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he South African Maritime Safety Authority (Samsa) said that the work to remove the 'Ultra Galaxy', which had run aground on July 9, 2024, near the town of Lutzville, was ongoing and all discharged oil has been contained to the immediate area surrounding the vessel. The Shanghai Salvage Co. has been appointed to carry out the wreck removal operation. So far, more than 3 748 tonnes of material had been successfully removed from the seabed and wreckage and transported via tug and barge for safe disposal in Saldanha Bay. Hazardous waste has been managed in accordance with the Waste Management Plan, with steel being processed in Cape Town, while other hazardous materials are handled at the Department of Forestry, Fisheries and the Environment’s Vredehoek Hazardous Waste Disposal Site. Pollution response and environmental compliance efforts were being led by SpillTech and include the deployment of a workboat towing absorbent booms around the wreck during the cutting process as well as booming off the engine and aft sections to contain any potential oil spills. Any remaining oil that may have escaped or recharged from the wreckage removal programme was contained to the immediate area around the wreckage and beach and did not drift further south. The Samsa was conducting regular inspections along with the DFFE to ensure compliance with environmental standards. A final joint inspection will be undertaken to confirm that the site has been restored to its natural state before Samsa issues formal cessation approval. The operation is expected to be completed within the next three to four months.

On Jan 30, 2025, the BSU has issued its investigation report into the allision of the 'Petra L' , actually sailing as 'Maria G', with an offshore wind turbine in the Gode Wind 1 wind farm, en route from Szczecin to Merksem on April 24, 2023, at 8.04 p.m., while heading for the Terschelling-German Bight traffic separation scheme (TSS). The ship was sailing at a speed of about nine knots and was heavily damaged. The bow was torn open and pushed in on the starboard side, including below the waterline, which led to water ingress. Since the ship remained buoyant and the engine was still running, the master decided to sail 70 nautical miles to Emden and initially sailed back to the TSS. The ship reached the port of Emden on April 25 at 08.40 a.m. The BSU was informed about the incident at midday. Two investigators surveyed the ship the following day and spoke with the parties involved. In the opinion of the BSU, the allision could have been prevented if a proper lookout had been maintained at all times in accordance with paragraphs 24.1 and 32 of Section A-VIII/2 STCW Code. The allision occurred when the master, who was on navigational watch as scheduled, mistakenly took the wrong dietary supplement due to chronic fatigue and fell asleep. The BNWAS did not ensure that the only lookout, i.e., the officer on watch (the master), was sufficiently alert. There was no additional lookout alongside the officer on watch or any other alarm system with which the danger could have been detected and the allision prevented. In addition to the master, there was only one chief mate, meaning the two individuals had to share watchkeeping duties around the clock, with the master also required at all times to perform additional duties. It must be noted that one master and one chief mate are not sufficient to ensure the safe operation of a vessel – this applies in particular to ships such as the PETRA L, which are equipped with only an autopilot, radar (ARPA), AIS, and BNWAS to support navigational watchkeeping duties. The current 500 m safety zone around an offshore installation seems to be outdated. Given the size and speed of modern ships, significantly longer reaction times are now needed. It raises the question as to why monitoring by the wind farm operator should be limited to the safety zone. Moreover, to detect every vessel in the vicinity of a wind farm installation, radar monitoring should not be dispensed with. Of course, to achieve the best possible result, this should be integrated with AIS and ECDIS. Vessel traffic service centres The sudden absence of the NvD at the Wilhelmshaven vessel traffic service centre was to be compensated for by the NvD of the neighbouring VTS assuming responsibility. However, the resulting area being monitored is so extensive that it cannot be managed by just one VTS. This accident clearly demonstrates the need for a faster and more immediate standby system to address the sudden absence of an NvD. The remaining manning (one NvD and three nautical assistants) was evidently not sufficient for the unusual course of the 'Petra L' to be noticed within 50 minutes of her leaving the TSS. It should also be mentioned that neither the NvD of Vessel Traffic Service Wilhelmshaven nor later the NvD of VTS Emden inquired why the PETRA L wanted to go to Emden at such short notice. The ship’s plight was only recognised in the lock at Emden. On the other hand, the transmission of an (automated) distress call (mayday) was at the master’s discretion. The wind farm operator’s internal investigation revealed that alarms in the SOMS were muted when the allision happened, as the numerous alarms were considered disruptive. The BSU believes that an average of six alarms per hour should not overwhelm a sea area monitoring coordinator. Accordingly, this should be changed. Another issue were software updates. Associated training should be provided to all users promptly so as to avoid operating errors and/or misinterpretations. The BSU makes the following recommendations to the BMDV: - It should work toward effecting a revision of Resolution A.1047(27). All ships operating a multi-shift system should be required to have a sufficient number of deck officers on board so that the master is not forced to keep regular watches. In accordance with the Maritime Labour Convention, each ship should have a cook, and the minimum safe manning document should specify the qualifications required. Further qualification requirements, such as in the context of maritime safety, security, etc., should be clearly specified in the minimum safe manning document. - Prescribe the use of radar for maritime surveillance and amend Decree WS 23/528.2/2-2-2 accordingly. The BSU makes the following recommendations to the ship operator: - Reapply for the PETRA L’s minimum safe manning document in accordance with the conclusions regarding manning. - Deploy at least two deck officers on its ships in addition to the master. The BSU makes the following recommendations to the flag State Antigua and Barbuda: - Consider the conclusions regarding manning when issuing minimum safe manning documents. - Amend accordingly comparable minimum safe manning documents already issued, taking into account the necessary adjustments. The BSU makes the following recommendations to the GDWS: - Ensure that standby personnel are available for its vessel traffic service centres. - Stipulate that wind farm operators must ensure that monitoring is carried out in a safety zone beyond the 500 m radius so that they can take appropriate action in good time to prevent an allision. - Allow wind farm operators to contact vessels within the safety zone directly to save time in dangerous situations. - Raise awareness among its NvDs of the need to inquire about the reasoning behind reported deviations from planned routes. - Continue to monitor the transcription of conversations on VHF so as to enable vessel traffic service centres to make use of the technical option of reading conversations in real time. Full report: https://safety4sea.com/wp-content/uploads/2025/01/BSU-Collistion-of-vessel-with-wind-turbine-2025_01.pdf

Throughout the night of Jan 28 and all day on Jan 29, law enforcement and specialized units worked on the grounding site of the 'Guang Rong' site, but the rough sea conditions with large waves, have not yet allowed a real assessment of both the damage to the pier, and the gashes in the ship's hull. A spill into the sea has occurred. A large oil stain can be seen right next to the ship, Among the first interventions to be carried out, as soon as sea conditions allow it, is the positioning of booms to contain the fuel spill. Throughout the day, the situation was coordinated by the Prefecture, in synergy with the Coast Guard, the Municipality, the police and the technicians who will have to scan the ship and verify the static nature of the pier. After the allision with the jetty, the crew was evacuated with a liferaft. As soon as the alarm was raised, rescue procedures began immediately to bring all the personnel ashore. The difficult position in which the ship ran aground convinced the rescuers to recover the crew by sea, also given the short distance between the beach and the point of impact with the jetty. Many hours after the intervention, the liferaft was still stranded at the beach. Reports with photos: https://corrierefiorentino.corriere.it/notizie/cronaca/25_gennaio_30/guang-rong-lo-schianto-contro-il-pontile-di-massa-allarme-per-lo-sversamento-di-petrolio-in-mare-05a8a943-05ef-4811-81d6-58403b085xlk.shtml https://www.today.it/cronaca/nave-pontile-marina-massa-maltempo.html https://www.informare.it/news/gennews/2025/20250140-mercantile-arenato-Marina-di-Massafr.asp

The shipping company of the 'Vezhen' has continued to claim its innocence after the suspected cable sabotage off Gotland. Navibulgar CEO Capt. Alexander Kalchev stated that the incident was an accident caused by bad weather and not intentional. When the 'Vezhen' approached Gotland on Jan 25, the weather conditions were rough, with waves of 10 feet and winds reaching 40 knots.Surveillance footage from the ship’s bridge showed that the vessel’s bow took a pounding from the waves. In these conditions, the waves caused the port anchor to move back and forth, which eventually led to the failure of the wire stopper. Kalchev said that once the stopper failed, the anchor chain “leaked” out gradually under tension, without the anchor dropping suddenly. He added that the failure of the chain stopper occurred slowly, allowing the chain to slip out bit by bit under tension. He pointed out that the wear on the stopper bar proved the anchor drop was accidental, and further explained that guillotine stopper failures, like the one on the 'Vezhen', have been reported before in near-miss incidents but never caused subsea cable damage. However, several experts believed that it was unlikely that an anchor would be dropped accidentally without noticing. In Bulgaria, it has become an issue that is being handled at the highest political level because the ship belongs to the Bulgarian shipping company Navibulgar. A representative from the country's embassy in Stockholm was on his way to the ship. The Bulgarian Foreign Minister Georg Georgiev was waiting fora permission for him to board the ship and communicate with the crew. At the same time, Navibulgar’s CEO Alexander Kalchev reiterated that it was bad weather that caused the anchor to come loose and that it took time before the crew noticed that it was being dragged along the seabed. Johan Östergren, principal of the Maritime School in Stockholm, said: “It would shake and make noise throughout the ship. It is completely unlikely that it would happen, if it is in the middle of the night you would wake up,” Peter Sigray, a researcher at the Faculty of Marine Systems at KTH, said: “It makes noise and rattles, you notice that. You wonder why the speed is decreasing and why the engines are working so hard and why you have difficulty steering. There are many indicators. It's impossible to miss. There are two variants. Either it's very poor seamanship and poor training, or they did it on purpose. Lars Höglund, captain of Donsörederiet, has dropped an anchor once in his 25 years at sea. He agrees that it's unreasonable not to notice if the anchor has been dropped: "You have a very big impact on the ship if an anchor were to drag on the bottom. It creates a braking and twisting moment".

More than a year after the 'La Primavera' crashed into the Iffezheim lock (Rastatt district) on the Upper Rhine on Nov 25, 2023, ships can use both lock chambers again. The new upper gate is 25.5 meters wide and 11 meters high including the walkway. It is designed to operate for 70 years. Those responsible tested that the processes worked perfectly during more than 100 test locks without ship traffic. As of Jan 30, 2025 at 10 a.m., the lock is fully operational again, according to the Upper Rhine Waterways and Shipping Authority (WSA). The badly damaged upper gate of the right chamber has been replaced. The district court in Kehl, Baden, as the responsible shipping court, sentenced the helmswoman to five months' probation. The 50-year-old caused the accident because she had drunk alcohol and then fell asleep. The woman has appealed against the decision to the Karlsruhe Higher Regional Court.

The 'Isaac Mayo' repatriated 12 refugees to Cuba on Jan 29, 2025, following two migration attempts. A Customs and Border Protection Air and Marine Operations crew notified Coast Guard Sector Key West watchstanders of a raft on Jan. 19, approximately 21 nautical miles south of Long Key. Sector Key West command center watchstanders diverted the crew of Coast Guard Cutter 'Charles David Jr'. to interdict. A good Samaritan notified Coast Guard Sector New Orleans that they embarked seven migrants from a disabled vessel on Jan 23, about 50 nautical miles southwest of Cuba in the Yucatan Passage. Coast Guard District Eight watchstanders notified Coast Guard District Seven command center watchstanders who diverted the Coast Guard Cutter 'Reliance' to respond. No injuries were reported. Once aboard the Coast Guard cutters, the boat people were processed to determine their identity and nationality, and are provided food, water, shelter, and basic medical attention before repatriation to their country of origin or return to the country from which they departed. Report with photo: https://www.news.uscg.mil/Press-Releases/Article/4047571/coast-guard-repatriates-12-aliens-to-cuba/

The 'Loch Linnhe', serving on the route Tayinloan-Gigha, suffered a technical issue with the generator on Jan 29. As a consequence, the scheduled departures from Gigha at 10:30 a.m. and from Tayinloan at 11:00 a,m. had initzally to be cancelled by the operator Calmac. After the issue was successfully adressed, the sailings were reinstated.

The fuel oil carried by the 'Volgoneft 212' and 'Volgoneft 239' belonged to the state-owned Rosneft, Russia’s Ministry of Transport has confirmed. The information came to light via the ministry’s written response to an inquiry by Alexei Kurinny, a State Duma MP from Russia’s Communist Party. This came amid reports that the Volgoneft-class tankers have been illegally delivering fuel to vessels in Russia’s shadow fleet. The ministry's response o also details the insurance coverage for the sunken tankers, with a total liability limit of $29.85 million for environmental pollution and $6.7 million for wreck removal. Previously, experts cited by Forbes estimated the damage from the oil spill at 33.4 billion rubles (approximately $335 million), a figure that encompasses solely marine pollution. The Ministry of Transport also stated that Russian law does not define an “expired operational period” for vessels — approval for operation is granted based on inspection by the Russian Classification Society. According to a recent report by the independent investigative outlet Important Stories, at least 11 Volgoneft-class tankers were at sea in 2024 and January 2025 — in violation of restrictions indicated on their classification certificates. Kurinny called for a parliamentary investigation into the oil spill and noted that the ministry’s response did not specify the owner of the tankers. According to a report by the Russian state-run news agency TASS, the tankers belonged to Volgatransneft CJSC (ЗАО «Волгатранснефть»). In a statement to TASS, the company attributed responsibility to Port Kavkaz in the Temryuk District of Krasnodar Krai. According to the company, the vessels were positioned in the disaster zone following port directives and were unable to relocate to a safer area due to the storm. Volgatransneft also claimed that the stern of the 'Volgoneft 239' was deliberately grounded by the crew to prevent fuel oil from leaking from the aft section, and to ensure the vessel’s own safety. An investigation by Important Stories found that 80% of the fuel delivered by Volgoneft tankers to Port Kavkaz was transferred to foreign-flagged vessels known to be part of Russia’s shadow fleet, a collection of poorly maintained ships that help Moscow trade oil above the Western-imposed $60 price cap. The trade helps the Kremlin line its coffers with crucial revenue as the Russian invasion of Ukraine nears its 3rd year. 1.4 tons of fuel oil have been recovered from the seafloor, and over 173 tons of oil-contaminated sand and soil have been collected from the shore, according to a report by emergency response officials in Krasnodar Krai on Jan 25. Governor Veniamin Kondratyev claimed that 1/3 of the contaminated sand will be disposed of, while the rest will be cleaned and repurposed for construction. Russian authorities spent $5 million to dispose of sand contaminated with fuel oil. However, there have been documented cases of officials attempting to bury bags of polluted sand instead of recycling it. On Jan. 24, Russian Transport Minister Vitaly Savelyev reported that specialists from the Ministry of Transport had completed the removal of fuel oil from the beached stern section of the 'Volgoneft 239' near Cape Panagia in Russia's Krasnodar Krai. However, the bow section of tanker, as well as the bow and stern sections of the 'Volgoneft 212', remained at the bottom of the Black Sea. Oil-contaminated beaches in the city of Anapa, will be restored by the summer of 2026, the Russian Minister of Natural Resources Alexander Kozlov claimed on Jan 23. On Jan 24 he promised to bring the beaches back to “standard condition” by this summer.Viktor Danilov-Danilyan, the head of research at the Institute of Water Problems of the Russian Academy of Sciences, described the Dec. 15 spill as “the most serious environmental disaster in Russia since the beginning of the 21st century.” In late December, the independent publication Kavkaz.Realii reported that ship-to-ship oil transfers along the same route continued despite the wreck of the two Volgoneft tankers. Approaching the Kerch Strait, vessels have reportedly switched off their transponders to evade tracking. Report with photo: https://theins.ru/en/news/278334

The 'Kriti Captain', which had suffered a fire in the engine room, while it was due to unload 25,000 tons of diesel coming from the Sicilian Augusta refinery, at the Port-la-Nouvelle sealine on the night of Jan 25, has arrived in Fos-sur-Mer on Jan 29, being towed by the tug "Abeille Méditerranée", which had arrived from Toulon on Jan 26. The tanker was docked at the jetty of the FOS Fluxel Terminal No. 1 at around 3 p.m. A team from the Marseille Marine Fire Brigade (BMPM) had remained on board throughout the voyage. The next step now involves unloading the ship's cargo, in conjunction with the port services and authorities. Reports with photos: https://lemarin.ouest-france.fr/shipping/le-petrolier-kriti-captain-arrive-a-fos-remorque-par-l-abeille-mediterranee-5c6c56d4-de37-11ef-8532-707f28b1e8eb https://www.francebleu.fr/infos/environnement/le-petrolier-kriti-captain-est-arrive-dans-le-golfe-de-fos-sur-mer-apres-avoir-subi-un-incendie-a-port-la-nouvelle-9804430

On Jan 29, the 'Guang Rong' was resting half submerged near the pier of Marina di Massa, where it had run aground after a drift of 2,5 miles the previous night, after anchor did not hold due to wind and currents, causing to crash into the construction with its stern, causing a partial collapse. Pylons were destroyed as well as the panoramic roundabout, located in the final part of the tourist walkway on the sea. The main deck of the dredger was flooded at starboard side, and part of the cargo of granulated stones - residues from the marble processing - fell over board. A smell of diesel was remarked at the grounding site. The Massa Carrara prosecutor's office has opened an investigation into the accident. The preliminary investigations were aimed at ascertaining any profiles of guilt that may have had a causal impact on the shipwreck. The seizure of the vessel has been ordered. The prefecture of Massa assessed the situation and the consequences on the environmental impact. Entry to non-authorized personnel has been prohibited in the area of ​​the pier. The area around the pier has been cordoned off. The situation was being monitored by the Fire Brigade and the personnel of the Port Authority and Coast Guard. On site were the prefect of Massa-Carrara Guido Aprea and the mayor of Massa. There will soon be a meeting at the prefecture to coordinate the next activities. The Apuan deputy of FdI Alessandro Amorese contacted the Minister for Civil Protection and Maritime Policies Nello Musumeci as well as other competent ministries, with the concern that comes from the risk of a fuel spill into the sea. The P&I club Steamship Mutual, a mutual insurance company represented in Italy by the brokerage firm Cambiaso Risso Marine and by the lawyer Marco Paggini of the law firm Vaudo Paggini & C. of Livorno, will pay the damages to third parties. The expert appointed to deal with the accident on behalf of the P&I Club and the insurance brokerage firm is Marco Calabria, an expert surveyor of the company Mare (Marine Experts). Reports with photos: https://tg24.sky.it/cronaca/2025/01/29/nave-incagliata-pontile-marina-di-massa-foto#10 https://corrierefiorentino.corriere.it/notizie/cronaca/25_gennaio_28/marina-di-massa-nave-cipriota-si-schianta-contro-il-pontile-turistico-a-causa-del-vento-e-del-mare-grosso-nessun-ferito-356b6ace-7d5f-44db-8799-3e2802ca8xlk.shtml

A deceased person was found on the foredeck of the 'Baracas', en route from Maasbracht to Maashees, at lock III on the Dongen Canal Dike in Tilburg on the morning of Jan 29, 2025. The police have started a major investigation into the cause of death, and the vessel was enclosed by fencing. The fire brigade also assisted in this. The Forensic Investigation Department was present with four vans on on the afternoon and investigated the cause of the death. In addition to the police, detectives were also present and questioned the crew members and examining traces on the ship. On Jan 30, the police announced that it was not a crime or an accident. It is not known who the deceased person is. Reports with photos: https://www.schuttevaer.nl/nieuws/actueel/2025/01/29/overleden-persoon-gevonden-op-schip-bij-sluis-iii-tilburg/ https://www.bd.nl/112-nieuws-tilburg/overledene-op-vrachtschip-bij-sluis-iii-in-tilburg-geen-slachtoffer-geworden-van-misdrijf~a9fcd3f3/

The fire on the 'ASL Bauhinia' was probably the result of an explosion in the cargo and not a Houthi attack. The crew managed to safely leave the burning ship and were taken aboard a nearby vessel. At the time of the explosion, the ship was approximately 140 miles off the coast of Hodeida. The ship's cargo was described as dangerous, without providing further details. The abandoned ship was still on fire. There were fears that the ship and its cargo will have to be considered lost.

The 'Isaac Mayo' repatriated 12 refugees to Cuba on Jan 29, 2025, following two migration attempts. A Customs and Border Protection Air and Marine Operations crew notified Coast Guard Sector Key West watchstanders of a raft on Jan. 19, approximately 21 nautical miles south of Long Key. Sector Key West command center watchstanders diverted the crew of Coast Guard Cutter 'Charles David Jr'. to interdict. A good Samaritan notified Coast Guard Sector New Orleans that they embarked seven migrants from a disabled vessel on Jan 23, about 50 nautical miles southwest of Cuba in the Yucatan Passage. Coast Guard District Eight watchstanders notified Coast Guard District Seven command center watchstanders who diverted the Coast Guard Cutter 'Reliance' to respond. No injuries were reported. Once aboard the Coast Guard cutters, the boat people were processed to determine their identity and nationality, and are provided food, water, shelter, and basic medical attention before repatriation to their country of origin or return to the country from which they departed. Report with photo: https://www.news.uscg.mil/Press-Releases/Article/4047571/coast-guard-repatriates-12-aliens-to-cuba/

The Guardia Civil located a cayuco with 62 people on board, among them four minors, on Jan 29 about 10 nautical miles southwest of Arguineguín. The CCS Las Palmas of Salvamento Marítimo mobilized the 'Salvamar Macondo', which located the boat and escorted it to the port of Arguineguín, where the migrants disembarked ant were treated by a medical and security teams ashore. Report with photo: https://x.com/salvamentogob/status/1884618055604728081

The fuel oil carried by the 'Volgoneft 212' and 'Volgoneft 239' belonged to the state-owned Rosneft, Russia’s Ministry of Transport has confirmed. The information came to light via the ministry’s written response to an inquiry by Alexei Kurinny, a State Duma MP from Russia’s Communist Party. This came amid reports that the Volgoneft-class tankers have been illegally delivering fuel to vessels in Russia’s shadow fleet. The ministry's response o also details the insurance coverage for the sunken tankers, with a total liability limit of $29.85 million for environmental pollution and $6.7 million for wreck removal. Previously, experts cited by Forbes estimated the damage from the oil spill at 33.4 billion rubles (approximately $335 million), a figure that encompasses solely marine pollution. The Ministry of Transport also stated that Russian law does not define an “expired operational period” for vessels — approval for operation is granted based on inspection by the Russian Classification Society. According to a recent report by the independent investigative outlet Important Stories, at least 11 Volgoneft-class tankers were at sea in 2024 and January 2025 — in violation of restrictions indicated on their classification certificates. Kurinny called for a parliamentary investigation into the oil spill and noted that the ministry’s response did not specify the owner of the tankers. According to a report by the Russian state-run news agency TASS, the tankers belonged to Volgatransneft CJSC (ЗАО «Волгатранснефть»). In a statement to TASS, the company attributed responsibility to Port Kavkaz in the Temryuk District of Krasnodar Krai. According to the company, the vessels were positioned in the disaster zone following port directives and were unable to relocate to a safer area due to the storm. Volgatransneft also claimed that the stern of the 'Volgoneft 239' was deliberately grounded by the crew to prevent fuel oil from leaking from the aft section, and to ensure the vessel’s own safety. An investigation by Important Stories found that 80% of the fuel delivered by Volgoneft tankers to Port Kavkaz was transferred to foreign-flagged vessels known to be part of Russia’s shadow fleet, a collection of poorly maintained ships that help Moscow trade oil above the Western-imposed $60 price cap. The trade helps the Kremlin line its coffers with crucial revenue as the Russian invasion of Ukraine nears its 3rd year. 1.4 tons of fuel oil have been recovered from the seafloor, and over 173 tons of oil-contaminated sand and soil have been collected from the shore, according to a report by emergency response officials in Krasnodar Krai on Jan 25. Governor Veniamin Kondratyev claimed that 1/3 of the contaminated sand will be disposed of, while the rest will be cleaned and repurposed for construction. Russian authorities spent $5 million to dispose of sand contaminated with fuel oil. However, there have been documented cases of officials attempting to bury bags of polluted sand instead of recycling it. On Jan. 24, Russian Transport Minister Vitaly Savelyev reported that specialists from the Ministry of Transport had completed the removal of fuel oil from the beached stern section of the 'Volgoneft 239' near Cape Panagia in Russia's Krasnodar Krai. However, the bow section of tanker, as well as the bow and stern sections of the 'Volgoneft 212', remained at the bottom of the Black Sea. Oil-contaminated beaches in the city of Anapa, will be restored by the summer of 2026, the Russian Minister of Natural Resources Alexander Kozlov claimed on Jan 23. On Jan 24 he promised to bring the beaches back to “standard condition” by this summer.Viktor Danilov-Danilyan, the head of research at the Institute of Water Problems of the Russian Academy of Sciences, described the Dec. 15 spill as “the most serious environmental disaster in Russia since the beginning of the 21st century.” In late December, the independent publication Kavkaz.Realii reported that ship-to-ship oil transfers along the same route continued despite the wreck of the two Volgoneft tankers. Approaching the Kerch Strait, vessels have reportedly switched off their transponders to evade tracking. Report with photo: https://theins.ru/en/news/278334

On Jan 30, 2025, at around 8:30 a.m., the 'Mor Braz- VA.755347', 11,06 gt, capsized and sank at its berth in the port of Quiberon. Firefighters intervened in Port-Haliguen to avoid a pollution from leaking oil. The trawler was in Quiberon for the scallop fishing campaign, had broken lose after the mooring cleats gave way, and drifted through the basin before coming to rest on the bottom on its port side with only a part of the wheelhouse remaining visible above the surface. Reports with photos: https://www.letelegramme.fr/morbihan/quiberon-56170/a-quiberon-un-bateau-de-peche-coule-dans-le-port-une-pollution-en-cours-a-port-haliguen-6751170.php https://www.ouest-france.fr/bretagne/quiberon-56170/dans-ce-port-du-morbihan-un-bateau-a-coule-a-quai-e1590658-deeb-11ef-810a-106aa4bdccb7

On the evening of Jan 28, 2025, the 'Guang Rong' ran aground on the beachfront in Marina di Massa due to stron northeasterly winds and a swell of four meters, brought by storm Herminia. The ship was at anchor in the harbour of Marina di Carrara when the force of the storm caused it to move and dangerously drift towards the coast at around 9 p.m. The ship had only one engine functioning and may also have had a problem with one of its anchors. The situation was complicated by an onboard crane that may have destabilised the vessel, which was half-loaded with marble debris. The intensity of the wind and sea currents pushed it towards the shore, until the stern came to rest against the iconic Pontile di Marina di Massa, a wooden public-access pier in a resort district. Following the impact, a part of the Marina di Massa pier collapsed. The area was inevitably closed off. The 12 crew members, mostly Ukrainians, have been safely transferred to the shore. The Coast Guard's Nemo helicopter was flying over the area to monitor the situation. The operations were being monitored by the Coast Guard of Marina di Carrara under the coordination of the Regional Maritime Rescue Center of the Coast Guard of Livorno. Also on site were the Coast Guard's divers from Genova, who intended to dive to inspect the hull and assess the safety and removal of the ship, which was resting on its starboard side, pounded by the surf and flooded. It has on board 102 tons of gas oil, creating an environmental threat. The vessel has accumulated a long history of deficiencies and detentions, with port state inspectors finding multiple issues at every boarding since 2017. Its last inspection by the Livorno Coastguard at Marina di Carrara in Sep 2024 turned up 24 deficiencies, and the vessel was detained for nearly a month for repairs. The identified issues included problems with corrosion, life rafts, propulsion, fire pumps, certificates and hatches, among others. Just under two years ago in Genoa, the ship was subjected to a detention by the Genova Coast Guard for violations of international regulations on the protection of human life at sea, the protection of the marine environment and the safety of navigation. On that occasion, 12 deficiencies were identified, seveb of which were regarded as serious, including some critical issues with the main engine, emergency equipment, the ship's structure, as well as crew safety and the safety management system. After a sailing ban, lasting several days, the ship returned to sailing after having remedied the critical issues identified. Italian authorities detained the 'Guang Rong' three times between Sep 2022 and Sep 2024, for a total of 69 days, due to 49 different deficiencies. The vessel was a regular visitor to the ports of Genova and Marina di Carrara, from which it had set sail at 5.30 p.m., because for years it has been shuttling between Tuscany and Liguria to transport materials intended first for the Fincantieri shipyard at Sestri Ponente and in recent months for the works on the new breakwater at the port. Reports with photos and video: https://www.messaggeromarittimo.it/mare-mosso-la-guang-rong-si-arena-sul-pontile-di-marina-di-massa/ https://www.iltirreno.it/massa/cronaca/2025/01/29/news/marina-di-massa-nave-cargo-incagliata-cosa-trasporta-la-guang-rong-il-pontile-distrutto-e-le-12-persone-salvate-video-1.100653280 https://www.ilsecoloxix.it/italia/2025/01/29/video/marina_di_massa_la_nave_guang_rong_arenata_davanti_alla_costa__video-14969509/#google_vignette https://www.shippingitaly.it/2025/01/28/avaria-e-incaglio-a-massa-per-la-nave-guang-rong-impiegata-per-la-diga-di-genova/ https://www.iltirreno.it/massa/cronaca/2025/01/28/news/paura-a-marina-di-massa-nave-alla-deriva-finisce-contro-il-pontile-1.100653197

The "Eventin" was still detained on Jan 30, almost three weeks after its accident near the island of Rügen. The technical inspection has not yet been completed, according to the Federal Ministry of Transport. The temporary ban on further sailing by the ship safety department therefore still applied. A few days later, the main engine was running again, and the captain asked for permission to leave. However, this was also prohibited due to inspections by the General Customs Directorate. An investigation was being carried out to determine whether the cargo was Russian oil and whether the EU oil embargo was being violated. According to the Stralsund public prosecutor's office, the inspection carried out so far has not revealed any initial suspicion of a criminal offense. Representatives of the classification society DNV went on board for the technical inspection. The evaluation of this inspection has not been completed. The tanker is on a list of ships from the so-called Russian shadow fleet, which mostly refers to older tankers and other cargo ships with opaque ownership structures that Russia uses to circumvent sanctions as a result of its war against Ukraine.

The US Coast Guard interdicted a panga with 14 migrants aboard approximately 20 nautical miles off the coast of Point Loma on the night of Jan 27. At approximately 4:45 p.m., U.S. Customs and Border Protection notified Coast Guard personnel at the Joint Harbor Operations Center of a panga-style vessel traveling north toward the maritime boundary line. The 'Terrell Horne' was diverted to the scene. The cutter launched a boarding team, and with the CBP’s assistance, successfully interdicted the vessel. The boarding teams discovered 14 individuals aboard the panga. Initial interviews revealed that all individuals claimed Mexican nationality. The migrants were safely transferred to U.S. Border Patrol custody. Report with video: https://www.news.uscg.mil/Press-Releases/Article/4047491/coast-guard-interdicts-14-aliens-near-point-loma/

The 'Isaac Mayo' repatriated 12 refugees to Cuba on Jan 29, 2025, following two migration attempts. A Customs and Border Protection Air and Marine Operations crew notified Coast Guard Sector Key West watchstanders of a raft on Jan. 19, approximately 21 nautical miles south of Long Key. Sector Key West command center watchstanders diverted the crew of Coast Guard Cutter 'Charles David Jr'. to interdict. A good Samaritan notified Coast Guard Sector New Orleans that they embarked seven migrants from a disabled vessel on Jan 23, about 50 nautical miles southwest of Cuba in the Yucatan Passage. Coast Guard District Eight watchstanders notified Coast Guard District Seven command center watchstanders who diverted the Coast Guard Cutter 'Reliance' to respond. No injuries were reported. Once aboard the Coast Guard cutters, the boat people were processed to determine their identity and nationality, and are provided food, water, shelter, and basic medical attention before repatriation to their country of origin or return to the country from which they departed. Report with photo: https://www.news.uscg.mil/Press-Releases/Article/4047571/coast-guard-repatriates-12-aliens-to-cuba/