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The 'Seven Seas Explorer arrived in Vancouver, British Colombia, on May 14, 2025, after a repositioning journey across the Pacific Ocean, during which 22 of the 666 passengers and two members of the 545 crew membersbecame victims of a gastrointestinal outbreak. The Centers for Disease Control and Prevention (CDC) received word from the ship’s medical team after the ship pulled into port. It had departed from Tokyo on April 26, with passengers beginning to fall ill to symptoms of diarrhea and vomiting. The cause of the outbreak was unknown, but norovirus was a likely cause. The affected passengers and crew members were isolated and deep cleaning procedures commenced.

Beached at Aliaga 15.05.25

An NL-Alert was issued on the morning of May 16 in connection with the large fire on the 'Trade' in the port of Amsterdam. This warning to stay out of the smoke has now been aimed at the centre of Amsterdam. The wind direction has changed and that was why a new alert has been issued. Four NL-Alerts were already issued earlier because the smoke was spreading far. Combating the fire remained a complex operation, as the ship consists of five separate cargo holds. The fire started in hold 4 and spread to hold 3. The intention was to empty the hold and extinguish the burning remains further on the quay. However, the hatches of hold 3 have become unstable due to the high temperatures. Scrap metal in that hold could thus no longer be reached and continued to burn. Soot particles have been found in areas where the smoke has passed over. The fire department advised to remove them with soapy water and not to eat vegetables from own vegetable gardens that have these particles on them. The municipality of Amsterdam reported that the priority is to limit damage and risks to the environment and to support all emergency services. The 'Pa5 Pollux' (MMSI: 244660572) and 'Jan van der Heyde 4' (MMSI: 244030134) were attending the ship from seaside. Reports with photos and video: https://www.telegraaf.nl/nieuws/1701590710/brand-op-schip-in-amsterdamse-haven-nog-niet-geblust-geen-buitensportlessen-voor-school https://www.schuttevaer.nl/nieuws/actueel/2025/05/15/veel-rook-bij-brand-op-schip-in-westelijk-havengebied-amsterdam/ https://jeugdjournaal.nl/artikel/2567495-grote-brand-op-schip-in-amsterdam-blussen-duurt-lang https://www.rtl.nl/nieuws/binnenland/artikel/5509209/schip-amsterdamse-haven-brandt-nog-steeds-vuur-twee-laadruimen https://nos.nl/artikel/2567482-blussen-grote-brand-vrachtschip-amsterdam-kan-uren-tot-dagen-duren https://tpo.nl/2025/05/16/nieuw-nl-alert-rook-van-brandend-schip-bereikt-centrum-amsterdam/

On May 15 the work to prepare for the salvage of the 'Bayesian' has resumed. It was halted after the death of a Dutch diver from Smit Salvage on May 9. The victim was probably hit by a piece of steel, possibly the boom, after an explosion while working with a cutting torch. An autopsy in a clinic in Palermo should provide clarity on this. The salvage operation is led by the British TMC Marine and carried out by Smit Salvage and Hebo Maritiemservice. Just before the work was stopped, TMC thought it would need another ten days or so for the preparatory work, including removing the boom and mast.

The Smyril Line has sold the 'Akranes' to Fred Olsen Express. The ship will be handed over to its new owner in Las Palmas on Gran Canaria in June or July. Next year, Smyril Line will take delivery of 2 newbuildings from a Chinese shipyard, one of which will replace the 'Akranes'. Until the newbuilding is delivered, the shipping company will charter the necessary replacement tonnage. Fred Olsen Express will deploy the 'Akranes', which will change its name to 'Breñas Cargo', on a route connecting La Palma with the islands of Tenerife, Gran Canaria, Fuerteventura and Lanzarote. The route is currently served by two ships that the shipping company took over from Finnlines last year, but will be expanded with the 'Breñas Cargo' once it is delivered.

The 'Marvin Faith' (IMO: 9820300) and the 'Marvin Confidence' have been arrested on Sep 28/29, 2020, in Rotterdam and were scheduled to be auctioned off. The crew had requested this because of approximately $328,000 in back wages. The auction was scheduled for Sep 24, 2021, but was canceled at short notice because an unknown amount of money had been deposited. The ships were in the same position as of May 15, 2025.

The tanker 'Isla De Bioko' (IMO: 9767235), en route from Rotterdam, being loaded with urea, was in collision with the barges towed by the tug 'Ginny Rose' on April 27, 2025 at 9.20 p.m. The collision led to one barge sinking and six others going adrift, while sailing downstream on the Mississippi River from St. Rose, Louisiana. The conditions on the river were harsh and challenging at the time of the accident. After receiving news of the collision, the Coast Guard immediately mobilized local assisting tugs, which managed to successfully recover four of the barges, but two of them became fouled in the anchor chains of the 'Red Fin' (IMO: 9607306), which had moored in pos. 29° 56' N 090° 09' W on April 22, en route from Vistino, and the 'Bulker Bee 30', which left New Orleans on May 9, en route to Veracuz, where it arrived on May 11. The section near the collision site was temporarily closed off by the Coast Guard from mile marker 108 to 111 above Head of Passes, while crews assessed whether it was safe to traverse given the sunken barge. On April 28 at 3 p.m. after the depth of the sunken barge was deemed safe for other vessels and the last two barges were recovered, the channel was reopened, albeit with restrictions. A survey conducted by the U.S. Army Corps of Engineers had confirmed the sunken barge was located approximately 75’ below the surface. An investigation has been opened into the matter, and salvage plans were being drawn up for the sunken barge. Elevated river levels remained a complicating factor for marine traffic and recovery operations. The 'Isla de Bioko' left New Orleans again on April 28 en route to Baton Rouge, where it arrived on May 1 and left the port en route to Rotterdam with an ETA as of May 23.

On May 15, the tug 'Sea 1 Ruby' (IMO: 9413444 ), which had left Bergen on May 4, has reached the 'Maersk Sana', which has been adrift in the Atlantic Ocean after an engine room explosion on April 28, approximately 354 nautical miles east of Bermuda, in pos. 33° 27' N 064° 47' W. The tug is due to tow the ship to the Bahamas, where it is expected to arrive in the last week of May. The explosion had injured three crew members one of them seriously, who remains in critical but stable condition in a U.S. hospital. Despite the explosion, the vessel has retained auxiliary power and can use its thruster for limited maneuvering. The tug was dispatched on May 4 with the aim of towing the container ship to a port of refuge in the Bahamas by the last week of May. Maersk defended its decision to use a distant tug, stating it prioritized finding the right vessel for the job rather than the nearest one. Calm weather has thus far prevented the situation from worsening, and Maersk’s monitoring teams continued to track conditions to ensure safety.

Beached at Alang 15.05.25 https://www.facebook.com/746795035/videos/g.6884293942/586753417771870

arrived Alang anchorage 15.05.25

The 'Ilse of Arran', serving on the route Kennacraig-Islay, suffered a hydraulic leak at the bow visor on May 13. As a consequence, the vessel operated to and from Port Askaig only. All other sailings were operated as scheduled. The service, however, was liable to disruption or cancellation at short notice. On May 15, the vessel operated to and from Port Askaig only, departing from Port Askaig at 07:00 a.m., 12:45 p.m. and 6:15 p.m. and from Kennacraig at 10:00 a.m. and 3:30 p.m. All other sailings were operated as timetabled.

On the late afternoon of May 15, 2025, a fire broke out on the 'Trade' in the Western Port Area of Amsterdam. The fire brigade was alerted around 5:00 p.m. because of the fire on the ship that is moored at the AST Amsterdam Scrap Terminal Vlothaven way, a recycling company that exports 'various types of iron' from the Netherlands, Belgium and Germany to Turkey. The fire brigade was present with a large number of fire engines. At around 7:40, p.m. the fire brigade issued an NL-Alert to Amsterdam residents with a smartphone in West. This NL-Alert was sent to a relatively small area. It mainly concerns residents of West, because the smoke was blowing to the area between the Sloterplas, Plesmanlaan and Westlandgracht. All the scrap from the compartment where the fire is raging is removed with cranes and extinguished on the quay. In addition, the scrap that was still in the hold was extinguished from a fire boat and from ladder trucks. At the request of the fire department, a police helicopter used cameras to look at the source of the fire. After 6:00, p.m. more smoke came from the ship, Fire engines from Zaandam, Duivendrecht and Aalsmeer have also been called in. The fire brigade's diving team has also arrived as a precaution. Furthermore, the WTS-1000 water transport system was present, a type of container that can transport a lot of extinguishing water. This allows 4000 litres of extinguishing water to be used per minute. Finally, water is taken from the IJ to extinguish the fire. Report with photo and video: https://www.at5.nl/nieuws/232522/rookwolk-door-brand-in-vrachtschip-in-westelijk-havengebied-wordt-groter

The 'Marvin Faith' and the 'Marvin Confidence' (IMO: 9820295) have been arrested on Sep 28/29, 2020, in Rotterdam and were scheduled to be auctioned off. The crew had requested this because of approximately $328,000 in back wages. The auction was scheduled for Sep 24, 2021, but was canceled at short notice because an unknown amount of money had been deposited. The ships were in the same position as of May 15, 2025.

The 'Isla De Bioko', en route from Rotterdam, being loaded with urea, was in collision with the barges towed by the tug 'Ginny Rose' on April 27, 2025 at 9.20 p.m. The collision led to one barge sinking and six others going adrift, while sailing downstream on the Mississippi River from St. Rose, Louisiana. The conditions on the river were harsh and challenging at the time of the accident. After receiving news of the collision, the Coast Guard immediately mobilized local assisting tugs, which managed to successfully recover four of the barges, but two of them became fouled in the anchor chains of the 'Red Fin' (IMO: 9607306), which had moored in pos. 29° 56' N 090° 09' W on April 22, en route from Vistino, and the 'Bulker Bee 30' (IMO: 9489986), which left New Orleans on May 9, en route to Veracuz, where it arrived on May 11. The section near the collision site was temporarily closed off by the Coast Guard from mile marker 108 to 111 above Head of Passes, while crews assessed whether it was safe to traverse given the sunken barge. On April 28 at 3 p.m. after the depth of the sunken barge was deemed safe for other vessels and the last two barges were recovered, the channel was reopened, albeit with restrictions. A survey conducted by the U.S. Army Corps of Engineers had confirmed the sunken barge was located approximately 75’ below the surface. An investigation has been opened into the matter, and salvage plans were being drawn up for the sunken barge. Elevated river levels remained a complicating factor for marine traffic and recovery operations. The 'Isla de Bioko' left New Orleans again on April 28 en route to Baton Rouge, where it arrived on May 1 and left the port en route to Rotterdam with an ETA as of May 23.

On May 15, 2025, shortly before midnight, the 'Julie' caught fire near the Remanso Bridge over the Paraguay River. The violent fire, which started n the engine room and spread rapidly, caused multiple explosions due to the presence of flammable materials on board. It completely destroyed the pusher tug, owned by the Brazilian company LHG MINING, near the Remanso Bridge over the Paraguay River. The Paraguayan Volunteer Firefighters were mobilized and managed to evacuate the ten crew members unharmed. The ship had approximately 250,000 liters of fuel in its tanks, as well as oil drums and electronic equipment. The fire was only contained during the early morning hours after extensive fighting efforts. Firefighters continued their cooling operations to prevent a possible re-ignition, given the characteristics of the remaining cargo. The vessel was recently undergoing repairs on a floating dock in Villa Hayes. The Authorities started nvestigate the cause of the fire. Reports with photo and video: https://dataportuaria.ar/nota/21606/el-remolcador-julie-fue-consumido-por-el-fuego-en-remanso-rescate-exitoso-de-su-tripulacion/ https://www.npy.com.py/noticias/nacionales/incendio-en-remolcador-del-rio-paraguay-rescatan-a-toda-la-tripulacion

En route from Myre to fish farms, the 'Borgensfjord' ran aground in pos. 66° 21' N 012° 47' E off Lurøy on May 16, 2025, at around around 8 a.m. The ship was coming from the west side of Aldra and ended in a shallow area west of Stokkvågen, south of Lurøya. According to the Central Rescue Center, there was no emergency situation, neither for the crew nor the environment.

The NGO Shipbreaking Platform has welcomed the Public prosecutor’s appeal of the Rendsburg District Court’s decision to acquit the shipowners involved in the illegal export and scrapping of the'Westerhamm'. While the ruling marked the first time in Germany that shipowners stand trial for violating environmental law through shipbreaking practices, the Court failed to hold them legally accountable, despite the judge’s own recognition of the environmental damage caused. In her oral statement, Judge Martje Heinsohn stated: “What you did was not right. You caused significant damage to the environment in order to achieve maximum profit. I can only appeal to you to give something back to the environment.” The container ship, which was operated by MSC and owned by the Rendsburg Schiffahrtskontor, sailed from Bremerhaven on Nov 2, 2016, then made stops in Gibraltar and Egypt before being beached in Alang, where was dismantled under conditions that are well documented to be highly hazardous for both workers and the environment. The export of end-of-life ships to India is illegal under the EU Waste Shipment Regulation. The Court’s decision to acquit was based on doubts about the timing of the intention to dispose the ship. The shipowners claimed that the decision to scrap the vessel was only taken when the vessel had left German waters and provided as evidence sales documents for scrapping that had been signed when the ship was in international waters. They also sought to argue that because the 'Westerhamm' was still operational when it left Germany, the ship could not be considered as waste under international and EU law, disregarding well-established jurisprudence that confirms a vessel can simultaneously be classified as both a ship and waste. Indeed, what triggers the classification as waste is the owner’s intent to dispose the asset, and because a ship is a waste that can move on its own, it remains also a ship subject to all other maritime regulations on its last voyage to the scrapping yard. The fact that the 'westerhamm' was still operational does therefore not negate its classification as waste under international and EU law. The public prosecutors have appealed the acquittal and maintained that internal communications confirming the “unconditional desire to dispose of the ship” as there was no market for its further operational use provide evidence of the intent to dispose of the ship.

On May 14, 2025,, the new Russian corvette "Merkuriy" was shadowed by the 'Echwege' as she left the Baltic Sea. Apparently, there is a connection to the ongoing negotiations on a possible ceasefire between Russia and Ukraine. The "Merkuriy" had completed a maintenance break in the Baltic Sea and is said to be on its way to the Mediterranean. The "Merkuriy" was delivered just two years ago by the Severnaya Shipyard in St. Petersburg as the first of two "Steregutchichiy"-class corvettes for the Black Sea Fleet. 12 units have been laid down since 2006 at shipyards in St. Petersburg and on the Amur River. Following the initial delivery of four units each to the Baltic Fleet and the Pacific Fleet, two new ships are now being built for the Black Sea Fleet, which is based in Sevastopol on the temporary Russian occupied Crimea. The "Merkuriy" has not yet been able to be transferred to its home port of Sevastopol, as Turkey denied the ship the passage through the Dardanelles and Bosphorus in 2024 due to Russia's war against the Ukraine. The 'Merkuriy's' passage into the Mediterranean can also be interpreted as a sign that Russia is counting on being able to pass through the Bosphorus again soon. Russia currently has several frigates and support vessels in the Mediterranean, including the Black Sea Fleet frigate "Admiral Grigorovich," which was spotted near the Syrian coast in early May. The corvette "Soobraztelniy," a sister of the "Merkuriy," is also currently in the Mediterranean off the Algerian coast along with the Russian naval tanker "Kola," which serves as a floating refueling station. The military convoy that left the Baltic Sea on May 2 was also seen in the area this week. This convoy consists of the corvette "Boikiy" and three freighters carrying military supplies for Africa. The Russian Navy's activities along German waters were shadowed by Federal Police patrol vessels. The "Eschwege" from Neustadt, originally deployed as a training ship, was also in the Baltic Sea. It had to track the "Merkuriy" in the Fehmarn Belt at high speed. The Danish and Polish navies also deployed patrol units. The "Merkuriy" passed through the German economic zone and the Fehmarn Belt without any incidents in accordance with the provisions of the 1982 Convention on the Law of the Sea. Report with photos: https://www.kn-online.de/schleswig-holstein/russische-fregatte-der-schwarzmeerflotte-auf-dem-weg-ins-mittelmeer-MSR526U7U5HKZDFPNHYZC5NIKI.html?utm_medium=Social&utm_source=Facebook&fbclid=IwY2xjawKTHb5leHRuA2FlbQIxMQABHqCurDXw_54pAunaU3kUAbeu_DkjYJo5pwLPJMnDjf8TQOQG4HN1s6hEN4m6_aem_QqRLlA1FFjlU3pma181lqw#Echobox=1747317849

The 'Myrtle Hazard (WPC 1139)' was involved in an SAR operation by the U.S. Coast Guard, with the U.S. Navy, Saipan Department of Public Safety (DPS), and civilian partners, which has been iintensified on May 15, 2025, for the 47-foot f/v 'Lucky Harvest' with two crew members on board, which has been missing since departing Alamagan Island, Commonwealth of the Northern Mariana Islands, on May 12, 2025, en route to Saipan. The search efforts have been focused west of Saipan. The 'Myrtle Hazard' was patrolling the area. The DPS Saipan boat crew searched eight hours west of Saipan Harbor, and the 'Mama Loling', a sister vessel to the 'Lucky Harvest', searched 15 hours before returning to port around midnight on May 15. Both DPS and the 'Mama Loling' crews were back out searching after daybreak. To strengthen the search, a U.S. Coast Guard HC-130 Hercules aircraft from Hawai’i and a U.S. Navy P-8 Poseidon aircraft from Japan are joining midday May 15, taking over aerial searches from the U.S. Navy MH-60 Knighthawk helicopter (HSC-25), which conducted multiple search patterns on May 14. The 'Lucky Harvest' is reportedly equipped with a VHF radio, orange life jackets, flares, an emergency beacon, fuel, and provisions. Current weather: east winds 10 to 15 knots, gusts to 20 knots, seas 4 to 6 feet. Urgent Marine Information Broadcasts and SafetyNet alerts are active. Have information related to the case? Please contact our Joint Rescue Sub-Center Guam team at (671) 355-4826.

On May 15, 2025, the Australian Transport Safety Bureau has issued formal recommendations to three government agencies and a salvage operator with the release of its final report into the near grounding of the 'Portland Bay', now sailing as 'Scotland Bay', near Sydney in July 2022. The ship had been berthed at Port Kembla on July 3, when deteriorating adverse weather made it unsafe for it to remain in port, and the harbour master and ship’s master decided that the ship should sail and remain at sea until the weather improved. After leaving Port Kembla, the ship remained much closer to the coast than the 50 nautical miles prescribed by the ship’s procedures. Early on July 4, while drifting and slowly steaming just 12 miles from the coast, the main engine developed mechanical problems, and the ship began to drift toward the rocky coast, Delays with the ship’s master initially reporting the incident were then compounded when NSW authorities did not immediately pass on the information to the AMSA. It was only after several emergency broadcasts and a radio plea for assistance that a harbour tug was dispatched, which arrived nearly five hours after the ship was first disabled. By the time that tug, which did not have an operational towing winch or a suitable towline, arrived, Portland Bay’s master had made emergency use of both anchors one mile off the rocky shoreline of Royal National Park. The anchors reduced the ship’s progress towards the coast until two more harbour tugs arrived, about five hours after it was anchored. In the following hours, these tugs began towing the ship away from the coast, but some time later, the towline of one of the tugs failed and the 'Portland Bay' again began drifting towards the shore, now off Cronulla. The ship’s master was forced for a second time to deploy both anchors. Even with both anchors deployed and one tug connected, the ship did not hold its position and it continued to slowly move towards the coastline overnight. A key factor in the prolonged exposure of the ship and its crew to stranding, was the extensive delay in tasking the state’s nominated ocean-going emergency tug 'Svitzer Glenrock'. The Port Authority of NSW had assumed control to lead the response, with AMSA and NSW Maritime as support agencies. The initial request to AMSA for the 'Svitzer Glenrock' to be activated was made around midday on July 4 by the Port Authority, but was lost between the two agencies’ incident control rooms and was not followed up for many hours. It was not until after the towing attempt had failed and a further two requests were made that AMSA tasked the 'Svitzer Glenrock', almost 13 hours after the emergency began. Around 30 hours after the 'Portland Bay’s master had reported its disablement, the 'Svitzer Glenrock 'arrived after a voyage of 90 nautical miles from Newcastle in very rough weather. More than 48 hours after the emergency developed, the ship was towed into Port Botany for refuge and repairs by the ETV with harbour tugs. The ATSB’s investigation identified 8 safety issues associated with the emergency response, highlighting confusion and inefficient coordination between the multiple agencies involved. The report notes the NSW and Australian national plan for managing maritime emergencies are designed to provide the best available actions in managing risks along Australia’s e coastline. The AMSA and the Port Authority of NSW had not effectively implemented their respective procedures to comply with these plans, and NSW Maritime, the statutory agency responsible for ensuring the state was prepared to respond to this type of incident, had not effectively met this obligation. While the first responding tug crew have been praised for their efforts in what were very challenging weather and operational conditions, the three harbour tugs that were initially deployed to manage this emergency were not properly equipped, and ultimately were always going to be incapable of effectively towing the ship in the rough, open seas even though at 15,500 tonnes, it was less than half the weight had it been fully laden with cargo. Several safety actions were taken by AMSA and the ship’s management company, which have been detailed in the final report. Eight safety issues identified by the investigation have not yet been addressed to the ATSB Commission’s satisfaction, which is why we have made safety recommendations to four organisations, calling for additional action to be taken. To AMSA, the ATSB has recommended the agency takes further action, or completes proposed safety action, to address the following (summarised) inter-related safety issues: - AMSA’s procedures supporting the National Plan had not been effectively implemented. - Inadequate coordination on AMSA’s part resulted from not having the required understanding of its central role in the emergency due to direct control of national emergency towage assets and powers of intervention. - AMSA had not effectively met its obligation as the manager of the National Plan to ensure it was adequately prepared to respond to such incidents. - AMSA’s process to issue directions under powers of intervention was inefficient with excessive time taken to issue them to allow the ship refuge in port. The ATSB has recommended the Port Authority of NSW takes action to address the following (summarised) safety issues: - The Port Authority’s procedures to comply with the NSW Plan and its operating licence were not effectively implemented. - The Port Authority’s response coordination was impacted by an incorrect understanding of its responsibilities under its operating licence and relevant state plans. To NSW Maritime, the ATSB has recommended the agency take action to address the finding that: - NSW Maritime had not effectively met its legislative obligation to ensure that New South Wales was prepared to respond to an incident in accordance with the state’s plan. To United Salvage, the ATSB has recommended the organisation: - takes safety action to ensure its capabilities and limitations to provide professional salvage services are made clearly known to the master, owners and managers of the ship to be salved under a salvage agreement. The ATSB will continue to monitor for action taken by the responsible organisations in addressing these recommendations. Full report: https://www.atsb.gov.au/publications/investigation_reports/2022/mair/mo-2022-006