News

New Zealand is currently concerned about the 'Eagle S', which had been seized by Finnish authorities at Christmas 2024 in the Baltic Sea after reportedly damaging the Estlink 2 undersea cable. A month earlier, New Zealand had classified it as a serious violator and shared this information with the Cook Islands government. The correspondence contains several messages from the New Zealand Ministry of Foreign Affairs and Trade (MFAT) expressing concerns about the state of the Cook Islands' shipping registry and warning that it is likely being used by Russia to evade sanctions. Wellington has asked to formally approach the Cook Islands on the Ghost Fleet issue, reiterate concerns, seek assurances, and offer support to the Cook Islands, according to an email sent by the New Zealand High Commission in the Cook Islands. Another email states that "New Zealand's concerns regarding the Cook Islands' shipping registry have increased" following the Estlink 2 incident. "As the vessel is suspected of being part of the Russian 'Ghost Fleet,' we request an update from the Cook Islands Government on its response to the incident, given the seriousness of the matter and the potential consequences. Currently available data indicates an increase in the number of sanctioned vessels on its registry." New Zealand requests "assurance that all sanctioned vessels have been formally delisted or that action is currently underway to do so." A document from the New Zealand/Cook Islands Joint Ministerial Forum and Joint Defence and Security Dialogue Working Group states that New Zealand officials "took stock of the latest round of sanctions imposed by New Zealand Russia is registering its ships in the Cook Islands to create a ghost fleet and avoid sanctions on the sale of its oil. The complexity of these vessels' ownership structures, designed to conceal their true ownership, requires shipping registries to be well-equipped to monitor them and to have robust due diligence procedures in place for vessel registration. The vessels are generally old, poorly maintained, underinsured, and do not meet international standards. The above mentioned emails, released under the Official Information Act, also offer to help the maritime Cook Islands improve its standards, as the problem is worsening, despite the agency having all the information it needs to take action against vessels that do not comply with the rules.

On April 3, 2025, at 5.36 a.m. the 'Lady Irene' caught fire in Cape Cod Bay while berthed at the Wellfleet Marina, Massachusetts. The fire started on the fishing vessel and quickly spread to the supporting structure on the pier. It continued to spread to a second fishing vessel when the Wellfleet fire department arrived on the scene. Firefighting operations commenced from the pier, as access to the fishing vessel was significantly constrained. Additional assistance was requested from the Truro, Eastham, Orleans, and Harwich fire departments, as well as the U.S. Coast Guard The Wellfleet Shellfish Warden, Harbormaster, and the Department of Public Works provided essential logistical support. The firefighters successfully brought the fire on the fishing vessel under control; however, they continued to manage persistent hotspots. Attention then shifted to the pier, where extinguishing the fire proved particularly challenging due to its construction materials and limited accessibility. The crews were able to knock the fire down at 10 a.m. The utilization of vessels from the Harbormaster and the U.S. Coast Guard facilitated the firefighting efforts, with hoses connected to fire trucks. As a precautionary measure, the Barnstable County Dive Team was requested and placed on standby, along with the Massachusetts Department of Fire Services' Rehab truck, to ensure firefighter safety. Furthermore, hazardous material booms were deployed around the entire pier to contain potential contaminants and safeguard the shellfish grants.Both the 'Lady Irene' and the second vessel suffered significant damage to the hull and superstructure, but remained afloat. Notification has been made to the State Fire Marshal, the U.S. Coast Guard, and the Department of Environmental Protection (DEP), all of whom have been requested to attend the scene for the purpose of investigation. A determination regarding the cause of the fire has yet to be established, as the investigation conducted by the Fire Marshal was ongoing. Reports with photos: https://eu.capecodtimes.com/story/news/fire/2025/04/03/firefighters-wellfleet-town-pier/82790061007/ https://eu.capecodtimes.com/picture-gallery/news/2025/04/03/early-morning-fishing-boat-fire-wellfleet-town-pier/82794658007/

On April 3, the Royal New Zealand Navy released its final Court of Inquiry report detailing the circumstances that led to the loss of the HMNZS 'Manawanui', while conducting a hydrographic survey of a reef. Nine recommendations were outlined in the report, focusing on risk management, procedural improvements, force generation, seaworthiness standards, training protocols, and hydrographic capabilities. The Court of Inquiry, presided over by Commodore Melissa Ross, identified direct causes including the ship maintaining a heading toward land and confusion over the vessel’s autopilot status. Critically, the crew attempted to adjust course using azimuth thruster controls while the ship remained in autopilot mode, rendering their actions ineffective. The situation was compounded by a mistaken assessment of thruster control failure and subsequent non-adherence to emergency procedures, which should have included switching from autopilot to manual control: “The Court found deficiencies in the training and qualifications of key ship’s personnel involved in the incident, risks related to the survey task were not sufficiently identified, discussed and mitigated, and instructions or procedures were lacking.” The investigation revealed that the ship’s Commanding Officer was not platform endorsed for the vessel, a requirement specified in the New Zealand Manual of Navigation. Chief of the Navy Rear Admiral Garin Golding acknowledged the findings, highlighting a concerning gap between work as imagined and work as done. The Navy has already implemented several corrective measures, including reviews of risk management procedures and training protocols. The investigation identified twelve contributing factors, including training and experience deficiencies, inadequate military hydrographic planning, procedural issues, supervision gaps, and leadership concerns. The Navy announced plans for a comprehensive transformation program to address systemic issues, including the lack of standardization across the fleet. Full report: https://www.nzdf.mil.nz/assets/Uploads/DocumentLibrary/MAN-COI-ROP-FINAL-31-Mar-25_Redacted-v2.pdf

The 'Hebrides' serving on the route Uig-Lochmaddy, suffered a technical issue on March 29. Due the repair taking longer than planned, the departure from Lochmaddy at 4:45 p.m. had to be cancelled: After repairs have been carried out, the vessel operated the following amended timetable: Departure Uig – 07 :00 p.m. Arrival Lochmaddy – 08:45 p.m. Departure Lochmaddy – 09:00 p.m. Arrival Tarbert – 10:50 p.m. CalMac has admitted the extra work required for the 'Hebrides' is more extensive than initially acknowledged. The holdup was attributed to repairs needed to the bow visor. Further repairs are required to the stern ramp and the car deck in addition to the bow visor. The ferry was expected to return to service on April 16. On April3 it emeeged an extra six days of work is required. The vessel will not return until April 22.

The 'Marstal' has suffered a gear breakdown and was sent to the shipyard in Søby on March 27, 2025, leaving the route Ærøskøbing-Svendborg in limbo, as the other ferry on the route, the 'Skjoldnæs', was out of service due to regular maintenance too at that time. The sailings of the 'Marstal' have since been cancelled until April 11. The 'Skjoldnæs', after its regular stay at the same shipyard, will now be ready to sail on Arpil 4, three days earlier than planned.

The Chilean Navy started the inspection of the remains of the 'Bruma', which were found half-sunken near Santa María Island in the Biobío Region. The search for the seven crew members was continued by the maritime authorities, both day and night, with three aircraft from the Chilean Navy's Second Naval Zone, three patrol vessels, a tug, a service boat, and a speedboat that is assisting. Part of the investigation led by the Public Prosecutor's Office include the alleged collision of the 'Cobra' with the 14.7-meter-long 'Bruma' after the discovery of scratches and paint marks on the hull and propeller of the larger vessel. It was feasible that the 'Cobra' crew didn't notice the 'Bruma's presence:

On March 31, 2025, at around 8.45 p.m. the river cruise ship 'Junker Jörg' (MMSI: 211513910), en route from Wolgast with 97 passengers on board, was in collision with the tank barge 'Argonaut', ballasting in the opposite direction, en route from Szczecin to Świnoujście, on the Szczecin-Świnoujście waterway near the island of Chełminek in the Szczecin Lagoon. Both ships continued to Szczecin after the accident. The "Junker Jörg" docked some time later at Wały Chrobrego (Hook Terrace) in the city's center.Nine people were slightly injured and received emergency medical treatment. According to the Provincial Emergency Department in Szczecin, an 84-year-old woman was taken to a hospital with head and hip injuries. She was expected to be released from the hospital and taken home on the morning of April 2. There were no leaks, but only damage to the side of the tanker above the waterline. The bow of the "Junker Jörg" suffered significant damaged above the waterline too. The crews of both vessels were subjected to a breathalyzer test. All of them tested negative. The Maritime Office in Szczecin started interviewing the crew members of both vessels and collecting evidence, records, etc. All information was then to be forwarded to the State Commission for Maritime Accident Investigation, which is investigating the causes of the accident. The 'Junker Jörg' will be repaired as quickly as possible. After that, the cruise will continue as normal according to the schedule. Passengers on the current cruise, for which the cabin ship departed from Stralsund on March 22, will still be able to take their excursions. Then the voyage will be terminated one day earlier than planned. Reports with photos and video: https://polska-morska.pl/2025/04/02/sa-poszkodowani-w-kolizji-statkow-na-zalewie-szczecinskim/?noamp=mobile https://www.rmf24.pl/regiony/szczecin/news-zderzenie-statkow-na-zalewie-szczecinskim-sa-poszkodowani,nId,7941462 https://szczecin.wyborcza.pl/szczecin/7,34939,31819560,statek-pasazerski-zderzyl-sie-z-barka-tankowcem-na-zalewie-szczecinskim.html https://radioszczecin.pl/1,486018,kolizja-na-torze-wodnym-szczecin-swinoujscie-zdj

The World War II aerial bomb found during dredging work in the Rhine at the construction site of the news Pfaffendorf Bridge in Koblenz is to be defused aboard the 'Innovatie' on April 4. The area has been evacuated. According to the Rhineland-Palatinate Bomb Disposal Service, both detonators of the 500-kilogram bomb are still intact. The defusing will take place this morning in the area of ​​the Gülser Mosel bend. For this purpose, the area within a 1,000-meter radius of the ship had to be evacuated. The evacuation of the affected area has been in effect since 8:30 a.m. No one other than emergency personnel is allowed to remain there. Access to the area has been blocked. Emergency personnel are currently monitoring the evacuation area to ensure that no one is actually left there. At 10 a.m., the bomb disposal team received approval to defuse the bomb. The evacuation zone also affects part of Koblenz-Lay. Among other things, the elementary school and the daycare center are affected there. On the other side of the Moselle, the campsite and the Güls sports harbor had to be evacuated. According to the city, the children from the daycare center and the Lay elementary school who cannot be cared for privately were accommodated in the Lay Schützenhalle (shooting hall). There, they are cared for by staff from the school, daycare center, and youth welfare office. Those affected by the evacuation and who cannot find alternative accommodation can stay in the Legia hall since 8 a.m. The city pointed out that pets were not allowed. Furthermore, there is no food available there. 46 people gathered at the Legiahalle and accepted the offer. The federal highway B416 on the left bank of the Moselle and the railway line along the Moselle has been closed during the bomb disposal operation. The Federal highway B327 (Hunsrückhöhen St.) and the Layer Bergweg remained unaffected. Ship traffic on the Moselle must wait until the bomb disposal operation is complete. A citizens' hotline has been set up at the Koblenz Fire Department for questions from the public: +49 261 40404-8000. Approximately 180 personnel from the public order office, fire department, police, bomb disposal service, disaster control units of the Malteser and German Red Cross, as well as the emergency services and other agencies are involved in the bomb disposal operation. The bomb was successfully defused at 10:47 a.m. Report with photo: https://www.stern.de/gesellschaft/regional/rheinland-pfalz-saarland/notfaelle--bombe-auf-schiff-in-koblenz-erfolgreich-entschaerft-35611678.html

The MAIB has published and interim report on the investigation of the collision between the 'Solong' and the 'Stena Immaculate'. On 27 February 2025, the tanker had departed Agioi Theodoroi with a cargo of 220,204.5 barrels1 of aviation fuel onboard, bound for Killingholme with an ETA as of March 11.The container ship was engaged in fixed tradein the North Sea, sailing between Rotterdam, Grangemouth and Hull. On March 10, its containerised cargo included various products including some designated asdangerous goods. As the 'Stena Immaculate' approached the Humber Estuary on March 9, the officer of the watch contacted the Associate British Ports (ABP) Vessel Traffic Services Humber and was advised to proceed to anchor at a position five miles to the north of the Humber light float, two miles clear of any pipeline. At about 6.30 p.m., the 'Stena Immaculate'’s master manoeuvred the vessel as directed to a position north of the ABP Humber’s area of responsibility where it anchored. There were eight other vessels anchored in the same area.By 8 p.m.m the 'Solong' had departed Grangemouth, disembarked the pilot and commenced its passage to Rotterdam. The planned passage followed a route the vessel had used in the past. The master remained on watch until shortly before 11 p.m., then handed the watch over to the second officer (2/O) and retired to bed. Shortly before midnight, the 'Stena Immaculate'’s 2/O took over the anchor watch at the start of a 12-hour duty period. On March 10 at approximately 0130 a.m. the 'Solong' passed the Longstone Lighthouse and altered course onto a heading of approximately 150°. The 'Solong' maintained this course, except for a slight deviation at 03.45 a.m. At 07:00 a.m., the 'Solong'’s master returned to the bridge and took over the watch as the lone watchkeeper.The visibility in the area north of the Humber light float was reported to be patchy and varying between 0.25 nautical miles (nm) and 2.0 nm. Neither the 'Solong' nor the 'Stena Immaculate' had a dedicated lookout on the bridge.At 09.47 a.m., the 'Solong' allided with the anchored 'Stena Immaculate'’s port side on a heading (HDG) of 150° and speed over the ground (SOG) of about 16 knots (kts) The able seaman Mark Pernia, one of the 'Solong'’s crew members, was reported to be in the forecastle area at the time of the allision, which breached the 'Stena Immaculate'’s No.7 port side cargo tank, releasing aviation fuel into the sea and onto the bow of the 'Solong'. The aviation fuel was ignited by the heat generated by the force of the alision, and the resulting fire ignited the contents of containers carried on board. The crews of both the 'Solong' and the 'Stena Immaculate'' took immediate action to address the evolving situation. Attempts by the 'Stena Immaculate'’s crew to fight the fire, and for the 'Solong'’s crew to locate the missing able seaman, were hampered by the severity of the fire. The tanker crew fought the fire for around 30 minutes. They had good pressure. and the Third Mate Jeffery Griffin was about to do a muster when they heard the words, forget the muster, abandon ship. The evacuation became urgent when the wind or the position of the ship changed. All the smoke came towards the accomodation block. Despite the dangerous conditions, the crew maintained their composure and moved in the most organized but urgent way. They did a quick muster at the lifeboat. The second mate did a fast head count. Everybody did exactly what they were trained to do. The captain Thomas Leaf and the second mate Peter Skerys in particular processed all the information so quickly, and formulated a gameplan. The crew’s quick thinking and training proved crucial. Before abandoning ship, they activated fire monitors to provide boundary cooling water to adjacent cargo tanks, significantly limiting the damage. Only 17,515 barrels of the cargo were lost. Both the 'Stena Immaculate' and 'Solong'’s crew abandoned to lifeboats and were subsequently recovered by the efforts of local boats and emergency responders, coordinated by the British Coastguard. Mark Pernia has not been found and is believed to have died in the accident.. An evaluation of the nature and extent of pollution from both vessels is in progress. The MAIB’s investigation into the accident is ongoing. The investigation will encompass the navigationand watch keeping practices on board both vessels; manning and fatigue management; the condition and maintenance of the vessels; the use of the offshore area as an anchorage for vessels waiting to enter the Humber Estuary; and the environmental conditions at the time. A report of the investigation will be drafted and will be distributed to key stakeholders for a 30-day consultationperiod in due course. The 'Stena 'Immaculate' remained moored in pos. 53° 44' N 000° 24' E as of April 4. Report with photos: https://assets.publishing.service.gov.uk/media/67ebb6a1632d0f88e8248ada/Solong-StenaImmaculate-InterimReport.pdf

On the afternoon of April 2, 2025, the Port Authority of Rhodes was informed by the Captain of the 'Sempeko', that a malfunction of the starboard main engine was detected during the execution of the scheduled route from Rhodes to Symi outside the commercial port of Rhodes, The ship sailed independently at reduced speed to the port of Kolona, ​​Rhodes, where it safely disembarked its 53 passengers. With the care of the ship-owning company, the passengers were accommodated in a hotel. The Central Port Authority of Rhodes banned the passenger ferry from sailing, until the damage was repaired and a certificate of seaworthiness from the monitoring classification society was presented.

arrived Bhavnagar Anchorage 03.04.25

On March 31, 2025, the 'Isik 4' was detained in Haifa with nine deficiencies, three of which being regarded as seriously and grounds for a detention: 1) Living and working - Provisions quantity Insufficient 2) Emergency systems - Emergency source of power - emergency generator Inoperative 3) Emergency systems - Emergency fire pump and its pipes Inoperative The vessel was released again on April 1 and left the port on April 2 for orders. The last detentions were only on Feb 18 in Novorossiysk with 11 deficiencies for two days and on Oct 29, 2024, also in Novorossiysk with three deficiencies for two days. https://www.facebook.com/profile.php?id=100063576908591

The Tallink Grupp is to sell the 'Star 1' to the Irish company Irish Continental Group. It has signed a memorandum of understanding regarding the ship, which previously operated between Paldiski and Kapellskär. Tallink is set to hand the 'Star I' over to Irish Ferries in a couple of weeks. Since the ferry 'Superfast IX' ((MO: 9211509), which has returned from a long-term charter in Canada, can now be deployed on the route, the situation for a sale was good. With the arrival of the 'Superfast IX' on the Paldiski-Kapellskär route on April 12,2025, the schedule and onboard services will remain unchanged. Ticket prices will also not be affected by the vessel replacement. The deal is not expected to affect Tallink Grupp's financial results to any great extent, but will contribute to optimizing operations.

On March 31, 2025, at around 8.45 p.m. the 'Junker Jörg', while on a river cruise from Wolgast with 97 passengers on board, was in collision with the tank barge 'Argonaut' (MMSI: 205527390), ballasting in the opposite direction, en route from Szczecin to Świnoujście, on the Szczecin-Świnoujście waterway near the island of Chełminek in the Szczecin Lagoon. Both ships continued to Szczecin after the accident. The "Junker Jörg" docked some time later at Wały Chrobrego (Hook Terrace) in the city's center.Nine people were slightly injured and received emergency medical treatment. According to the Provincial Emergency Department in Szczecin, an 84-year-old woman was taken to a hospital with head and hip injuries. She was expected to be released from the hospital and taken home on the morning of April 2. There were no leaks, but only damage to the side of the tanker above the waterline. The bow of the "Junker Jörg" suffered significant damaged above the waterline too. The crews of both vessels were subjected to a breathalyzer test. All of them tested negative. The Maritime Office in Szczecin started interviewing the crew members of both vessels and collecting evidence, records, etc. All information was then to be forwarded to the State Commission for Maritime Accident Investigation, which is investigating the causes of the accident. The 'Junker Jörg' will be repaired as quickly as possible. After that, the cruise will continue as normal according to the schedule. Passengers on the current cruise, for which the cabin ship departed from Stralsund on March 22, will still be able to take their excursions. Then the voyage will be terminated one day earlier than planned. Reports with photos and video: https://polska-morska.pl/2025/04/02/sa-poszkodowani-w-kolizji-statkow-na-zalewie-szczecinskim/?noamp=mobile https://www.rmf24.pl/regiony/szczecin/news-zderzenie-statkow-na-zalewie-szczecinskim-sa-poszkodowani,nId,7941462 https://szczecin.wyborcza.pl/szczecin/7,34939,31819560,statek-pasazerski-zderzyl-sie-z-barka-tankowcem-na-zalewie-szczecinskim.html https://radioszczecin.pl/1,486018,kolizja-na-torze-wodnym-szczecin-swinoujscie-zdj

The police does not have to compensate the fishing company of BBB politician Anja Keuter for the damage caused by collisions with police boats during a farmers' protest at the Ketel Bridge. This was decided by the court in The Hague. Keuter went to court because, according to her, the police took unfair action against her ship, the 'Albert-UK 146', and a group of passengers. Because the case against her was eventually dismissed, the police or the state should compensate the damage suffered. Keuter also wanted compensation for lost income because she had to spend a night in jail. According to the court, the police took action on the day in question to maintain public order and ensure a safe situation on the water. Furthermore, video images showed that the fishing vessel made zigzagging movements on the return trip to the port of Urk. The police cannot therefore be held liable for damage caused by collisions. The confrontation between crew members of the cutter and the police took place on the afternoon of June 22, 2022, a year in which there were many farmers' protests. The crew of the cutter wanted to support the activists. The idea was to sail to the Ketel Bridge so that it would open. Keuter then wanted to stop the ship under the open bridge so that the bridge deck could no longer be lowered. This would keep traffic at a standstill in front of the barriers for longer and give farmers the opportunity to hand out flyers to motorists. The plan failed, because the bridge deck was not opened. Keuter then brought the ship to a standstill 50 metres from the bridge. Because the police were already aware of a possible protest action, they were also in the area with boats at that time. The police told Keuter that she had to anchor or sail back to the port of Urk in one line. When a number of officers boarded the cutter, Keuter's son pushed an officer and a commotion ensued. Eventually, the cutter sailed back to Urk, with a police boat right next to it. Several officers stated that the cutter then made zigzagging movements during the return trip. During the voyage, both ships collided with each other several times. The police then ordered Keuter to stop the ship. When that did not happen, police officers boarded the ship and eventually, took over control. It was decided to sail the ship to Lelystad. A number of passengers were then arrested on suspicion of public violence. However, no prosecution was initiated. In total, Keuter claimed more than 50,000 euros in compensation for damage to the cutter, the days that the ship was stationary and the crew could not work. In order to decide on Keuter's claim, the judges in The Hague had to assess whether the police action was lawful. For this purpose, video footage taken by the police and by the crew of the cutter was also viewed. According to the police, officers boarded the cutter because there was information that a large quantity of maritime emergency fireworks might be present. At that time, there was no suspicion of a criminal offence, but there was a suspicion that public order could be disturbed. According to the police, the fact that the police boats sailed right next to the cutter during the return trip to the harbour was done to guarantee the safety of the officers on board the cutter. According to Keuter, the police action was not necessary at all, because the vessel sailed back to Urk as instructed. But according to the judge, the skipper and her crew obstructed the police. This became evident from video footage taken on board. Crew members behaved provocatively towards the police. The police were therefore right to bring riot police on board, the judge stated. According to the judge, it was initially unclear whether the cutter would actually return to the Urk harbour. Eventually, it did, but without consultation. The police were taken by surprise. Based on the images and statements, the court concludes that the damage to the ship was not caused by police errors. The police therefore does not have to reimburse the costs. Because the owner was found to be wrong, she must also pay the legal costs incurred by the police and the State for the case. This amounts to two times 5,500 euros, a total of 11,000 euros. Report with photos and video: https://www.omroepflevoland.nl/nieuws/421820/blokkeerkotter-schipper-anja-keuter-krijgt-schade-aanvaring-met-politieboot-niet-vergoed

The MAIB has published and interim report on the investigation of the collision between the 'Solong' and the 'Stena Immaculate'. On 27 February 2025, the tanker had departed Agioi Theodoroi with a cargo of 220,204.5 barrels1 of aviation fuel onboard, bound for Killingholme with an ETA as of March 11.The container ship was engaged in fixed tradein the North Sea, sailing between Rotterdam, Grangemouth and Hull. On March 10, its containerised cargo included various products including some designated asdangerous goods. As the 'Stena Immaculate' approached the Humber Estuary on March 9, the officer of the watch contacted the Associate British Ports (ABP) Vessel Traffic Services Humber and was advised to proceed to anchor at a position five miles to the north of the Humber light float, two miles clear of any pipeline. At about 6.30 p.m., the 'Stena Immaculate'’s master manoeuvred the vessel as directed to a position north of the ABP Humber’s area of responsibility where it anchored. There were eight other vessels anchored in the same area.By 8 p.m.m the 'Solong' had departed Grangemouth, disembarked the pilot and commenced its passage to Rotterdam. The planned passage followed a route the vessel had used in the past. The master remained on watch until shortly before 11 p.m., then handed the watch over to the second officer (2/O) and retired to bed. Shortly before midnight, the 'Stena Immaculate'’s 2/O took over the anchor watch at the start of a 12-hour duty period. On March 10 at approximately 0130 a.m. the 'Solong' passed the Longstone Lighthouse and altered course onto a heading of approximately 150°. The 'Solong' maintained this course, except for a slight deviation at 03.45 a.m. At 07:00 a.m., the 'Solong'’s master returned to the bridge and took over the watch as the lone watchkeeper.The visibility in the area north of the Humber light float was reported to be patchy and varying between 0.25 nautical miles (nm) and 2.0 nm. Neither the 'Solong' nor the 'Stena Immaculate' had a dedicated lookout on the bridge.At 09.47 a.m., the 'Solong' allided with the anchored 'Stena Immaculate'’s port side on a heading (HDG) of 150° and speed over the ground (SOG) of about 16 knots (kts) The able seaman Mark Pernia, one of the 'Solong'’s crew members, was reported to be in the forecastle area at the time of the allision, which breached the 'Stena Immaculate'’s No.7 port side cargo tank, releasing aviation fuel into the sea and onto the bow of the 'Solong'. The aviation fuel was ignited by the heat generated by the force of the alision, and the resulting fire ignited the contents of containers carried on board. The crews of both the 'Solong' and the 'Stena Immaculate'' took immediate action to address the evolving situation. Attempts by the 'Stena Immaculate'’s crew to fight the fire, and for the 'Solong'’s crew to locate the missing able seaman, were hampered by the severity of the fire. The tanker crew fought the fire for around 30 minutes. They had good pressure. and the Third Mate Jeffery Griffin was about to do a muster when they heard the words, forget the muster, abandon ship. The evacuation became urgent when the wind or the position of the ship changed. All the smoke came towards the accomodation block. Despite the dangerous conditions, the crew maintained their composure and moved in the most organized but urgent way. They did a quick muster at the lifeboat. The second mate did a fast head count. Everybody did exactly what they were trained to do. The captain Thomas Leaf and the second mate Peter Skerys in particular processed all the information so quickly, and formulated a gameplan. The crew’s quick thinking and training proved crucial. Before abandoning ship, they activated fire monitors to provide boundary cooling water to adjacent cargo tanks, significantly limiting the damage. Only 17,515 barrels of the cargo were lost. Both the 'Stena Immaculate' and 'Solong'’s crew abandoned to lifeboats and were subsequently recovered by the efforts of local boats and emergency responders, coordinated by the British Coastguard. Mark Pernia has not been found and is believed to have died in the accident.. An evaluation of the nature and extent of pollution from both vessels is in progress. The MAIB’s investigation into the accident is ongoing. The investigation will encompass the navigationand watch keeping practices on board both vessels; manning and fatigue management; the condition and maintenance of the vessels; the use of the offshore area as an anchorage for vessels waiting to enter the Humber Estuary; and the environmental conditions at the time. A report of the investigation will be drafted and will be distributed to key stakeholders for a 30-day consultationperiod in due course. Report with photos: https://assets.publishing.service.gov.uk/media/67ebb6a1632d0f88e8248ada/Solong-StenaImmaculate-InterimReport.pdf

Beached at Gadani 29.03.25 https://www.facebook.com/reel/638617129156290

Beached at Chittagong 02.04.25 https://www.facebook.com/photo/?fbid=122140928450471366&set=pcb.10164486994498943

The National Port System Administration (Asipona) is investigating the arrival of the' Torm Agnes' at Guaymas, loaded with millions of dollars in illegal fuel, on March 20, 2025, with documentation containing lubricants. The tanker docked in the ports of Guaymas and Ensenada to unload some of the illegal diesel it was transporting onto several tankers. Some of the tankers were seized while docked on property in Ensenada, Baja California.

The transporter bridge, which was hit by the 'Evert Prahm', now sailing as 'May B', on Jan 8, 2016, will be transported from the Saatsee shipyard across the Kiel Canal to its new destination in the communal port of Rendsburg on April 10, 2025,. The transporter bridge will be used as an open terrace and seating area for a fish snack bar at the Kiel Canal: The fundraising goal of the crowdfunding campaign by the Schleswig-Holstein municipal utility company (Stadtwerke SH) has been reached. According to the owner Martin Sick, the money will finance the transport of the transporter bridge across the Kiel Canal. The preparations for the transit are scheduled to begin early in the morning so that the pontoon can depart around 12:30 p.m., along with the transporter bridge to the site at Rendsburg's communal harbour. It will first be loaded onto a trailer by mobile cranes and then brought to the quay. From there, the ferry will then be loaded onto the pontoon for transport by a tug about two kilometers south down the canal. On the property by the canal, also owned by Martin Sick, the old landmark is to be renovated. The fish snack bar is scheduled to open by the Rendsburg Canal Cup, which takes place from Aug 8-10, at the latest. The unique vehicle celebrated its 100th birthday in 2013. It is one of the last eight similar structures in the world. Following the accident, a new transporter bridge was planned and built based on the original model. The new transporter bridge began operations in 2022. Report with photo: https://www.kn-online.de/lokales/rendsburg-eckernfoerde/alte-schwebefaehre-rendsburg-wird-zum-fisch-imbiss-transport-am-10-april-UZ5JYRFNAND75HCOI6PQOQQIQQ.html