry of Defense spokesperson said.

BBC News said the yacht apparently drifted toward the Russian frigate in foggy conditions. The bigger ship sounded an audible warning — with no immediate response from the yacht — before it fired the shots.

This incident comes after U.K. forces seized a Russian-linked tanker, the Smyrtos, on Sunday in the same area. The tanker was carrying sanctioned oil. However, British authorities said Tuesday’s incident is not linked to that seizure.

It’s not unusual for Russian ships to pass through the channel while being monitored by Royal Navy ships. The Admiral Grigorovich was shadowed Tuesday by the HMS Mersey, BBC News said.

The Russian frigate has regularly escorted shadow fleet vessels — the ships Russia uses to avoid sanctions on oil imposed after its invasion of Ukraine.

James MacClearly, Liberal Democrat defense spokesman, said in The Guardian that reports of a Russian ship firing shots in the English Channel are “deeply concerning.”

“Russian is quite literally on our doorstep,” he said. “Aggression and intimidation in our waters must not be tolerated.”

After the seizure of the Smyrtos on Sunday, British Prime Minister Keir Starmer said it was “yet another blow to Russian and reminds those fueling Putin’s war in Ukraine that they cannot hide.”

June 11 (Asia Today) — A South Korean-operated liquefied natural gas carrier that had been stranded near the Strait of Hormuz because of the U.S.-Iran war has passed through the waterway, South Korea’s Foreign Ministry said Wednesday.

The vessel was headed to a third country, not South Korea, and eight South Korean crew members were aboard, officials said.

“One South Korean vessel has passed through the Strait of Hormuz and is sailing,” the Foreign Ministry said. “Consultations related to this passage were led by the foreign-chartered company.”

The ministry said it understood the ship was heading to its final destination in a third country.

A Foreign Ministry official said Seoul has repeatedly emphasized to Iran the need for the prompt and safe navigation of all vessels in the Strait of Hormuz, including South Korean ships. The official said the government is also continuing to communicate with related countries.

According to the Ministry of Oceans and Fisheries, one LNG carrier operated by a South Korean shipping company resumed operations and left the inner side of the strait as of 7 a.m. Wednesday.

As a result, the number of South Korean-operated ships waiting inside the strait fell from 25 to 24. The number of South Korean crew members in the area declined from 147 to 139.

Foreign Ministry officials said the South Korean vessels are anchored in safe areas near Qatar, the United Arab Emirates and other nearby waters, following guidance from the Oceans Ministry.

“The government’s top priority is the free and safe passage of South Korean vessels and crew members in the strait,” a Foreign Ministry official said. “We are carrying out diplomatic efforts through multiple channels regarding the remaining 24 vessels.”

The charterer of the ship that passed through the strait was identified as QatarEnergy, Qatar’s state-owned energy company, and the final destination was believed to be Pakistan.

The case differs from the earlier passage of the Universal Winner, a very large crude carrier operated by HMM, which left the strait after direct negotiations between the South Korean government and Iran. In the latest case, the charterer led the decision-making and consultations.

Diplomatic observers said the involvement of QatarEnergy as the charterer and Pakistan as the destination may have helped the vessel secure passage. Pakistan has maintained close communication with Iran over Middle East tensions, and consultations involving the Pakistani Navy and the charterer may have reduced safety concerns.

The passage was reportedly completed shortly before Iran announced a full closure of the Strait of Hormuz. Iran said Wednesday local time it would completely close the strait in response to U.S. airstrikes.

Diplomatic observers said South Korea is likely to prioritize safety for the remaining 24 vessels for the time being, rather than pushing for immediate passage, as risks in the strait have increased.

— 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=20260612010004185

A Gaza-bound ship carrying aid has begun its voyage from Sweden, weeks after Israeli forces abducted activists on a similar mission in international waters. The ‘Handala II’ vessel says it is carrying humanitarian supplies for Palestinians to break the Israeli blockade on the enclave.

May 29 (Asia Today) — South Korean defense experts said the government should take a tougher position toward Iran after investigators concluded that an Iranian-developed anti-ship missile was likely used in an attack on the HMM Namu.

Experts said Thursday that Seoul needs a firm diplomatic response to the results of the government investigation into the unidentified aerial objects that struck the HMM-operated vessel.

The government said Wednesday that the objects were highly likely to have been Noor-series anti-ship missiles developed by Iran. Technical analysis found the engine resembled an Iranian-made turbojet engine, and some components carried markings believed to be from an Iranian manufacturer.

South Korean officials said the evidence points toward Iran but stopped short of making a final judgment on who carried out the attack or whether it was intentional. The government summoned Saeed Koozechi, Iran’s ambassador to South Korea, but Koozechi denied that Iran was involved.

“If it was actually confirmed to be an Iranian missile, it should be viewed as an act by the Iranian government,” said Kwon Yong-soo, professor emeritus at Korea National Defense University. “The missile’s maximum range is short, and because of the flame at launch, it would have been visible where it came from.”

Kwon said the government should be able to explain whether the missile was fired from land, a ship or a fast boat.

“If it was not Iran’s act, Iran itself should present evidence,” he said.

Yang Uk, a research fellow at the Asan Institute for Policy Studies, said the evidence points to an Iranian-made anti-ship missile.

“Even if Iran denies it, that denial is not persuasive,” Yang said. “Anti-ship missiles are weapons that only states, governments and militaries can operate.”

Yang said Iran may have provided missiles to an armed group, such as the Houthi rebels, but the distance would have been too far for such a launch.

“If the Islamic Revolutionary Guard Corps fired it and the Iranian government pretends not to know, that would prove Iran’s own command and control is inadequate,” he said.

Some experts said the South Korean government’s response has been too weak, even though it summoned Koozechi immediately after announcing the investigation results.

A Foreign Ministry official said summoning Iran’s ambassador was a serious diplomatic measure.

“Summoning the Iranian ambassador to South Korea is by no means meaningless,” the official said. “The measure itself shows our firm position.”

The official said Seoul had sent investigation teams twice, collected debris, reached its conclusion through analysis by expert agencies, publicly announced the findings and explained them to the other country.

“That itself is a serious diplomatic step,” the official said.

Yang said some may argue South Korea does not need to create unnecessary conflict with Iran. But he said Seoul should at least secure something from the Iranian government if it takes that position.

“Given that the evidence points to Iran, we should at least apply pressure to ensure our ships are allowed to return safely,” Yang said. “If we do not even do that, then we are refusing to do what a state should do.”

— 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=20260528010008578

A MAJOR cruise line is launching a new ship later this year and it will have a first-of-its-kind outdoor theme park onboard.

MSC World Asia is the third ship in the ‘World Class’ series, and will start sailings in December.

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Called The Harbour, the ‘open air’ theme park will be found on the top deck in the Family Aventura District – and it’s the first ship in Europe to have one.

Here is where guests can try out the Adventure Trail rope course and the longest dry slide at sea.

It will also have Europe‘s first over-water swing called Cliffhanger which will hang over the ocean.

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Families can also try out both the Twin Racer dueling waterslides and U Drop too.

For younger guests, there’s the a new playground called The Play Deck which is a relaxed space with comfy seating.

Rides can be enjoyed well into the evening as when it’s time for sunset as The Harbour lights up in the dark.

Luna Park is an interactive area with immersive game experiences – which isn’t found on any other MSC cruise ship.

It has three original game shows, Code Breakers, Labrinth and Chart Toppers.

The Family Aventura District also has The ClubHouse and Doremiland, a 10,000-square-foot kids club with dedicated spaces for each age group.

Inside Doremiland are two rooms dedicated to LEGO and another that’s Formula 1-themed.

MSC Cruises Vice President of Entertainment Steve Leatham said: “As a family-owned company, MSC Cruises knows what it takes to keep the whole family happy on holiday, with tailored family entertainment activities and facilities for guests of all ages.

“On board MSC World Asia, family entertainment will reach new heights – bigger, bolder and more innovative than ever.

“Featuring our widest range of programs yet, alongside immersive, interactive and personalized experiences for everyone from toddlers to teens, families can expect truly extraordinary moments at sea.”

MSC World Asia is expected to enter service in December 2026, offering 7-night itineraries to Mediterranean destinations across Italy, France and Malta.

Around the ship will be seven themed neighbourhoods, like the AquaDeck, Family Aventura, Galleria, MSC Yacht Club, Promenade, The Terraces and Zen Area.

On the Aqua Deck will be seven pools and 13 whirlpool baths, including two newly designed pools; the outdoor Manila Bay pool and the indoor Coral Cove pool.

MSC World Asia is part of the ‘World Class’ series – the first two ships were MSC World Europa, delivered in 2022 and MSC World America in 2025.

MSC Cruises is the world’s third-largest cruise line with 23 ships that sail across five continents and over 300 destinations.