News

Broken up at Mokpo 08/2025 https://www.facebook.com/photo/?fbid=10161730745558663&set=pcb.10165326645843943

On Aug 29, 2025, the A Guarda based 'Nuevo Salmón', with 11 crew members on board, suffered water ingress about 150 nautical miles east of the Azores in the Portuguese SAR zone (Lat. 37.6351 Lng.-22.0742), while catching swordfish and blue shark in Atlantic waters. As soon as the leak was detected, the crew prepared to abandon ship in case the water ingress could not be stopped. The ship sank, and the fishermen have been rescued, in good condition, by the reefer 'CS Standard' (IMO: 9438509), en route from Cristobal to Sklagen, and transferred by helicopter to the island of São Miguel. They were expected to return to Galicia as soon as possible. The ship was owned by the skipper, and among the rescued were his brother, and his nephew, all three from A Guarda. The rest of the crew was of Indonesian nationality. The return trip will likely take place by plane from Funchal to Porto, and from there the fishermen will return to A Guarda. The emergency response was coordinated by the RCC in Ponta Delgada. The Centro Nacional de Coordinación de Salvamento (CNCS) had recceived a beacon alert of the vessel and was in constant contact with the RCC. The longliner was owned by the Pesquera Lelo Mar S. L.,which belongs to the Organización de Palangreros Guardeses (Orpagu). Report with photo: https://www.lavozdegalicia.es/noticia/somosmar/2025/08/29/rescatados-11-tripulantes-palangrero-guarda-naufrago-azores/00031756451449592220533.htm

Beached at Gadani 28.08.25 https://www.facebook.com/photo/?fbid=1256581279596569&set=pcb.1256581412929889

The National Transportation Safety Board concluded in an investigation into an allision in the Houston Ship Channel on Aug 25, 2023. The cargo m/v 'BBC Africa' (IMO: 9362621) was departing Houston, Texas, on that day, when the vessel suddenly lost steering control and veered off course, striking the docked 'Common Faith', which was berthed at the Anderson Grain Terminal in Houston. The post ballast tank of the vessel was punctured, along with damage to the shell plating, which cost a total of $467,000 to repair. The 'BBC Africa' suffered damage to its bulbous bow, hull, and shell plating and forward bulwarks, costing $700,000 to repair. There were no injuries or pollution reported from the incident. The NTSB reconstructed the events using AIS data and crew interviews. The 'BBC Africa'’s VDR was not functioning, but the vessel had permission to sail while repairs were being arranged. On the morning of Aug 25, pre-departure testing of the system on the 'BBC Africa' showed no problems. The 2nd officer tested the steering gear, checked rudder movements, and ran the steering gear pumps, while engineers also completed a pre-departure checklist. The master also tested steering from the port bridge wing and told the pilot aboard that everything was “in good working order.” About 10 minutes after having gotten underway, the ship was making speeds up to 6.8 knots, and everything was going smoothly. The pilot released the escort tug, and the pilot and master ordered that maneuvering control (bow thruster, main propulsion engine control, and steering) be transferred from the port bridge wing to the main control station on the bridge. The chief officer pressed the button to activate the controls on the bridge. The pilot then gave a command for starboard 10, and the helmsman confirmed adjusting the rudder. Sensing the vessel was not turning at the expected rate, the pilot ordered starboard 20 and then hard to starboard. It was then that the chief officer realized the indicator light on the main control station had gone off and tried pressing it several times to reengage the controls. The rudder indicator was showing a hard port position of 30 degrees. The master then switched the vessel’s steering to emergency override mode and got the rudder back to 30 degrees starboard. The pilot also ordered full astern, and the master then put the bow thruster to 100 percent starboard thrust. However, it was too late, and they hit the docked bulker. The investigators were unable to replicate the failure, but working with the system manufacturer determined that a component failure had caused the system to fail. The company’s investigation found the rubber on the joystick (tiller) had invisible cracks that let moisture into the control unit, which contributed to the loss of the electrical signal. The shipping company, on advice from the manufacturer, changed the bridge wing steering control tillers, the “in command” push buttons, and the main power supply transformer. They made the same changes on two other vessels with similar control systems. According to the report the primary cause was the equipment failure. However, they also noted a stressful situation with short reaction time due to the vessel being in the confines of the port. The NTSB noted that the crew had gone through training and regular drills, but recommended further training, saying that the delayed response from the ship’s crew to implement the emergency steering procedure from the bridge contributed to the vessel striking the docked bulker. The steering gear manufacturer also issued a safety bulletin. It highlighted incidents with systems manufactured between 2002 and 2009, noting that they had malfunctioned due to a weakness with the protective rubber and the micro switches. The bulletin said the consequence of the failing micro switches could lead to unintended rudder movement.

A report from the Maritime Administrative Summary Investigation (ISAM) revealed on Aug 28 a key contact among the crew of the 'Cobra', on the same day that the seven fishermen from the 'Bruma' disappeared, on March 30 in the Coronel, Biobío Region. A communication via VHF was recorded between the two captains. In the conversation, they exchanged information about the fishing situation in their areas. But, at one point, from the 'Cobra' it is heard: “Voy a acercarme”, and minutes later, “Donde estás tú me marca una hu… larga. Voy a pasar encima de esa hu… a ver qué me marca”, and finally: Let's turn on the lights and put spotlights on. Representative Roberto Celedón (from the Frente Amplio party), a member of the Special Investigative Commission, described the recordings as "extraordinarily serious and shocking" and warned that "we are facing a very serious crime, such as homicide, and the responsibility lies not only with the captain, but also with those who concealed this information from the outset." Celedón accused the Public Prosecutor's Office of inaction, demanded the formalization of the investigation, and affirmed that Blumar executives must be held criminally accountable and barred from all fishing concessions. Representative María Candelaria Acevedo (PC), also a member of the Special Investigative Commission, stated that the audio recordings confirmed the responsibility of the 'Cobra's captain. "This background confirms the thesis put forward by both the Bruma Case Commission and the victims' families, who are absolutely certain that there was malice aforethought and responsibility on the part of the captain and his crew-§. The parliamentarian demanded that the facts be clarified so that "there is truth and justice for the families." The lawyer for the 'Cobra' crew members announced a complaint for breach of confidentiality following the information leak snd emphasized that "this investigation is secret and remains open" and stressed that the radio communications occurred "at a different time and several kilometers from the collision between the two vessels," and were related to fishing spots and unrelated to the collision. He added that the WhatsApp messages corresponded to crew members who were not in the cockpit and were explained to the Public Prosecutor's Office. Finally, he insisted that the important thing is to establish responsibility for the cause of the collision, reviewing compliance with regulatory measures to prevent collisions, which the Bruma crew reportedly failed to observe. The judicial and administrative investigation continues.

The "Oddny Anita", with two crew members on board, ran aground on Aug 28, 2025, at 8.10 a.m. at Hekkingen lighthouse, north of Senja, west of Plogskjæran. The ship suffered bow damage and significant water ingress. There were several boats in the area that assisted the ship. A mayday signal was sent out on the Coastal Radio, and a rescue helicopter was deployed from Tromsø, which could later be stood down. The ship was stabilized with additional pumps. It was then refloated by the crew and taken in tow by the NSSR lifeboat 'Kaptain Buhre'. The ship was taken to the port in Botnhamn, where it was lifted ashore for inspections and repairs on a slipway. The police spoke to the captain and have conducted a crime scene investigation. Reports with photos: https://www.fiskeribladet.no/hendelser/-ingen-indikasjon-pa-rus/2-1-1864361 https://www.kystogfjord.no/nyheter/n/PpMqKe/fiskebaat-har-grunnstoett-to-personer-om-bord https://www.fiskeribladet.no/hendelser/to-fiskere-og-en-katt-berget-av-oppdrettsbat/2-1-1863768

The historic tug 'Furie' (MMSI: 244710829) was in collision with the 'B.A.P. Unión i' enroute to the SAIL Amsterdam. In the IJmuiden lock on Aug 20, 2025. The 'Furie', made famous by the television series Hollands Glorie in the 1970s, escaped with a broken plank. The tug was moored next to a Finnish sailing ship. When the lock gates opened, a Finnish ship casts off, and the tug's bow was turned in the wrong direction against the starboard side bow of the STS, which was under tow. The damage remained limisted, and the plank, which was damaged, has been replaced, so that the ship could join the parade to Amsterdam during the SAIL. Report with photo and video: https://www.rijnmond.nl/nieuws/2067151/schipper-woedend-na-aanvaring-historisch-schip-tijdens-sail-amsterdam

A technical fault in the propulsion of the 'Drotten', serving between Visby and Oskarshamn, led to major delays in ferry traffic on the afternoon of Aug 27. The ferry that was supposed to leave Visby port at 4:40 p.m. remained at the quay until after midnight. The ferry has now been taken out of service and several delays were expected on Aug 28 as a result.When it became clear that the fault could not be fixed quickly enough, a replacement ferry had to be deployed in the night. The scheduled sailings on the morning of Aug 28 were also affected by the trouble. The 'Drotten' resumed the service from Visby ti Oskarshamn after completion of repairs on Aug 28.

arrived Civet Guandong Scrapyard 07.08.25

Beached at Alang 12.08.25 https://www.facebook.com/photo/?fbid=10161920209615036&set=gm.10165318166728943&idorvanity=6884293942

The National Transportation Safety Board concluded in an investigation into an allision in the Houston Ship Channel on Aug 25, 2023. The 'BBC Africa' was departing Houston, Texas, on that day, when the vessel suddenly lost steering control and veered off course, striking the docked bulk carrier 'Common Faith' (IMO: 9610092), which was berthed at the Anderson Grain Terminal in Houston. The post ballast tank of the vessel was punctured, along with damage to the shell plating, which cost a total of $467,000 to repair. The 'BBC Africa' suffered damage to its bulbous bow, hull, and shell plating and forward bulwarks, costing $700,000 to repair. There were no injuries or pollution reported from the incident. The NTSB reconstructed the events using AIS data and crew interviews. The 'BBC Africa'’s VDR was not functioning, but the vessel had permission to sail while repairs were being arranged. On the morning of Aug 25, pre-departure testing of the system on the 'BBC Africa' showed no problems. The 2nd officer tested the steering gear, checked rudder movements, and ran the steering gear pumps, while engineers also completed a pre-departure checklist. The master also tested steering from the port bridge wing and told the pilot aboard that everything was “in good working order.” About 10 minutes after having gotten underway, the ship was making speeds up to 6.8 knots, and everything was going smoothly. The pilot released the escort tug, and the pilot and master ordered that maneuvering control (bow thruster, main propulsion engine control, and steering) be transferred from the port bridge wing to the main control station on the bridge. The chief officer pressed the button to activate the controls on the bridge. The pilot then gave a command for starboard 10, and the helmsman confirmed adjusting the rudder. Sensing the vessel was not turning at the expected rate, the pilot ordered starboard 20 and then hard to starboard. It was then that the chief officer realized the indicator light on the main control station had gone off and tried pressing it several times to reengage the controls. The rudder indicator was showing a hard port position of 30 degrees. The master then switched the vessel’s steering to emergency override mode and got the rudder back to 30 degrees starboard. The pilot also ordered full astern, and the master then put the bow thruster to 100 percent starboard thrust. However, it was too late, and they hit the docked bulker. The investigators were unable to replicate the failure, but working with the system manufacturer determined that a component failure had caused the system to fail. The company’s investigation found the rubber on the joystick (tiller) had invisible cracks that let moisture into the control unit, which contributed to the loss of the electrical signal. The shipping company, on advice from the manufacturer, changed the bridge wing steering control tillers, the “in command” push buttons, and the main power supply transformer. They made the same changes on two other vessels with similar control systems. According to the report the primary cause was the equipment failure. However, they also noted a stressful situation with short reaction time due to the vessel being in the confines of the port. The NTSB noted that the crew had gone through training and regular drills, but recommended further training, saying that the delayed response from the ship’s crew to implement the emergency steering procedure from the bridge contributed to the vessel striking the docked bulker. The steering gear manufacturer also issued a safety bulletin. It highlighted incidents with systems manufactured between 2002 and 2009, noting that they had malfunctioned due to a weakness with the protective rubber and the micro switches. The bulletin said the consequence of the failing micro switches could lead to unintended rudder movement.

The 'A Fervenza', based in the port of Celeiro and with two crew members on board, sank while fishing north of Cape Vilán on the morning of Aug 29, 2025. The fishermen were rescued by the m/v 'Zeus' of Camell, which was in the area. After receiving the radio beacon alert, Salvamento Marítimo had notified the fishing vessel, which working nearby and dispatched the 'Salvamar Altair' and the SAR helicopter Helimer 402 to the area. The castaways were then transferred to the port of Camariñas aboard the 'Salvamar Altair', where they arrived safe and sound at noon. Previously, the crew of the 'Salvamar Altair' had mechanically dispersed the contaminated debris from the sinking of the fishing vessel. A little more than one year ago, the ship, with a crew of three on board, had got a line wrapped around its propeller near Arou Beach (Camelle) on July 5, 2024. The CCS Fisterra of Salvamento Marítimo instructed the crew to anchor to prevent a grounding and mobilized the SAR boat 'Salvamar Altair', which towed the vessel to Camariñas. Report with photos: https://x.com/salvamentogob/status/1809213687258927475

The cargo m/v 'HAV Dolphin' (IMO: 9073854) with a full Russian crew that was stopped at the Volkerak locks near Willemstad in mid-May, being suspected of having deployed drones over European territory. German investigation services had warned the Coast Guard a few hours earlier that the ship had behaved suspiciously off the coast of Kiel in early May, exactly at the time that drones were spotted there. The ship was inspected by a team from Customs, the Royal Marechaussee and the police, but no drones were found. On the night June 17 May, 2025, drones appeared again, this time above the German patrol ship 'Potsdam', which at that time shadowed the Russian 'Lauga' in the German Exclusive Economic Zone (EEZ),. The drones followed the patrol ship for three hours, until just before Dutch waters. The German police were unable to determine whether the drones came from the 'Lauga', but asked the customs in Belgium, where the ship was en route, to inspect it. No drones were found there either. German investigation services have seen an increase in drone sightings over critical infrastructure, such as ports, chemical parks and military installations, for years. The German authorities have informed European investigative bodies of the events. The ships have been closely monitored since then. Both cargo ships were showing a striking behaviour. The ''HAV Dolphin' has spent a month in the port of Kaliningrad, Russia, near a naval base, and temporarily disabled the mandatory AIS during its journey. The 'Lauga' also did this during its journey across the North Sea. In addition, the cargo ship previously had visited the Russian naval base in Syria, which indicates possible ties with the Russian Ministry of Defence. The 'HAV Dolphin' left Rotterdam on May 16 and berthed in Papenburg on June 3. The 'Lauga' arrived in St. Petersburg, Russia, on June 4. On June 12 it left the port en route to Conakry and Cotonou, from where it sailed on July 21, en route to Gulluk with an ETA as of Sep 7.

The 'Furie' was in collision with the Peruvian sailing training ship 'B.A.P. Unión i' (MMMSI: 760105000) enroute to the SAIL Amsterdam. In the IJmuiden lock on Aug 20, 2025. The 'Furie', made famous by the television series Hollands Glorie in the 1970s, escaped with a broken plank. The tug was moored next to a Finnish sailing ship. When the lock gates opened, a Finnish ship casts off, and the tug's bow was turned in the wrong direction against the starboard side bow of the STS, which was under tow.. The damage remained limisted, and the plank, which was damaged, has been replaced, so that the ship could join the parade to Amsterdam during the SAIL. Report with photo and video: https://www.rijnmond.nl/nieuws/2067151/schipper-woedend-na-aanvaring-historisch-schip-tijdens-sail-amsterdam

The captain of the ' MSC Jubilee IX', who was arrested on charges that he was operating his vessel while intoxicated, failed to show for a court hearing on Aug 17. The King County District Court in Washington State issued a $10,000 warrant for his arrest, after both the captain and his lawyer did not attend a scheduled pre-trial hearing. Oleh Danylin, aged 48, was charged on August 25 with operating the vessel intoxicated, after having been reported by a Puget Sound pilot. The 1st officer of the ship had assumed command of the vessel and, along with the pilot, navigated it from the anchorage in Everett, Washington, to the berth in Seattle. The ship was detained until the MSC Mediterranean Shipping Company supplied a replacement captain. The court had ordered Danylin to remain in the state, not to consume alcohol, and that his passport should be in the custody of the U.S. Coast Guard. Court papers from when he was charged reflected that he was requesting an interpreter, but pleaded not guilty to the charge. A U.S. Coast Guard boarding team and the Coast Guard Investigative Service had boarded the ship, and according to court papers, the captain agreed to a sobriety test. Court papers said he was performing so poorly, the investigators stopped the test for his own safety. He later told investigators that he had not consumed alcohol in two months. He said the smell the pilot reported was “likely mouthwash” he used 10 minutes prior. However, he had agreed to the sobriety test and then a chemical breath test given by the Coast Guard, which showed 0.24 %blood alcohol. He took two additional breath tests administered that same afternoon by the Washington State Patrol, and both registered 0.25 % blood alcohol content. The Coast Guard imposed $1,000 civil penalty, and Danylin was charged and appeared before the judge on Aug 25.

Sold to Breakers 25 08 25

On Aug 28 the lost 30-ton hatch of the 'W Sapphire' was recovered, ten days after after it detached during the explosion on the ship on the Patapsco River. The hatch's position in the river had prompted intermittent restrictions for vessels entering and exiting the Fort McHenry Federal Channel, as the Coast Guard had a safety zone in place over the past week. Coast Guard officials reopened the channel to ship traffic after the recovery. The U.S. Army Corps of Engineers then used sonar equipment to collect data about the area and identify if there were any obstructions to vessel traffic.

The ' HAV Dolphin', with a Russian crew on board and suspected of serving as a depot ship for Russian drones, arrived in Vaasa on Aug 28, 2025, at 2 p.m. The Western Finland Coast Guard Section monitored the ship's arrival at the port. Several media outlets were also present. The ship had left the port of Antwerp three days ago with 2600 tons steel as argo on board. It had left the port of Kaliningrad in May. The ship was searched by Dutch authorities after they were alerted by German police. German authorities had reported suspicious activity around the ship, as several drones had been seen near it. The ship has also made unusually long stays at its destinations. The shipdoes not have any drones on board, the Norwegian shipping company HAV Shipping in Oslo claimed, statiing that when the suspicions arose, the ship was anchored outside the Kiel Canal, and there were many other ships there too. According to the shipping company, the HAV Dolphin is transporting a cargo of steel to Vaasa. The order was placed by the ArcelorMittal, an international company headquartered in Luxembourg. The Norwegian shipping company has also let the 'HAV Dolphin' handle maintenance in the Russian enclave of Kaliningrad, a fact that has increased criticism of the shipping company. But CEO Nico Fürst emppahsized that they brought in all the spare parts themselves and did not buy anything in Russia, and the ship did not take out cargo when it left the port. The 'HAV Dolphin' is one of two cargo ships that German and Dutch authorities have identified as suspected depot ships for Russian drones. The other vessel, the 'Lauga' (IMO: 9111060), was off the coast of Germany and the Netherlands in May and is currently off northwest Africa, en route from Cotonou, where it sailed on July 21, to Gulluk with an ETA as of Sep 7. Report with photo: https://www.helsinkitimes.fi/finland/finland-news/domestic/27787-suspected-spy-vessel-arrives-in-vaasa-under-close-watch.html

The 'Donald M. James' has berthed in Brest on Aug 25. The ship, which was suffering from a problem with its rudder blade, has been waiting in the German port since March 11. It took more than five months to set sail for a suitable port, Setubal, where it is expected to be repaired by the Lisnave shipyard. Taken over on Aug 19 by the 'Abeille Horizon', the vessel was moored at repair dock number four of the commercial port in Brest where it was received by the AMB agency. It was expected to set sail, once again under tow of the 'Abeille Horizon', when the weather is favourable. It remained stationary as of Aug 29. https://www.letelegramme.fr/finistere/brest-29200/port-de-commerce/immobilise-depuis-plus-de-cinq-mois-apres-une-avarie-de-gouvernail-le-donald-m-james-est-arrive-a-brest-6877964.php

The HNLMS 'Friesland' has intercepted another drug shipment in the Caribbean on the evening of Aug 18. This time, it involved 318 kilos of cocaine, being already the eighth time the ship has intercepted a drug shipment. The crew had spotted a suspicious süeedboat in the Caribbean Sea, a type which is often used for drug smuggling. Both interceptor boats (Friscs) from the HNLMS Friesland were deployed to approach the boat. A chase ensued, during which the smugglers threw packages overboard. The pursuit was abandoned, and the Frisc crew was subsequently able to recover 318 kilos of cocaine. As usual, the drugs have been transferred to the US Coast Guard for destruction. The HNLMS 'Friesland' has been active in the region since May, working alternately with the Caribbean Coast Guard and the US Coast Guard.