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A work accident on board the 'Ronny O' in the Waalhaven in Rotterdam at the industrial estate at Pier 6 and 7 in pos. 51° 53' N 004° 26' E has claimed two lives on June 19, 2025, at 7.45 a.m.. Two more people were seriously injured. The accident happened in the cargo hold. The skipper of another inland vessel in the port, the 'Dei Voluntas' (MMSI: 244670411), provided first aid after the accident and assisted the rescue forces of the emergency services. The workers of the port company C. Steinweg Group ended up under steel plates during unloading operations. The emergency services tried to resuscitate one or more victims. A crane from the port authority was used to bring emergency services to the ship and remove the seriously injured victims from the hold on stretchers. Initially, the crane was no longer allowed to be used because of the police investigation, but permission was later granted. Without that crane, the injured people could not have been taken off the ship. A trauma helicopter was deployed, and also the ire brigade attended. The fatalities were still on board, while a neat and respectful way was being sought to remove the bodies from the vessel. It was still unclear what exactly happened. The Dutch Labour Inspectorate has started investigating. The police have created a crime scene of the area to determine the cause of the accident. The Waalhaven 6 has been closed until further notice. Reports with photos and video: https://www.schuttevaer.nl/nieuws/actueel/2025/06/19/twee-doden-en-twee-zwaargewonden-bij-ongeval-aan-boord-schip-rotterdamse-waalhaven/ https://mediatv.nl/nieuws/nieuws/28468/twee-doden-en-twee-gewonden-bij-ongeval-op-schip-zaltbommelstraat-rotterdam https://www.nu.nl/binnenland/6359652/twee-doden-en-twee-zwaargewonden-na-bedrijfsongeval-in-rotterdamse-waalhaven.html?referrer=https%3A%2F%2Fwww.google.com%2F

While the 'NCL Salten' remained drydocked at the Fosen Yard in Rissa as of June 20, a geotechnical report stated that the grounding of the ship had caused the landslide in the Byneset district of Trondheim on the night of May 22. The municipality of Trondheim feared demanding and costly security work and believedthat the shipping company should pay the bill. The report stated that the pressure of the ship on the soft clay formations in the beach zone directly led to a rupture that triggered a 250-300 meter long landslide. Studies showed that the subsoil is extremely clayey, which increases the risk of landslides. The municipality was now working to secure the area against further erosion. Both the technical manager Tomas Eidsmo from the Trondheim Municipality and the Trondheim Mayor Kent Ranum have pointed to the shipping company as financially responsible for the damage. The shipping company's lawyer has expressed sympathy for those affected and states that the dialogue is ongoing with both the municipality and the landowners. The registered owner of the "NCL Salten" is the Waterway Shipping Ltd. The vessel is operated by the Baltnautic Shipmanagement UAB and chartered by the North Sea Container Line. Report with photos: https://www.nrk.no/trondelag/skredkanten-har-kome-naermare-huset-pa-byneset-_-jostein-jorgensen-er-framleis-evakuert-1.17452503

On the early morning of June 19, the CROSS Gris-Nez was alerted by the Northern Border Police, who postponed the departure of a migrant boat off Sangatte beach. The CROSS deployed the 'Flamant' to locate the boat. Once on the scene, the patrol boat noticed that the boat was overloaded and that 16 migrants were in the water, wearing life jackets. The patrol boat immediately launched its lifeboat and recovered all 16 castaways, while the remaining occupants continued their voyage to British waters. Shortly afterwards, the patrol boat transferred the 16 migrants to the all-weather boat 'SNS 067-Mona Rigolet' from the SNSM station, which in Calais, which transferred them to the port of Calais, where they were taken into care by government resources.

On Juen 19, the German-flagged sailing yacht 'Faule Haut' went adrift and requested assistance west of Dragonera. The CCS Palma of Salvamento Marítimo mobilized the 'Salvamar Libertas', which took the boat in tow and safeöy pulled it to Puerto de Andratx.

The shipbuilder and shiprepairer CMI Weihai has completed the first of two conversion projects for Stena RoRo to increase vessel capacity and add shore power systems. The ship left the Weihai New Shipbuilding on June 5, 2025. The upgrading project of the 'Stena Foreteller', which operates on Stena Line’s Immingham to Rotterdam freight service, was completed in only two months. The conversion work comprised the addition of a fourth ro-ro cargo deck to boost the vessel’s lane metre capacity by 30% from 3,000 lm to 4,000 lm. A cold ironing system has also been installed to permit shore power when in port, while the vessel’s bow thrusters have been upgraded to increase their power.The same works will be undertaken on a sister vessel of Stena Foreteller, the 'Stena Forerunner' (IMO: 9227259), with the vessel due to sail to China on the return of Stena Foreteller to Europe during mid-July. Both ships were built by the Dalian Shipyard as part of Stena’s ‘4-Runner’ series of six ro-ro cargoships, which were constructed for the charter market in China and Italy between 1998 and 2003. Both ferries are bareboat chartered to the Stena Group ferry operating subsidiary Stena Line. Another conversion project by Stena RoRo is being planned to convert two of its large ro-pax ferries from conventional fuel to methanol dual-fuel specification. The project will involve the 'Stena Superfast VII' (IMO: 9198941) and the 'Stena Superfast VIII' (IMO: 9198953) in a partnership with main engine designer Wärtsilä and Lloyd’s Register. The Stena Group was the first shipowner to undertake a methanol fuel conversion. The part-EU funded conversion of the ropax 'Stena Germanica' (IMO: 9145176) was completed in Poland in 2015. Report with photo: https://www.lloydslist.com/LL1153902/Chinese-shipyard-completes-first-Stena-ro-ro-jumboisation-project

The tanker 'Adalynn' was in collision with the 'Front Eagle' near the Khor Fakkan Anchorage on June 16, 2025, at 9:14 p.m. UTC. The 'Front Eagle' was fully loaded and bound for Zhoushan. The unloaded 'Adalynn' had just departed the anchorage. The 'Front Eagle', with 22 crew members from nations in Eastern Europe and Asia on board, was sailing southbound at 13.1 knots and executed a starboard turn, striking the after port quarter of the 'Adalynn', which was proceeding southeast at 4.8 knots towards the Suez Canal. The collision resulted in a hull breach and a massive fire on the 'Adalynn'. The blaze quickly spread and consumed the superstructure of the tanker. The fire also spread onto the deck of the 'Front Eagle'. The crew of the Front Eagle were able to extinguish it, and there were no reports of injuries. On June 17 at 01.51 a.m. UTC, the 'Front Eagle' changed its status to Not Under Command. There were no injuries among the crew. The Coast Guard of the UAE National Guard evacuated the 24 crew members of the 'Adalynn', using SAR boats. The cause of the incident was not security-related, but thought to have been caused by a navigational error, however, spoofing of GPS signals has made the area more prone to accidents lately. The 'Adalynn' was at 25.330959, 56.823463, though its anchoring status remained unconfirmed. The Ukrainian government has accused the 'Adalynn' of being involved in the export of Russian oil/oil products from the Baltic Sea port of Ust-Luga, as well as using deceptive practices such as disabling its AIS and conducting shady activities in the Kola Bay area in 2023 and 2024. The last laden voyage was from Ust-Luga in Sep 2024. It delivered 855,000 barrels of Urals crude to the Vadinar refinery on the west coast of India the following month. Since then, it has remained off the coast of the UAE and spent several months at the port of Duqm in Oman. The 'Front Eagle' has protection and indemnity cover with Steamship Mutual. The 'Adalynn' does not have cover from any of the 12 clubs that make up the International Group of P&I Clubs. The area of the collision has been designated a high-risk area where shipowners require additional cover from specialist war insurers, which take on responsibility for hull and P&I claims. Reports with photo and video: https://www.republicworld.com/world-news/3-ships-allegedly-on-fire-near-strait-of-hormuz-in-gulf-of-oman-amid-israel-iran-tensions-picture-emerges https://gcaptain.com/navigation-error-suspected-in-vlcc-suezmax-crash-off-fujairah-amid-rising-gulf-tensions/

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On June 20, 2025, at around 7.20 a.m. UTC, the 'Stellamar', en route from Kunda with eight crew members and a Finnish pilot on board, ran aground off Rauma on the southern side of the island of Iso Järviluoto near a jetty. It got stuck in pos. 61° 07' N 021° 26' E. No oil leakage has been detected and no crew members have been injured. .However, a leak has been detected in the ship's freshwater tank. The Western Finland Coast Guard Section has been notified, and a patrol from the Rauma Coast Guard Station was at the scene of the accident. An aircraft was also sent to the scene to monitor and ensure that there are no oil leaks. The 'Stellamar' was successfully refloated with the assistance of a tug less than one hour after it ran aground and moored in Rauma. The border guard has begun an investigation to determine whether the incident was the result of negligence, though authorities did not suspect that alcohol intake was a contributing factor. Report with photo: https://www.sss.fi/2025/06/kyproslainen-rahtialus-juuttui-pohjastaan-kiinni-rauman-edustalla/

On June 18 at 6 a.m., the 'Wan Hai 503' wa ins pos. 09°52.70'N, 074°58.23'E, approximately 75 nautical miles off the Kerala coast, moving southwest at a course of 245° at a speed of 1.0 knot. The weather remained challenging, with westerly winds ranging between 22–24 knots and gusting up to 30 knots, accompanied by intermittent rain and poor visibility. The visible fire onboard has continued to subside; white smoke now observed amidshis. 'There was grey smoke forward of the accommodation block, and a minor active flame was noted on the starboard side. No fire was currently visible on the port side of the casualty. Firewatch operations were being maintained onboard through visual surveillance and thermal detection. The towline control was successfully transferred from the 'Offshore Warrior' to the 'Boka Winger' at 09.32 a.m. with the assistance of the 'Water Lily'. The transition was undertaken smoothly and has enabled the 'Offshore Warrior' to return to Kochi for urgent refuelling and provisioning. Firefighting and boundary cooling operations were undertaken in rotation by the 'Boka Winger', 'Saksham' and the 'Water Lily', all of which continued to maintain deck and structural cooling to prevent re-ignition. The salvage team has expanded its operations with firefighting force now prepared to join operations. Eight firefighters will be deployed from Garnet. A second team of 11 salvors wa awaiting mobilisation aboard the 'Saroja Blessing', which remained in port due to issues with the vessel’s master. Efforts were underway to resolve this and redeploy the tug as soon as possible. The 'Triton Liberty', which was previously released, may be requested again to provide interim support if deployment delays persist. Further operational enhancement is expected with the planned mobilisation of the salvage tugs 'GH Voyager' from Singapore and 'Virgo' from Sharjah. These were under technical inspection, and contractual arrangements have been initiated. In addition, a specially procured batch of 15 drums of Pyrocool, a specialised firefighting agent, has been dispatched from the USa, and is expected to reach Dubai by June 21. Once onboarded a support vessel, it is scheduled to reach the site before June 25. The salvage team was also securing high-performance synthetic tow ropes from Singapore, which were pending customs clearance and will be used for improved towing reliability. The firefighting operations have made steady progress, with a visible decline in active flames and a shift from dark to lighter smoke, suggesting the effectiveness of boundary cooling and surface suppression. However, the presence of residual hotspots, particularly near the starboard midship and forward accommodation zones, requires continued attention. The current holding position was considered operationally ideal for logistical access while minimising nearshore risk. The Directorate has advised that holding at this range is optimal to ensure day-return operations for supplies and personnel, without straining support logistics. Despite progress, the absence of a second towline continued to pose a critical risk, particularly with the onset of the southwest monsoon. Tandem towing using a secured chain or wire remained the goal, with plans to undertake the second towline connection once the 'Saroja Blessing' is deployed or an alternate asset becomes available. Sea conditions have improved slightly, with swells around 3–3.5 metres, enabling safer transitions between vessels. The salvage master continues to assess the best strategy for secure long-range towing. Shoreline response operations continued under the supervision of MERC and SpillTech, who were actively monitoring the coast for drifting containers or hazardous debris. The human body who was suspected to be linked to the casualty has been recovered near the Kerala coast, is currently under verification by local authorities. The ship owners have confirmed they are in coordination with police and their legal advisors to manage the identification process with due sensitivity, given the emotional condition of the surviving crew. Discussions regarding the Port of Refuge were ongoing. Jebel Ali and ports in the UAE remained primary candidates, though monsoon-related risks for westward passage were under evaluation. Ports in Sri Lanka, Malaysia, and Singapore are also being considered. The selection will depend on the vessel's stabilisation, fire extinguishment, and the receiving port's willingness and readiness to manage damaged cargo, hazardous waste, and structural inspections. A comprehensive criteria matrix is being developed by the salvage team to facilitate formal submissions to the identified ports. Environmental risk remaineds moderate at this stage, with no visible oil sheen or spill observed. The ITOPF continued to support shoreline risk modelling, while P&I Club representatives were coordinating with local authorities for potential claims processes related to cleanup and third-party damages. The Directorate remained in continuous coordination with all relevant stakeholders and is actively supervising the evolving operational plan to ensure that stabilisation, firefighting, and safe relocation of the vessel remain on track.

The cranes at several container terminals in Rotterdam were in mourning mode on June 20 after the death of two workers on the 'Ronny O' on the site of C.Steinweg Handelsveem in the Waalhaven, near Heijplaat.. The gantries of the cranes were raised out of respect and nothing was unloaded for a while. When it became known in the port that two employees had died, all container terminals decided to halt operations. Both victims were in the cargo hold of the 'Ronny O', when the accident happened, while they were unloading steel plates. The cause is still being investigated. The Labour Inspectorate is leading the investigation. The company was now focusing on the relatives and could not yet say anything about what happened. Report with photos: https://www.rijnmond.nl/nieuws/2029155/containerkranen-in-rouwstand-als-eerbetoon-aan-omgekomen-collegas

Only weeks ahead of the entry into force of the Hong Kong Convention (HKC) for the safe and environmentally sound recycling of ships, an accident during the recycling of the 'Rem', ex 'SK Supreme', has claimed the life of the 20-year-old worker Satur Bhai from Gujarat on May 20, 2025, who was employed as a helper, a typically untrained, underpaid and unprotected position, He fell to his death while dismantling the vessel at plot No. 50. He was reportedly tasked with removing furniture from deck 7 without a safety harness. The tanker was renamed 'Rem' and re-registered to fly the St. Kitts and Nevis flag before being dumped in Alang. The vessek’s beneficial owner is the South Korean SK Shipping, which according to the NGO Shipbreaking Platform,‘intentionally sidestepped’ international safety and environmental norms in order to “obtain the highest profit for the end-of-life asset. In the past five years, at least 10 workers have lost their lives in Alang As of April 2025, it is estimated that, since 2020, at least 94 ships owned by South Korean companies were dismantled on the beaches of Bangladesh and India. In the last two years alone, three serious accidents, which led to deaths and injuries, also allegedly took place on a South Korean vessel.

New details have emerged about the condition of the 'Dali', as the lawyers gathered information about the ship and continued their discovery process and interview crew members. New revelations from lawyers representing the state of Maryland and other claimants seeking damages from the owner company Grace Ocean Private, and the managers of the Synergy Marine Group, included brake failures on one of the anchors. The hydraulic brake on the port side anchor windlass had been inoperable for nearly two weeks,.The unseaworthy condition meant the anchor windlass could only be operated with the manual brake, a two-man job. Despite that situation, only one man was posted to the bow on March 26, 2024, which meant when the time came to deploy the anchor, he was unable to do so. The lawyers alleged that that had devastating consequences for properly diverting the ship from disaster. Additionally, the documents stated that the ship was without one of its four generators. The crew only ran two of the three remaining generators as it left port. The Chief Engineer admitted that the second blackout would never have occurred if the ship had been using three generators rather than two. The state of Maryland, the city of Baltimore, numerous companies and families of the victims who died on the bridge are all suing the Grace Ocean and Synergy. Depositions have been taken from the crew, but the testimony remains redacted at this time. Earlier, the Maryland Attorney General’s Office asked ZeroNorth for its communications information with Grace Ocean as part of the discovery phase of the case. ZeroNorth owns the software SMARTShip, which is used to remotely monitor vessels. The communications of the owners and managers of the 'Dali' with Alpha Ori and ZeroNorth will be critical in establishing how SMARTShip was utilized onboard the ship, and what information shoreside personnel chose to monitor. The trail Grace Ocean and Synergy is set for next summer.

An oil slick spanning approximately six square miles has formed in the Gulf of Oman off the coast of Iran and the UAE following the collision of the 'Adalynn' and the 'Front Eagle'. The spill, which covered 1.47 square miles) on June 17, hadsquadrupled in size within 24 hours, creating a potential environmental disaster in the region. The 'Adalynn' is part of Russia’s shadow fleet, has previously transported Russian oil from the Russian port of Ust-Luga in violation of the G7 price cap, using tactics like disabling its AIS in order to avoid detection. Despite officially reporting that it was carrying no cargo, the ship’s draft of 9.3 meters suggested it may have been transporting up to 70,000 tons of crude oil. The origin of the cargo on this voyage remains unconfirmed. However, it was most likely transferred from another vessel. Between May 1 and the time of the collision, the 'Adalynn' had been circling in the same area of the Gulf of Oman, suggesting possible ship-to-ship transfers of crude oil. Prior to that, the tanker had been docked at the port of Duqmand made periodic trips into the Gulf of Oman. The last confirmed direct loading took place at the port of Ust-Luga in September 2024, after which the vessel returned to Duqm and visited several other ports in the region. The 'Adalynn's listed owner is the Global Shipping Holding Ltd, in Antigua-Barbuda with a mailing addres in an older office complex in Navi Mumbai, which is home to multiple logistics, seafarer training and ship management firms, but has no public directory to confirm whether the 'Adalynn's operator is a tenant. The Indian company operates two aging tankers, besides the 'Adalynn' the 'Carcharodon' (IMO: 9258882), which is also sanctioned by the UK for transporting Russian oil. Both tankers are sanctioned by the government of Ukraine for their involvement in Russia's shadowy oil trade. No records of the Global Shipping Holding Ltd. exist in OpenCorporates, the world’s largest open database of corporate entities. Ship tracking data also indicated that the 'Adalynn' may lack P&I (Protection and Indemnity) insurance, without which any liability for environmental or other damages would fall solely on the vessel’s owner. After the collision, the operator of the 'Front Eagle', Frontline, attempted to get in touch with the 'Adalynn's owners, but found that it could not find an individual to talk to. Frontline had to find out from a local agent - not the shipowner - that the 'Adalynn's crew made it safely ashore and were lodged in a hotel. The 'Front Eagle' remained anchored off Fujairah in pos. 25° 14' N 056° 34' E as of June 19. The tanker has to be inspected before any further voyage to China. Report with photos: https://theins.ru/en/news/282263

The auction of the 'Astoria' on June 17 fetched 200,000 Euros at the Rotterdam District Court on June 17. 'In the end there was only one bidder, the recycling company Galloo. The ship was auctioned for the opening bid and minimum amount. The ship will soon be dismantled and recycled by Galloo in the port of Ghent. The ship yields more than 12,000 tons of material, more than 97 % of which will be reused, including ferrous and non-ferrous metals, glass, wood, and plastics. Significantly, the recycler aims to achieve a 97% material recovery rate, transforming the liner into renewable raw materials, in alignment with European circular economy directives. The 'Astoria' has been tied up in Rotterdam's Waalhaven since 2020., after its cruise line was declared bankrupt during the corona pandemic. In 2021, the ship was auctioned by the Portuguese company Teamson, which has not paid the bills to shipping agent Oudkerk in Rotterdam for two years. The court considered it plausible that the bills together of 439,019.89 Euros must be paid by Teamson to Oudkerk. Because the Portuguese have no money, the ship was seized. The ship had been purchased by Teamson for a considerably higher amount than 200,000 Euros in 2021. The ship now has overdue maintenance and damage to the hull, because it broke loose from the berth in the port in Rotterdam during a storm. The new owner also has to settle with Rhenus Logistics, where the ship has been moored for the recent years. That company is demanding 700,000 Euros for costs incurred. During the hearing it also emerged that the Environment and Transport Inspectorate will not simply let the ship leave the port. because it considers the 'Astoria' to be waste that cannot simply be taken abroad. Before the vessel can be towed, Galloo must settle outstanding port dues, a standard procedure in marine asset liquidation.

After eight years, the Russian 'Khatanga' has been removed from the port of Gdynia. The ship is to be scrapped at recycling yard. in Esbjerg. The reason for the measure was the years-long blockade of a berth and the threat to shipping. The 'Khatanga' was declared a maritime safety risk after it broke free from its moorings twice within two months. The removal of the ship was announced by the Infrastructure Minister Dariusz Klimczak on June 19. The port of Gdynia had suffered significant economic losses due to the tanker's layover. The Polish port authority estimates the compensation for the years of layover at around 13 million zloty (approximately 3 million euros). The authorities announced that they will claim the costs from the Russian owner. The ship had no crew and did not meet safety standards. The Deputy Infrastructure Minister Arkadiusz Marchewka also criticized the years of inaction by previous officials. The towing operation was carried out under difficult weather conditions. Three port tugs and one deep-sea tug were deployed. The 'Khatanga' is scheduled to arrive at Esbjerg on June 24. There is no certified facility in Poland for scrapping ships of this size. The tanker had been moored in the port since 2017 after failing a technical inspection. Repairs and departure were initially planned, but never materialized. In 2020, the Russian shipping company Murmansk Shipping Company filed for bankruptcy. Since then, the 'Khatanga' has been in the port without a legally clear ownership status. Report with photos: https://www.polskieradio.pl/400/7764/Artykul/3540106,Russischer-Tanker-nach-acht-Jahren-aus-Hafen-Gdynia-entfernt

On the early morning of June 19, the CROSS Gris-Nez was alerted by the Northern Border Police, who postponed the departure of a migrant boat off Sangatte beach. The CROSS deployed the patrol boat 'Flamant' to locate the boat. Once on the scene, the patrol boat noticed that the boat was overloaded and that 16 migrants were in the water, wearing life jackets. The patrol boat immediately launched its lifeboat and recovered all 16 castaways, while the remaining occupants continued their voyage to British waters. Shortly afterwards, the patrol boat transferred the 16 migrants to the 'SNS 067-Mona Rigolet' from the SNSM station, which in Calais, which transferred them to the port of Calais, where they were taken into care by government resources.

The "Suat Karabekir" was detained on June 14, 2025, in Karadeniz Eregli with 19 deficiencies, 15 of which being regarded as seriously and grounds for a detention: 1) Certificate & Doc - Log-books/compulsory entries Entries missing 2) Certificate & Doc - Cargo Ship Safety equipment Not as required 3) Certificate & Doc - Other (Certificates) Other 4) Fire safety - Other (Fire safety) Other 5) Living and working - Lighting (working spaces) Not as required 6) Living and working - Ventilation (Accommodation) Not as required 7) Living and working - Sanitary facilities Not as required 8)) Living and working - Electrical Unsafe 9) Living and working - Other (Machinery) Other 10) Living and working - Other (Working space ILO) Other 11) Propulsion and auxiliary machinery - Machinery Not as required 12) Radio communications - Operation of GMDSS equipment Not as required 13) Safety og navigation - Nautical publications Not updated 14) Life saving Appliances - Rescue boats Not properly maintained 15) Life saving Appliances - Other (Life saving) Other The vessel was released again on June 18 and left the port enroute to Constanta, whiere it arrived on June 19. https://www.facebook.com/profile.php?id=100063576908591

New Zealand’s Transport Accident Investigation Commission (TAIC) has issued a report regarding the grounding of the 'Chokyo Maru No. 68' on May 16, 2024, at 3-.40 a.m. due to the route not being properly appraised, planned, documented, or resourced before departure. The longliner was inbound to the Auckland pilot boarding area when it grounded on rocks near The Noises island group at the northern end of Motuhoropapa Island. There were 27 crew members on board; nobody was injured and there was no pollution. The vessel suffered a small hole at the bow, heavy scraping of the hull paint and minor damage to the propeller. It was refloated later the same day two Thomson tugs and towed to an Auckland port facility. The vessel’s route from Yaizu, Japan to Auckland, New Zealand was not appraised, planned, documented or resourced before departure as required by industry rules and guidelines and standard seafaring practice. The crew responsible for navigation did not use all available means to determine the vessel’s position in relation to navigable and unnavigable waters. Furthermore, the vessel was not carrying the appropriate nautical publications and large-scale charts that identified local navigational hazards such as The Noises and its outlying rocks. The master was not aware of rocks and islands between the vessel and the pilot boarding area and set a straight-line course that encountered these navigational hazards. Reports with photos: https://safety4sea.com/taic-investigation-fishing-vessel-grounds-due-to-navigational-errors/ https://www.taic.org.nz/inquiry/mo-2024-203 https://www.thedcn.com.au/news/rock-attracted-longliner-refloated-in-nz/

The 'Adalynn' was in collision with the tanker 'Front Eagle' near the Khor Fakkan Anchorage on June 16, 2025, at 9:14 p.m. UTC. The 'Front Eagle' was loaded and bound for Zhoushan. The unloaded 'Adalynn' had just departed the anchorage. The 'Front Eagle', with 22 crew members from nations in Eastern Europe and Asia on board, was sailing southbound at 13.1 knots and executed a starboard turn, striking the after port quarter of the 'Adalynn', which was proceeding southeast at 4.8 knots towards the Suez Canal. The collision resulted in a hull breach and a massive fire on the 'Adalynn'. The blaze quickly spread and consumed the superstructure of the tanker. The fire also spread onto the deck of the 'Front Eagle'. The crew of the Front Eagle were able to extinguish it quickly, and there were no reports of injuries. On June 17 at 01.51 a.m. UTC, the 'Front Eagle' changed its status to Not Under Command. The Coast Guard of the UAE National Guard evacuated the 24 crew members of the 'Adalynn', using SAR boats. The cause of the incident was not security-related, but thought to have been caused by a navigational error, however, spoofing of GPS signals has made the area more prone to accidents lately. The 'Adalynn' was at 25.330959, 56.823463, though its anchoring status remained unconfirmed. The Ukrainian government has accused the 'Adalynn' of being involved in the export of Russian oil/oil products from the Baltic Sea port of Ust-Luga, as well as using deceptive practices such as disabling its AIS and conducting shady activities in the Kola Bay area in 2023 and 2024. The last laden voyage was from Ust-Luga in Sep 2024. It delivered 855,000 barrels of Urals crude to the Vadinar refinery on the west coast of India the following month. Since then, it has remained off the coast of the UAE and spent several months at the port of Duqm in Oman. The 'Front Eagle' has protection and indemnity cover with Steamship Mutual. The 'Adalynn' does not have cover from any of the 12 clubs that make up the International Group of P&I Clubs. The area of the collision has been designated a high-risk area where shipowners require additional cover from specialist war insurers, which take on responsibility for hull and P&I claims. Reports with photo and video: https://www.republicworld.com/world-news/3-ships-allegedly-on-fire-near-strait-of-hormuz-in-gulf-of-oman-amid-israel-iran-tensions-picture-emerges https://gcaptain.com/navigation-error-suspected-in-vlcc-suezmax-crash-off-fujairah-amid-rising-gulf-tensions/

The repairs to the Estlink 2 electricity transmission cable between Finland and Estonia have been completed. The submarine cable can be put back into service on June 20. The connection has been out of service since December 2024, and the work to repair the cable has been ongoing at sea since mid-May. During the repair, approximately one kilometer of the damaged submarine cable was replaced with a new one.Tests to restart the cable began on the evening of June 17 and have continued without problems. The cable will be put into commercial operation as soon as the test period has been successfully completed. Despite Estlink 2 being out of service since Christmas Day, electricity transmission between Finland and Estonia has been working. However, capacity has temporarily decreased by 650 megawatts. The 'Eagle S' is suspected of causing the damage. The Finnish Central Criminal Police has investigated the case. Among other things, three people on the crew were suspected of crimes. The tanker belongs to the Russian shadow fleet.