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

The captain, the first and the second mate of the 'Eems Warrior' have been found responsible for the allisions with both the Botlek Bridge and the Spijkenisser Bridge on Dec 18, 2024, according the Disciplinary Board for Shipping. Due to various circumstances, including the fact that one of them was sent to the front in Ukraine, they got away with a fine or a reprimand. The ship was on its way to pick up a pontoon from Eemshaven in 's-Gravendeel. Before passing the piers at Hoek van Holland, the captain entered the wheelhouse to take over the watch from the first mate. He took over the watch again a little later because the captain had to go to the toilet. When passing the Botlek Bridge and the Spijkenisser Bridge, which were both closed, the bottom of the bridge was hit by the navigation mast of the 'Eems Warrior'. When this happened for the second time, the captain was back in the wheelhouse. The ILT inspector on duty filed a complaint against the captain and first mate for their involvement in the incidents. A complaint was filed against the second mate because he had drawn up the voyage plan. The third mate was accused of not having stated in the voyage plan that the bridges had to be open for a successful passage. The captain was accused of having approved this plan. According to the inspector, all three of them dropped stitches, including not knowing what the air draft of the 'Eems Warrior' was and not being aware of the clearance height of both bridges when closed. The three had nothing to say against the ILT inspector's view of the case. Almost all objections against them were therefore acknowledged by the Disciplinary Board for Shipping, with a few exceptions. For exampl it was up to the captain, who knew the shipping route, to inform the first mate about opening the bridges. It was not up to the mate to ask the captain in the situation where the latter had to go to the toilet. No measure has been imposed on the captain, because he has already paid a fine of over 600 euros proposed by the Public Prosecution Service. According to the ILT inspector, the Disciplinary Board did not need to demand another measure. The board itself had a different opinion on this, because the purpose of a case before the board is different from a criminal case: punishment versus quality control. However, no measure was imposed, mainly because the ILT inspector did not demand anything and because the captain ‘had been led to expect that the prosecution by the Disciplinary Board would not lead to the imposition of a measure.’ The first mate is given a fine of 200 euros, which was lower than the inspector demanded. This was partly due to the fact that he has returned home due to family circumstances and that he has no income. Due to the allisions with the bridges, his contract with the shipping company has not been extended. The second mate has failed in his responsibilities, the Disciplinary Board for Shipping judged. In his case, personal circumstances were plaiying a role in not giving him a fine. He is now a soldier at the Ukrainian front, he has a very low income and it is also plausible in his case that his contract has not been extended due to the allisions. That is why only he receives a reprimand.

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

The 'Berlin' allided with the lock head in Wilhelmshaven, between the two chambers of the 4th entrance on the evening of June 15, 2025, causing significant damage. The ship had left its berth at the repair pier in the North Harbor at 7:10 p.m. and, assisted by three tugs, was supposed to enter the west chamber to exit the lock. The accident occurred shortly before 8 p.m. The "Berlin" initially returned to its previous berth. No one was injured. However, the wheelhouse for the measuring station in the North Harbour was completely destroyed. The lock subsequently had to be closed because it was unclear whether there was debris on the bottom near the rail on which the sliding gate is moved. Divers from the Jade Divers were mobilized on the morning of Jue 16 to search the area. By the afternoon, all fallen stones from the bottom of the lock entrance could be recovered, and the Waterways and Shipping Authority (WSA) Weser-Jade-North Sea in Wilhelmshaven could reopen the west chamber again. The only visible dent on the starboard side of the "Berlin" was below the crest on the bow. There were neither structural damages nor technical malfunctions on board, meaning the vessel was able to begin its planned training program at sea on June 1 The WSA has now appointed am expert to make suggestions for safety measures for the collapsed building before the remains can be demolished. A container was set up at the lock head as a control center. According to the Weser-Jade-North Sea Waterways and Shipping Authority, an investigation was underway to determine whether the house needs to be completely replaced. Reports with photos: https://www.nwzonline.de/wilhelmshaven/havarie-in-wilhelmshaven-schleusenhaupt-nach-kollision-mit-marine-schiff-beschaedigt_a_4,2,1000413070.html https://www.ndr.de/nachrichten/niedersachsen/oldenburg_ostfriesland/marine-schiff-rammt-schleusen-haus-abriss-droht,seeschleuse-100.htmls

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