ship

The U.S. Navy has unveiled a “marketplace” model for acquiring future fleets of uncrewed surface vessels (USV), which could be owned and/or operated by the service or contractors. The Navy is applying this approach first to the procurement of medium-sized designs, or MUSVs, which could be configured for a variety of missions with the help of containerized payloads. The new strategy, which supplants the Modular Surface Attack Craft (MASC) plan laid out just last year, and aims to cut down on lengthy prototyping requirements, is the latest in a series of Navy efforts to try to speed up the fielding of new USV capabilities at scale.

“The character of warfare is changing rapidly. The Department of the Navy is adapting its acquisition system to deliver capability to our warfighters faster,” Secretary of the Navy John Phelan wrote in a post on X this morning, marking the official roll-out of the new USV acquisition plan. “We are harnessing the talent and ingenuity of the American tech sector by launching a market competition for the Medium Unmanned Surface Vessel (MUSV) Family of Systems. This new approach will leverage private investment and accelerate the delivery of real capabilities to the Fleet. We will reward the companies who are able to deliver capability at the speed of relevance.”

“Our goal is to create a regular, recurring marketplace, not just for the MUSV, but for other classes of vessels, as well, over time, designed to match the growing demand for unmanned systems across a range of missions,” Rebecca Gassler, the Navy’s first-ever Portfolio Acquisition Executive for Robotic and Autonomous Systems (PAE RAS), also told TWZ and other outlets during a press call today. “This model that we’ve posted rewards demonstrated performance at sea, not just development, and is not another prototyping award. And it creates a direct path from what’s demonstrated on the water to putting those vessels into the fleet.”

The use of “marketplace” here should not be confused with how the U.S. Army is also now using that term to describe an actual online storefront-style system for ordering small uncrewed aerial systems. “I don’t know how many customers other than PAE RAS there are right now that actually have the funding to go buy or lease an MUSV,” Gassler said in response to a question about whether any kind of comparison between the two might be appropriate.

The Navy also posted a contracting notice regarding what it is now calling the Medium Unmanned Surface Vessel (MUSV) Family of Systems (FoS) program, specifically, online today. Potential offers only have another three weeks or so to submit proposals that involve designs that can be ‘on the water’ by the end of September, underscoring the service’s interest in already highly mature capabilities.

In terms of the actual uncrewed vessels the Navy is seeking through this effort, threshold requirements include a range of at least “2500 nm [nautical miles] at 25 knots while carrying a 25 MT [metric ton] load on the payload deck in NATO STANAG 4194 Sea State 4.” Per this NATO standard, Sea State 4 is characterized by wind speeds of 17 to 21 knots and wave heights between four and eight feet.

The MUSVs also need to be able to carry forty-foot equivalent units (FEU) containerized payloads and to refuel at sea at a rate of “2,000 gallons per minute of fuel through deck connections,” according to the contracting notice. We’ll come back to what might be in those payloads later on.

The Navy also wants designs that are “capable of fully autonomous operations both day and night in varying weather conditions complying with COLREGs [Convention on the International Regulations for Preventing Collisions at Sea], can prescribe keep out and keep in zones, and perform pre-defined behaviors,” per the notice. They also have to be “capable of restricting all Radio Frequency (RF) emissions when commanded while continuing to autonomously operate, perception system for autonomy has a passive mode with no RF emissions.”

In addition, the Navy has outlined a number of desired attributes, including “interfaces between C2, Perception, Machinery Control System, and Autonomy Control System software and hardware systems [that] conform to an open architecture standard with
Interface Control Documents (ICD)” and an overall “autonomous system solution [that] enables integration with third party applications, modular upgrades, and component-level interoperability.” The service is also interested in the ability of the MUSV to monitor “health and status and autonomously reports conditions to the offboard C2 station, providing situational awareness of the condition of the vessel to the operator.”

“Vessel can execute 5 days of pre-planned maneuvers without communication connection” and “vessel provides emergency stop functionality to the offboard operator,” defined as “the rapid shutdown of propulsion engines putting the USV into a drift,” are also on the desired attributes list. There are production and operational aspects the Navy is also interested in, such as the ability of a selected contractor to supply between five and 10 operational MUSVs by the end of Fiscal Year 2027 and designs that can be “nested five abeam when moored.”

“We believe a number of them [potential offers] will test on production representative, but not full production[-ready designs,] or they’ll test in [sic] surrogate boats, so that we can see the autonomy that they’re bringing, even if it’s not the full production vessel,” Gassler noted today. So, acceptance of a finalized design will include a requirement “to do the full endurance test again, and any additional mission profiles that we have gotten from the Fleet, we will test at the time. And then we will do a full regression test on the autonomy now that it has been connected into the production boat controls.”

Overall, many of the stated threshold requirements for the MUSV FoS are similar, if not identical, to what the Navy had previously outlined for the initial baseline MASC design. The MASC plan was a three-tier approach that also included larger and smaller types, all of which would be configurable for different missions using containerized systems.

At the same time, the new strategy laid out today “is a replacement for MASC, absolutely,” PAE RAS Gassler stressed. MASC “was tailored towards a very specific mission and a very specific ask from the Fleet, [and a] very specific quantity. And we have a much wider variety of requirements for these vessels and missions that they need to accomplish as part of the Golden fleet. And so this is a replacement for that.”

“So, I won’t talk about specifically what mission we’re going after now that kind of gets out of the unclassified realm, but know that we are looking at specific mission profiles,” Gassler added. “For example, some require more complexity in their autonomy features than others, and so when we put these vessels through their tests, those tests will be a superset of those requirements such that we understand they will meet each of those missions.”

“Honestly, inside you could have a sensor, you could have repair equipment for ships,” she also said, speaking more generally about containerized payloads. “You could have any number of payloads inside those, and you basically are able to just swap them on.”

It should be noted here that the Navy did say its initial focus for MASC was on Intelligence, Surveillance, Reconnaissance, and Targeting (IRS&T), Counter-ISR&T, and Information Operations missions. At the same time, the three-tier approach and focus on containerized systems had certainly pointed to additional missions, including surface-to-surface strike and electronic warfare, down the line. The Navy already has a containerized launcher capable of firing SM-6 multi-purpose missiles and Tomahawk land-attack cruise missiles that it has been working to field on crewed ships, as well as in a ground-based configuration. The Navy has test-fired that launcher from an optionally crewed ship in the past.

“As we look across how the Golden Fleet capability, or the Golden Fleet concept, has matured, and we look across where we could use these vessels as part of CNO’s [Chief of Naval Operations Adm. Daryl Caudle] tailored offsets and tailored forces, we bring ourselves to realize there’s a number of missions that we could immediately use these vessels for,” Gassler said. “That is, that is part of the strategy now, is that we will now have a scalable way to procure vessels that meet specific mission profiles.”

Adm. Caudle publicly announced that the Navy would be moving toward a more flexible deployment model using tailored force packages at the Surface Navy Association’s (SNA) annual conference in January. At that same event, he also laid out a new “Hedge Strategy” to try to better maximize Navy resources through a major overhaul of how existing forces are utilized and how new capabilities are acquired and fielded. You can read more about all of this here.

Last week, Caudle also rolled out another new initiative, the Containerized Capability Campaign Plan, which puts new emphasis on containerized weapons and other capabilities, specifically, as a means to help the Navy achieve these broader goals.

Perhaps the biggest change the Navy is hoping to see with its USV marketplace strategy is in the processes through which it acquires and fields USVs. This reflects a broader push by the service to shake up how it buys vessels, crewed and uncrewed, to try to avoid the kinds of serious setbacks that have plagued Navy shipbuilding programs in recent years.

From what Gassler said today, the MASC program had been progressing along largely traditional lines, with plans to issue contracts to multiple vendors for a prototyping phase ahead of choosing one or more designs for production. She made clear that the new strategy aims to skip the prototyping phase to the fullest extent possible.

“Industry has leaned forward and has built boats or has built the technology already,” leading to the assessment that “we no longer needed to go through the prototyping phase,” she said. “So this will allow us to test the capability on water and go straight into production. And that will save us approximately on the order of a year, and we will get capability to the fleets faster.”

“What we want to do is capitalize on that investment. So the marketplace will look for several things,” she added. Beyond the “technical design that meets the specifications,” the Navy is also “looking for a variety of business models. So in this case, the [MUSV FoS] solicitation asks for what does a government-owned, government-operated model look like, types of data, rights, things like that, as well as a contractor-owned, contractor-operated model.”

Then there’s “manufacturing readiness. When we go through a normal development program, you don’t consider that until much further into the life cycle of development. Here we’re considering it up front,” she continued. “So we’ll be looking at your staffing, the supply chain, and whether you’ve got any fragility in the supply chain. We’ll be looking at facilities and capacity. So if you say you can produce X number of boats per year, can we really see that in the laydown of your facility, or that of those who you’ve partnered with.”

Gassler says that vendors that successfully complete the on-water test requirements will receive a fixed-price payment as a “reward” to help foster competition. The Navy will then have the option of entering into a production or leasing agreement for the design in question.

With all this being said, as mentioned, this is not the first time the Navy has attempted to accelerate the acquisition and fielding of USV capabilities, especially when it comes to larger types. The service already has a number of smaller USVs with speed boat and jet ski-type designs in service today.

When it was rolled out last year, MASC was presented as finally offering a path forward after more than a decade of prototyping and experimentation efforts that have yet to lead to meaningful operational capabilities. As a prime example of how things have progressed previously, in January, the Navy triumphantly declared its intention to employ two MUSV-type vessels it has in inventory now – Sea Hunter and Seahawk – operationally. Sea Hunter has been sailing since 2016. The Navy acquired Seahawk in 2021.

Sea Hawk and Sea Hunter Participate in Unmanned Systems Exercise

With MASC, the Navy had also hoped to leverage those prior investments, including work that had been led by the Defense Advanced Research Projects Agency (DARPA) and the Defense Innovation Unit (DIU). DARPA’s ongoing No Manning Required Ship (NOMARS) program, which the Navy is also involved in, continues to be particularly relevant in terms of the new operational and production concepts it is seeking to prove out. The NOMARS test ship, the USX-1 Defiant, was designed to be a lower-cost and readily producible design capable of operating without humans ever being on board, as you can read more about here.

USX-1 Defiant At-Sea Overview – No Manning Required Ship (NOMARS)

Overall, as TWZ wrote back in July 2025 when the MASC plan broke cover:

“All of this comes as USVs have now long been seen as a key way for the Navy to bolster its surface fleets. Distributed fleets of USVs configured for strike and ISR missions, and capable of operating independently or in groups, as well as together with crewed warships, open a door to significant new operational possibilities. Members of the MASC family could also help reduce risks to crewed assets. Modular designs that can be readily configured and reconfigured for different missions using containerized payloads also present targeting challenges for opponents.“

…

“The United States’ worrisome and still-widening gap in shipbuilding capacity with chief global competitor China has also been putting new emphasis on USVs. The U.S. government has been trying to take steps to reverse this trend, including exploring the potential of leveraging foreign shipyards to produce more crewed warships, in recent years. In the meantime, the Navy’s traditional shipbuilding programs continue to be beset by delays and cost growth, on top of being expensive long-lead-time efforts, in general.“

The Navy is clearly hoping that it has found the right formula with its new marketplace strategy to finally get larger and more capable USVs into service.

Contact the author: joe@twz.com

Space isn’t a forgiving place to be stuck. There’s no air, no pulling over for directions and no margin for error. When something goes wrong, you’re left with whatever you have on hand for however long you can make it last.

That fear drives the new sci-fi epic “Project Hail Mary,” opening in theaters Friday, with Ryan Gosling as Ryland Grace, a middle school science teacher who wakes up alone on a spacecraft light-years from Earth with no memory of how he got there. Gradually he realizes he’s been sent on a mission to figure out why the sun is dimming and how to stop it. What begins in isolation turns into something closer to a buddy movie, as Grace ends up working with an alien he names Rocky, another traveler trying to solve the same problem.

The film, directed by Phil Lord and Christopher Miller, comes from sci-fi author Andy Weir, whose earlier, similarly survival-themed breakthrough novel “The Martian” was adapted by director Ridley Scott in 2015. That movie put Matt Damon alone on Mars and made the act of thinking through one life-or-death problem after another the engine of the story. The result was a critical and commercial hit that earned seven Oscar nominations, including best picture.

Put someone out in space long enough and the story can go in many directions. Sometimes it’s about survival. Sometimes it turns inward. Sometimes it gets more horrific or even darkly comic. Here are eight of our favorite movies about people lost or stranded in space. Watch them somewhere with plenty of oxygen.

“OH, the kids would just love that,” I gasp as I watch the Aqua Slidecoaster rocket up and around the top deck of the new Norwegian Luna.

Following its progress around the pinnacle of this sparkling new cruise ship, I spot ten-deck slide The Drop, the multi-level tangle of Moon Climb’s obstacle nets, high-tech Glow Court with its interactive LED floor for virtual sporting challenges and the wacky technicolour holes of the Tee Time mini golf course.

Four more must-dos for any thrill-seeking kiddo.

Alongside indoor and outdoor arcades with carnival games, pools and splash parks and, of course, kids’ clubs, this ship is a paradise for little ones.

But the joy of this 3,565 passenger liner is the way it can keep all ages happy.

I was the first UK journalist to get a sneak peek of the ship last week as it made its way from Italy across to its new home port in Miami.

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And while the kids will be delighted, there’s so much more for all ages onboard.

Luna has a shimmering, celestial theme to its decor ­— think modern luxury with an almost art deco feel, opulent fabrics and glistening metals that are understated and ooze sophisticated calm.

For a little more luxury, at the rear of the ship the Vibe Beach Club with its cushioned loungers, comfy cabanas and hot tubs is an adults-only zone.

It may come at an extra cost but you are guaranteed your own lounger and there are no splashing kids to avoid.

And what mum wouldn’t want to enjoy a pamper in the vast Mandara spa with its indoor pools sitting beneath a sparkling two-deck high wall of waterfalls.

With multiple saunas, steam, ice and salt rooms, it’s the epitome of zen.

Treatment prices are on the steep side, though.

While the main pool has even more loungers than its Prima class sister ships, one of the features I loved about this ship’s design is the generously wide spaces on deck eight where some restaurants and bars spill outside with al-fresco tables and there’s still plenty of space for loungers, infinity pools and in-pool layouts.

Dubbed the Ocean Boulevard, this 46,000sq ft walkway wraps around the entire ship and also features a vertigo-inducing glass bridge and Luna sculpture that comes with a button you can press for a personal video.

Look up at the camera and within seconds it will take a video of you, panning out so you can take centre stage.

A download of the resulting video costs £3.75 — great for adding to your social media!

Talking of restaurants, the choice is dizzying with 17 dining options and 18 bars and lounges.

Norwegian were among the first to challenge the idea that cruise ship dining had to be formal and at set times.

The latest ship shows just how far they have taken their freestyle concept.

There are five venues included in your fare.

I loved the Indulge food hall where you can grab a tablet to make your choice from nine different stations featuring tapas and noodles to curries and barbecue.

Tap away and dishes are then delivered to your table.

Also stunning was Hudson’s – one of the two very chic main dining rooms with floor-to-ceiling sloping windows, offering fabulous views of the ocean.

For quick bites, there’s the Surfside Bar and Grill, The Local serving classic pub fare 24/7 and on-deck ice cream stands with soft whip treats.

But the ship comes into its own with the choice of speciality restaurants.

I sampled the freshest, tastiest sushi at Nama and a sublime filet mignon at Mediterranean-inspired Palomar.

Also new on Luna is authentic Thai cuisine at Sukothai as well as a vast teppanyaki restaurant, Nuki.

These do come at an extra cost, from £38pp for the sushi to £45pp for Palomar and Nuki.

When it comes to a tipple, there’s so much choice, but my favourites were the outdoor Soleil Bar for sunset sips and the Metropolitan for evening cocktails.

And when the sun goes down, there’s plenty of entertainment to keep the grown-ups happy with new shows Elton: A Celebration of Elton John and Revolution: A Celebration of Prince.

But the smaller venues are also sure to be popular with a new Eagles tribute in Syd Norman’s Pour House, an intimate rock-club venue inspired by the Los Angeles Sunset Strip rock scene.

And for a risque pop-circus song and dance experience, the new adults-only LunaTique show comes with an extra charge of £34, but does come with four (very sweet) themed cocktails.

At the end of the night, I was very happy to head back to my spacious balcony cabin, which has a huge bed plus a sofa bed and roomy bathroom with a rainfall shower.

Homeporting in Miami, the ship will offer three and four-day Bahamas voyages as well as seven-night Caribbean itineraries including calls at the Dominican Republic, Cozumel and St Thomas as well as the cruise line’s private island Great Stirrup Cay in the Bahamas.

The Pentagon is reportedly sending the Wasp class amphibious assault ship USS Boxer and the rest of its Amphibious Ready Group (ARG), loaded with elements of the 11th Marine Expeditionary Unit (MEU). This comes as the Trump administration is reported to be increasingly considering seizing or blockading Iran’s highly strategic Kharg Island in the Persian Gulf as part of a new phase of Operation Epic Fury.

It has now been widely reported that what is described as an “accelerated” deployment of the Boxer Amphibious Ready Group and the 11th MEU from the West Coast will be in support of Operation Epic Fury.

The Boxer Amphibious Ready Group also includes two other amphibious warfare ships, the San Antonio class USS Portland and the Whidbey Island class USS Comstock. The 11th MEU has roughly 2,500 personnel, in total, and includes air and ground components.

This follows reports last week that the America class amphibious assault ship USS Tripoli and its ARG, carrying elements of the 31st MEU, had also begun moving from the Pacific toward the Middle to support ongoing operations against Iran.

Axios reported today that the Trump administration could be leaning toward establishing a blockade around Iran’s Kharg Island, through which it exports much of its oil, or occupying it, citing unnamed officials. The central goal of doing this would be to step up pressure on the regime in Tehran to, in turn, force it to reopen the Strait of Hormuz. Traffic through that waterway has come to a virtual halt, which is causing massive reverberations across global energy markets.

“[Trump] wants Hormuz open. If he has to take Kharg Island to make it happen, that’s going to happen. If he decides to have a coastal invasion, that’s going to happen,” one official said, according to Axios. “But that decision hasn’t been made.”

The U.S. military carried out extensive strikes on Kharg Island this past weekend. A deployment of U.S. ground troops there would be a major escalation that could have significant ramifications, including domestically.

“We’ve always had boots on the ground in conflicts under every president, including Trump. I know this is a fixation in the media, and I get the politics, but the president is going to do what’s right,” a second official, who also said no decision has yet been made, said, per Axios.

Just yesterday, TWZ spoke with Joseph Votel, the former commander of U.S. Central Command, with a particular focus on the tumultuous Strait of Hormuz, through which around 20 percent of the world’s oil passes. You can read that interview here.

In the meantime, publicly available flight-tracking data indicates that the U.S. Navy is using MQ-4C Triton intelligence, surveillance, and reconnaissance drones to monitor Kharg Island as part of their patrols of the northern Persian Gulf.

Trump has warned that he might consider targeting oil facilities on the island if Iran or other countries “do anything to interfere” with the safe passage of ships through the strait.

Destroying or damaging oil infrastructure on Kharg could have unintended side effects, however. On the one hand, it would further push up global oil prices. The complex nature of infrastructure might take years to repair, which would compound this. In the long term, there is also the question of whether oil infrastructure here should be preserved for the benefit of a potential new Iranian government.

Any successor to the current regime would lose out on vital oil income, potentially driving further internal strife.

There is also the possibility that seizing the island and cutting off the current Iranian government from its most vital source of revenue could be used as a catalyst to bring about its fall.

Then there is the huge question about the kind of military effort that would be required to seize Kharg. This would require a large-scale, sustained operation and would be brought with risk. The island is only 20 miles from the Iranian mainland, putting whatever U.S. force is there at extreme risk of bombardment of multiple types. Getting amphibious assault ships through the Strait and into the Gulf would be an issue, as well, and those ships would be heavily targeted during transit and especially once inside the Gulf. With this in mind, a longer-range aviation assault would be most likely.

A naval blockade of the island might be easier to achieve in the short term, but it would run the risk of Iranian attacks, likely involving uncrewed surface vessels (USVs), drones, and other asymmetric options, as well as anti-ship cruise missiles, the use of which has been limited up to this point, as you can read about here.

As already noted, additional U.S. forces are headed to the region in the form of the Tripoli ARG and the 31st Marine Expeditionary Unit (MEU). While the deployment of the big-deck amphibious assault ship USS Tripoli had already been reported, we now know it is being supported by the amphibious transport docks USS San Diego (LPD-22) and USS New Orleans (LPD-18), thanks to publicly available ship-tracking data.

What exactly the next phase of Operation Epic Fury will look like could be clearer as the Navy amphibious warfare ships and the thousands of Marines they are carrying get closer to the Middle East.

UPDATES

UPDATE: 6:16 PM EST –

There are some mixed messages coming out of Washington about the future of Epic Fury.

President Donald Trump said he is considering “winding down” the war on Iran. His comments, delivered on his Truth Social account, come even though two Marine Expeditionary Units (MEUs) are steaming toward the Middle East and the Pentagon has reportedly drawn up plans to put American troops into Iran with the president’s approval.

Trump added that the U.S. could end the war effort even with the Iranians still closing the Strait of Hormuz.

“We are getting very close to meeting our objectives as we consider winding down our great Military efforts in the Middle East with respect to the Terrorist Regime of Iran,” Trump proclaimed.

He stated that the U.S. has: “(1) Completely degrading Iranian Missile Capability, Launchers, and everything else pertaining to them. (2) Destroying Iran’s Defense Industrial Base. (3) Eliminating their Navy and Air Force, including Anti Aircraft Weaponry. (4) Never allowing Iran to get even close to Nuclear Capability, and always being in a position where the U.S.A. can quickly and powerfully react to such a situation, should it take place. (5) Protecting, at the highest level, our Middle Eastern Allies, including Israel, Saudi Arabia, Qatar, the United Arab Emirates, Bahrain, Kuwait, and others.”

The Strait, Trump added, “will have to be guarded and policed, as necessary, by other Nations who use it — The United States does not! If asked, we will help these Countries in their Hormuz efforts, but it shouldn’t be necessary once Iran’s threat is eradicated. Importantly, it will be an easy Military Operation for them.”

Our coverage has ended for the day. Stay tuned for more.

UPDATE: 5:15 PM EST –

Retired Marine Gen. James Mattis, who served as Defense Secretary and CENTCOM commander, weighed in on the war, saying he doesn’t believe regime change is likely.

Iranian state media warns Iran will target the UAE’s industrial port city of Ras Al-Khaimah if Iranian islands are again attacked from that nation, Arab News reported.

DISNEY is launching another cruise ship next year – with some first time princess appearances.

In 2027, Disney Cruise Line will be launching its ninth ship called the Disney Believe.

The ship will be the fourth ship in the Wish class, joining Disney Wish, Disney Treasure and Disney Destiny.

It will be themed on “dreamers and doers who dare to pursue their own happily ever after”.

On board, stories that will be featured will be from Disney, Pixar, Marvel, and Star Wars.

Each Wish class ship features its own theme, for example Disney Wish is enchantment-themed, Disney Treasure is adventure-themed and the Disney Destiny is heroes and villains-themed.

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Disney Believe will be ‘promise and possibilities-themed’.

Disney Cruise Line stated: “Onboard the Disney Believe, powerful tales of characters who believe in themselves and their dreams will come to life in exciting new ways.

“From the mystical worlds of Encanto and Frozen, to the wishing wells of Snow White, to the depths of the sea with Moana and The Little Mermaid, there are endless stories waiting to be discovered and new chapters ready to unfold onboard.”

These characters already feature onboard some of the Wish class ships, with an Arendelle dining experience onboard the Disney Wish.

However, Snow White currently does not feature prominently on any of the current Wish class ships.

The Disney Believe is expected to launch in late 2027.

Disney also announced last month that the Disney Wish ship will be coming to the UK next year.

The ship will sail from Southampton on three to seven-night European sailings.

Entering through the Grand Hall, passengers will meet famous Disney princes and princesses.

Inside each stateroom, passengers will find spacious wardrobes, sprawling beds and a theme specific to a Disney character.

When it comes to food on board the ship, guests won’t be short for choice, with market-style buffet options and immersive dining adventures, such as Arendelle: A Frozen Dining Adventure.

As for other entertainment, passengers can head to West-End style shows including Disney Seas the Adventure, where passengers follow Goofy on a journey sailing the ship.

For a thrilling adventure, head on the Disney AquaMouse ride, which features lighting, special effects and scenes of Mickey and Minnie on different adventures.

And the ultimate night for the whole family is Pirates’ Night, where Captain Jack Sparrow takes a fateful leap from the ship’s funnel.

Parents wanting some time to themselves can check their kids into either the full-service nursery or kids and teens clubs before exploring the ship’s adult-only spaces such as the Senses Spa & Salon.

The cheapest sailing is a three-night Belgium cruise from Southampton, sailing to Zeebrugge (Bruges) in Belgium costing from £1,633 for two people.

In other cruise news, here’s the ultimate family cruise – it has a water roller coaster, a private island and an onboard beach club.

Plus, there’s a Nordic cruise that sails from the UK with dog-sledding, Northern Lights and mountain cable cars.

It was so big it couldn’t use the English Channel, Suez Canal or Panama Canal.

The biggest ship in the world was longer than both the Eiffel Tower and the Empire State Building. It was known as the Seawise Giant and became one of the longest self-propelled ships in history.

The boat, later called Happy Giant, Knock Nevis and Mont, was built in Japan between 1974 and 1979. It had the greatest deadweight tonnage of a ship ever recorded.

Fully laden, it was 657,019 tonnes and was the heaviest in the world. Seawise Giant had a draft of 24.6 meters (81ft) and a length of 458.45 meters (1,504.1 ft).

Due to its size, it was incapable of navigating the English Channel, the Suez Canal or the Panama Canal.

The ship has a long history, and was created by Sumitomo Heavy Industries, Ltd in Yokosuka, Kanagawa, Japan, as an Ultra Large Crude Carrier.

It remained unnamed for a long time and was identified as its hull number, 1016. The ship suffered severe vibration problems during sea trials, and an unknown Greek owner refused to take delivery of it.

Eventually, the Japanese shipyard sold the ship thanks to a deal with Hong Kong Orient Overseas Container Line. Yet, they wanted to lengthen the ship by several meters and add 146,152 tonnes of cargo capacity.

Two years later, the ship relaunched as the Seawise Giant. In 1988, it was damaged during the Iran-Iraq war after fires erupted aboard the ship, and oil spread into the water.

The ship was still intact but was so damaged it was not deemed economical to repair.

However, a Norwegian investment firm bought the damaged ship. Over the next few years, it was repaired and renamed Happy Giant.

Up until 2004, the ship was owned by various Norwegian investment firms. It was then purchased by First Olsen Tankers and renamed Knock Nevis.

The ship was converted into a primarily moored storage tanker in the Persian Gulf.

However, it was then taken on by new owners Amber Development and named Mont. It had one final voyage to India where the ship was scrapped.

The ship was beached in December 2009 and due to its size, it took until the end of 2010 for it to be scrapped. The Seawise Giant’s anchor was saved and is on public display in Hong Kong.

It goes down in history as the longest ship ever constructed at 458.45 meters and is taller than many of the world’s tallest buildings. The Eiffel Tower stands at 330 meters and the Empire State Building at 443 meters.

Today’s sinking of an Iranian warship by a U.S. Navy nuclear attack submarine is a hugely significant event in the annals of military history. After all, you have to go back to the final days of World War II to find the last time a U.S. submarine sank an enemy vessel. Since then, however, submarines under the flags of different navies have sunk vessels in combat.

You can catch up with our coverage of the sinking of the Iranian warship here.

In fact, there are some varying accounts as to which U.S. Navy submarine was the last to sink an enemy vessel. The situation at sea as World War II was drawing to a close in the Pacific was a chaotic one, with an increasingly deadly U.S. Navy submarine force tearing through the remnants of Japanese shipping, with subs racking up multiple victories in a short space of time.

With the Imperial Japanese Navy (IJN) in disarray and with Japan still reeling from the two atomic bombs dropped on it, what was left of its seagoing force provided relatively easy pickings for U.S. submarine commanders.

As such, it was on VJ-Day, or Victory over Japan Day, that U.S. subs claimed their last victims before today’s action.

According to available records, on August 14, 1945, the same day that saw President Harry S. Truman announce Japan’s unconditional surrender, two U.S. submarines sank three Japanese warships.

The first victim — a Japanese submarine — appears to have fallen to the USS Spikefish (SS-404).

Commissioned in June 1944, the Spikefish was a Balao class submarine, the Navy’s largest submarine class, with 120 boats completed. With a surfaced displacement of 1,526 tons, the Balao was around 311 feet long and had a speed of 20 knots surfaced, reduced to 8.75 knots submerged. Moving on the surface at a speed of 10 knots, the boats could cover 11,000 nautical miles.

As of the night of August 13, 1945, the IJN transport submarine I-373 was surfaced in the East China Sea, southeast of Shanghai. Transport submarines of this type were used by the Japanese to transport troops and supplies between mainland Japan and remote islands. Spikefish sighted the Japanese sub on its radar at 8:10 p.m. and also detected emissions from its air-search radar. Spikefish got closer before losing visual contact, after which the I-373 disappeared below the waves. Just after midnight, Spikefish regained radar contact. At 4:24 a.m., Spikefish fired a spread of six Mk 14 torpedoes at a range of 1,300 yards. Two of the torpedoes hit I-373, sinking it. Spikefish surfaced and found five survivors in the water, all of whom refused rescue, a grim reflection of the bitter fighting at this late stage of the Pacific conflict. One IJN crew member was forcibly brought aboard the U.S. sub; his 84 compatriots died.

In previous days, the USS Torsk, a Tench class submarine, commissioned in December 1944, had been marauding in and around the Tsushima Strait, which lies between Korea and Japan. Here, the boat had been picking off Japanese merchant vessels and warships.

The Tench class was essentially an improvement of the earlier Balao and Gato classes, moderately bigger but more strongly built and with more fuel. These boats had a surfaced displacement of 1,570 tons, were also around 311 feet long, and had similar surfaced and submerged speeds to the Balao. Thanks to their additional fuel capacity, the Tench boats had a range of around 16,000 nautical miles.

On August 14, Torsk encountered a medium-sized Japanese cargo ship accompanied by the Japanese Type C escort vessel CD-47, off Maizuru in the Sea of Japan. At 10:35 a.m., Torsk launched a Mk 28 torpedo, an experimental type with acoustic homing. The torpedo smashed a hole in the stern of the escort, which quickly went below the waves. An attempt was made to sink the cargo ship, too, as it entered harbor, but the torpedoes missed.

At around midday, a second Type C escort vessel, CD-13, arrived, apparently in pursuit of Torsk. After firing off a Mk 28 torpedo, Torsk dived for safety. From a depth of 400 feet, Torsk launched a Mk 27 torpedo, a weapon known as “CUTIE,” this time with passive homing. The hydrophone operator on the Torsk then detected a large explosion, indicating the Mk 28 had found its target. The Mk 27 impacted moments later.

While the timings are not entirely clear, CD-13 is widely identified as being the last Japanese warship to be sunk in World War II, and therefore the last enemy vessel to have been sunk by a U.S. submarine until today.

The war still wasn’t over for Torsk, however. With more patrol vessels arriving, plus patrol aircraft, the submarine had to remain submerged for more than seven hours after CD-13 went under. After this date, other Japanese vessels would continue to be sunk by mines that had been laid earlier, including by submarines.

Torsk received two battle stars for its World War II service and is today preserved in the Historic Ships collection in Baltimore.

At a press conference today, Secretary of War Pete Hegseth said that the sinking of an Iranian warship by an as-yet unidentified U.S. submarine marked the “first sinking of an enemy ship by a torpedo since World War II.”

This is not true.

The Torsk may have been the last U.S. submarine to have sunk an enemy ship prior to today, but other navies have achieved the same feat.

Back in 1971, during the Indo-Pakistan War, the Indian Navy frigate INS Khukri was sunk by the Pakistan Navy submarine PNS Hangor. The Khukri, with a displacement of around 1,200 tons, became the first warship anywhere to fall prey to a submarine since the end of World War II.

The Falklands War, fought in the South Atlantic in 1982, between the United Kingdom and Argentina, saw the first instance of a nuclear-powered submarine sinking an enemy vessel.

On May 2, 1982, in a somewhat controversial incident, the Argentine Navy cruiser ARA General Belgrano was sunk by a torpedo launched by the British nuclear-powered attack submarine HMS Conqueror, with the loss of over 300 crew.

The controversy around the incident centers upon the fact that General Belgrano was targeted when it was outside a so-called ‘total exclusion zone,’ covering a 200-nautical-mile radius from the Falklands. While there were subsequent protests about the legality of the action, the fact remains that the British had previously warned Argentina that any ships that posed a potential threat to its own task force would be sunk.

Until the sinking of the Russian Navy’s Slava class cruiser Moskva by Ukrainian anti-ship missiles in 2022, the sinking of the General Belgrano was the last time a cruiser was fully destroyed by enemy action.

Another disputed incident occurred in 2010, with the sinking of the South Korean warship ROKS Cheonan.

On March 26, 2010, the Cheonan, a Pohang class corvette, sank in the Yellow Sea, off the country’s west coast, killing 46 of the 104 personnel on board. Exactly why the warship sank remains a matter of conjecture, although a South Korean-led investigation concluded that the vessel was sunk by a North Korean torpedo fired by a midget submarine. The U.S. Navy also stated that the sinking was caused by a non-contact homing torpedo that exploded near the ship. North Korea denied responsibility.

The manner of the sinking certainly appears consistent with a torpedo hit, with an explosion reported near the stern of the ship that caused it to break in half soon afterward.

Since then, the closest we have come to seeing submarines destroying other vessels has been sinking exercises (SINKEX) and similar tests. At times, these have also provided a rare glimpse into the effects of potential adversaries’ submarine weapons capabilities. Case in point, the sinking of a decommissioned Chinese amphibious landing ship by a People’s Liberation Army Navy submarine, seen in the video below: 

The cloak-and-dagger nature of submarine operations means that many details about their use in combat remain closely guarded secrets. In the case of the Cheonan, we may never exactly know what happened to it. For the time being, we also await more information about today’s sinking of the Iranian frigate. What is certain, however, is that this was an unprecedented event, at least as far as the modern U.S. Navy is concerned, and a truly rare action by any standards.

Contact the author: thomas@thewarzone.com

Ebrahim Jabari, a senior adviser to the IRGC’s commander-in-chief, reiterates that the Strait of Hormuz is ‘closed’.

A commander in Iran’s Revolutionary Guard Corps (IRGC) has said the Strait of Hormuz is closed and warned that any vessel attempting to pass through will be attacked, according to Iranian state media.

“The strait is closed. If anyone tries to pass, the heroes of the Revolutionary Guard and the regular navy will set those ships ablaze,” Ebrahim Jabari, a senior adviser to the IRGC’s commander-in-chief, said on Monday.

Tehran has targeted infrastructure critical to the world’s energy production as part of its retaliation for the Israeli and US bombing campaign that began on Saturday and killed Iranian Supreme Leader Ayatollah Ali Khamenei and other senior officials.

“We will also attack oil pipelines and will not allow a single drop of oil to leave the region. Oil price will reach $200 in the coming days,” Jabbari said in a post on the IRGC’s Telegram channel.

“The Americans, with debts of thousands of billions of dollars, are dependent on the region’s oil, but they should know that not even a drop of oil will reach them,” he was also quoted as saying by the semi-official Tasnim news agency.

Rising energy prices

The Strait of Hormuz, which lies between Iran and Oman, is one of the world’s most critical oil transit routes, with roughly 20 percent of global oil supplies passing through it.

Any disruptions there will further send crude prices soaring and raise fears of a regional escalation.

Energy prices already rose sharply earlier on Monday as disruptions to tanker traffic through the strait, and damage to production facilities, raised uncertainty about how the US-Israeli attacks on Iran would affect supply to the world economy.

The biggest shock was to natural gas prices, which rose by almost 50 percent in Europe and nearly 40 percent in Asia as QatarEnergy, a major supplier, halted the production of liquefied natural gas after its LNG facilities were attacked.

Earlier, Saudi Arabia’s Ras Tanura oil refinery also came under attack from drones, and its defences downed the incoming aircraft, a military spokesman told the state-run Saudi Press Agency. The refinery has a capacity of more than half a million barrels of crude oil a day.

In response, the US said it would take action ⁠to mitigate rising energy prices due to the war with Iran, according to US Secretary of State Marco Rubio.

“Starting tomorrow, you will see us rolling out those phases to ⁠try to mitigate against ⁠that… We anticipated this could be an issue,” Rubio said.