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On April 30, 2024, the 'Thomas Rennie' hit the Billy Bishop airport near the runway. Documents obtained under Freedom of Information were revealing the captain was piloting the vessel so poorly he was relieved of command by his crew. The ferry was out of commission for 61 days following the incident for repairs which cost $500,000. Toronto Harbour was cloaked in fog on April 30 at 10.20 p.m, when the ferry left the Jack Layton terminal, destined for Hanlan’s Point with six passengers and 11 crew members on board. Additional lookouts had been posted on the vessel, due to reduced visibility. 15 minutes later, after breaching the marine exclusion zone meant to keep planes from hitting boats in the harbour, the ship allided with airport property. The accident and how it seems to have been handled, pointed to problems at the city with collecting and reporting information related to ferry accidents, both internally and in communications with other agencies and the public. The accident at the airport went unreported to the public. As late as Sep 2024, PortsToronto did not receive notice of the incident or a report from TSB (Transportation Safety Board), and were not notified by the City of Toronto of the incident. The operator of the ferry is required to report incidents to the TSB. The documents revealed that Captain Saqib Irfan may have been having trouble navigating in the fog earlier that night. About an hour before the accident at the airport, on a trip to Centre Island, he mistakenly steered the vessel towards the Toronto Island Marina, according to a report filed by eyewitness Christopher Fernandes, the second-in-command that night. The Toronto Island Marina is in a bay to the east of the ferry docks on Centre Island. It is not equipped to handle vessels the size of the Rennie. The ship would have run aground at the marina. On a separate trip to Hanlan’s Point about an hour later, Irfan accidentally steered the ferry into the marine exclusion zone (MEZ) around the airport, a fact confirmed by Fernandes and Irfan in their incident reports to the city. The airport was not in operation when the 'Thomas Rennie' entered the MEZ. Irfan reported that he struck the seaplane ramp at the airport. His mate Fernandes said in his incident report that the ship struck the airport runway and then ran aground near Mugg’s Island. The investigation by the TSB, based on GPS data, reported that the ferry hit a point roughly to the northeast of the airport runway, not near the seaplane ramp. E-mail exchanges between city officials reveal managers trying to figure out exactly what happened the day after the accident, which former waterfront parks manager James Dann had initially described in internal communications as a hard docking. Irfan said in his report that the fog was so heavy, visibility was zero and he couldn’t see navigational lights or get a clear picture on radar, causing him to drift towards the seaplane ramp. He included in his report a picture of the CN Tower that night, obscured by dense fog except for the main pod and antenna. In his report to the city, Fernandes said that Irfan “struck the airport runaway (sic),” and then “headed for the marina at Mugg Island on the other side of Hanlan Point". “When I repeatedly asked (Irfan) to give me command since he was grounding the vessel, he refused until the vessel was aground 5-10 feet from the eastern part of the wall at Muggs Island approaching the marina. Finally after…other crew strongly recommended to give me the control and take us back safely, Capt. Irfan agreed to give me command of the vessel to take her back to JLFT. After taking command, I slowly pulled the vessel out from being aground … I had to do it meticulously because of the damage done to the vessel. The vessel was then brought back at reduced speed.” Fernandes wrote in his report he docked the vessel just after 11 p.m. Irfan’s report makes no mention of grounding at Mugg’s or Fernandes taking over. A string of e-mails between city officials reveals yet another possible scenario for what happened that night — that the ferry hit some rocks near the airport — an explanation that is not supported by witness reports, but was proposed as an explanation to media enquiring about the accident.

The 'Seabourn Venture', which sailed from Ushuaia on Febn 11, 2025, has been forced to revise its itinerary due to unexpected problems with its stabilizer system, which has been deemed inoperable by Seabourn’s technical team. Despite the ship's inherent seaworthiness, the stabilizer malfunction has necessitated a significant change in the planned route. The ship will no longer call at South Georgia and will now dedicate ten days to what Seabourn is calling the "Seabourn Antarctic Experience," with five additional days spent exploring the Antarctic Peninsula and two days added to the Falkland Islands portion of the voyage. The extended time in Antarctica will provide greater flexibility for exploration, including the possibility of venturing south of the Antarctic Circle. The Fleet Operations Centerwas planning a route for the smoothest possible sailing. This might involve additional schedule modifications to optimize the Drake Passage crossing. To compensate guests for the inconvenience and itinerary change, Seabourn was offering a $1,000 refundable onboard credit. In addition, passengers will receive a Future Cruise Credit equivalent to 25% of their paid cruise fare, applicable to both cruise fares and non-cruise fare items like pre- and post-cruise packages.

On Feb 17, 2025, shortly after 08:00 a.m. the 'Noord' , en route from Amsterdam, slammed into high voltage cables while transiting the Amsterdam-Rhine-Canal at canal kilometre 3 near Diemen, At least two cables ended up in the water. They were also lying over a number of trees and a cycle path. A third cable was damaged, but was still hanging. Emergency services arrived on site and cordoned off the area. The traffic posts in Schellingwoude and Wijk bij Duurstede kept shipping informed of the situation. The traffic on the Amsterdam-Rhine Canal was disrupted between the Oranje Lock near Amsterdam and Wijk near Duurstede, some fifty kilometres away, at 8.18 a.m. There were about 50 ships waiting to continue their voyage as of 1 p.m. The 'Noord' was moored in pos. 52° 20' N 005° 00' E. Grid operator Tennet immediately started repairing the two damaged cables, which normally carry 115,000 volts, but lose their voltage when they break. Grid operator TenneT is on site to repair the cables. The power has been switched off, so the area was not experiencing a power outage. The waterway was fully reopened to shipping around 4:45 p.m. It is possible that part of the canal will be closed again at a later time for repair of the cables. The cause of the allision is being investigated. It is still unclear why the crane on the ship was positioned so high that the cables could be hit. Whether that is necessary and when it should happen is still unclear. Reports with photo and video: https://www.noordhollandsdagblad.nl/regio/gooi/amsterdam-rijnkanaal-weer-vrij-voor-scheepvaart-na-hoogspanningskabels-in-water-bij-botsing-update/41488218.html https://www.parool.nl/amsterdam/amsterdam-rijnkanaal-weer-vrij-voor-scheepvaart-nadat-kraanschip-tegen-hoogspanningskabel-voer~baf184e5/ https://www.rtvutrecht.nl/nieuws/3855294/amsterdam-rijnkanaal-weer-vrij-voor-scheepvaart-na-dag-te-zijn-gestremd

The 'KMS Terramare', which was stranded at Newgale Beach on Jan 14, was successfully refloated on the evening of Jan 15. The St Davids Lifeboat was called out at 7:59 p.m. to provide salvage pumps and escort the vessel towards Milford Haven. Despite assistance from the Angle RNLI and local Coastguard teams, the attempt to enter the Port of Milford Haven was denied, forcing it to return towards Broad Haven, where it was anchored. The St Davids Lifeboat returned to station at 4:10 a.m. However, the lifeboats were called out for a third time at 10:35 a.m. to assist the 'KMS Terramare', which was intentionally beached on the morning of Jan 15 on the outgoing tide. Pollution experts were on alert as concerns mount over potential environmental risks. instead anchoring off Broad Haven. On Jan 17, with additional salvage pumps, the vessel finally made it to Pembroke Dock under the supervision of a tug and with no further need for lifeboat support. The ship was conducting operations on behalf of Vodafone, surveying subsea cables to connect high-speed fibre optic services from Ireland to Brawdy Business Park. Vodafone confirmed the vessel was managed by a licensed subcontractor. Reports with photos: https://rnli.org/news-and-media/2025/january/17/multi-rnli-assistance-for-stricken-survey-vessel https://pembrokeshire-herald.com/105190/stricken-vessel-now-off-broad-haven-as-pollution-experts-stand-by/ https://www.westerntelegraph.co.uk/news/24862289.st-davids-angle-lifeboats-launched-newgale-survey-boat/ https://www.shipspotting.com/photos/3799701?navList=gallery&category=39&page=1&viewType=normal&sortBy=newest https://www.shipspotting.com/photos/3809009?navList=gallery&category=39&page=1&viewType=normal&sortBy=newest

On Feb 12 a a cayuco sent a distress call to 112 in El Hierro. The SAR helicopter Helimer 204 and helicopters of the GuardiaCivil were mobilized to the position and and located the boat ten nautical miles southwest of La Restinga. The 'Salvamar Adhara' rescued the 73 people on board, among them four women, and transferred them to the port, where they were being treated by health and security services. Report with photo: https://x.com/salvamentogob/status/1891485454530212200

The 'Normandie' will be renamed “Massilia” when Brittany Ferries effectively hands it over to La Meridionale in April 2025, when the ferry “Guillaume de Normandie” will join the Portsmouth-Caen line. A few days ago the ship passed through Las Palmas de Gran Canaria on its delivery trip and is on its way to Astander, where it will arrive on Feb 18 and receive the last details before its next incorporation. From June, the “Massilia” will replace the ferry “Pelagos” on the Marseille-Tangier line. This ship has been sold to the Egyptian company UME.

A legal case was filed in the High Court in Honiara, Soloman Islands, on Jan 31, 2025, over the oil spill caused by the 'Solomon Trader' on Feb 5, 2019, when the ship, which was carrying 700 tonnes of oil, broke loose during a cyclone and ran aground on Kongobainiu Reef. Local landowners and the Soloman Islands Government were taking international companies to court, seeking compensation for the damage caused. The ship, which was loading bauxite from a nearby mine, spilt oil into the water, causing severe harm to marine life into the water, causing severe harm to marine life and the environment. The spill affected local villages, including Matanga, Vangu, Lavangu, and Kangava, forcing them to depend on food deliveries from the capital, Honiara. The ship’s owners, the bauxite mining company, and their insurers are being held responsible in court by the affected parties, including local landowners and the Soloman Islands Government, who are demanding compensation for the long-lasting damage. The case is being led by William Kadi from Primo Afeau Legal Services (PALS) alongside international lawyers John Ridgway and Dirk Heinz from the Pacific Legal Network. Local lawyers Harj Narulla and Frank Clarke represent the affected landowners. Defendants include two insurance companies: MS Amlin Marine NV from the Netherlands and Korea P&I Club, which is connected to the South Korean government.

The 'Armada 78 06' left Port Louis on Feb 8, 2025, headed towards the Southern Ocean MH370 search zone, with an estimated arrival of Feb 23. Having conducted operations near Mauritius, it was now on the move to the search area where the missing Boeing 777 is believed to have crashed. Late in 2024 the Malaysian government had reached an agreement in principle with the operator Ocean Infinity to conduct a new “no find, no fee” underwater survey. The final contract between Ocean Infinity and the Malaysian government is still being finalized. Details regarding the financial terms and operational specifics are expected to be released once the agreement is formally concluded. It is speculated that Ocean Infinity may possibly commence the search ahead of the contract finalization. An official confirmation from Ocean Infinity or the Malaysian government the search is underway has not yet been made. The proposed search area is approximately 15,000 square kilometers. This area is newly defined, based on refined analysis and expert opinions regarding the possible crash location of MH370. The new search area will take in locations proposed by three research groups, the MH370-Caption team, headed by Captain Patrick Blelley and Jean Luc Marchand; the Independent Group, and Richard Godfrey’s WSPR analysis team. Additionally, a number of research groups have contributed expertise and input to Ocean Infinity. The new search broadens the region under investigation beyond the ‘seventh arc’ where previous searches were focused. The search is anticipated to take place between Jan and April 2025 to take advantage of favourable weather conditions in the Southern Hemisphere. Flight MH370 vanished on March 8, 2014, en route from Kuala Lumpur to Beijing with 239 people on board. Extensive international search efforts covering hundreds of thousands of square kilometres have been conducted, but the main wreckage of the Boeing 777 has never been found. However, advancements in technology and oceanographic analysis have led to the identification of this new search area. The advancements, coupled with data from recovered debris, offers a renewed opportunity to find the wreckage.

The SUST has published two reports on accidents of the 'Sabina', actually sailing as 'Tango Rio'. The reports were technically ready by the end of 2023, but have only now been authorised for publication. On June 26, 2015, a crew member fell three metres through a broken hatch in Constanta and was seriously injured. The accident was not reported to the SUST, which only discovered it as part of the investigation into the second incident. Just four months later, the "Sabina" was on its way from Denmark to Finland when it ran aground shortly before midnight off the island of Bornholm and was damaged. The SUST discovered that none of the 12 Ukrainian and Russian crew members were present on the bridge during the accident. The 2nd officer was on duty alone, contrary to regulations. He first fell asleep on the bridge. The SUST discovered this by detecting snoring on the voice recorder. When he woke up a few minutes later and wanted to get painkillers from his cabin, he collapsed and lay unconscious on the floor. No one noticed immediately, because the safety system, that should have triggered an alarm in case of inactivity on the bridge, had not been activated, in violation of protocols. The pilot from another ship noticed that the 'Sabina' was not changing course to the northeast as planned, but was heading straight for the island. He then alerted the Danish authorities. However, neither the ship's radio nor the telephone were responding. Eventually, a lifeboat was sent from Bornholm. The volunteers on board hit the hull of the 'Sabina' with an axe and bolt cutters, sounded their siren and illuminated the deck with searchlights. In this way, they managed to wake the sleeping crew. The captain was able to manoeuvre at the last minute to prevent the ship running aground at Rønne, however, the ship grazed the bottom, causing damage to the hull, rudder and propeller. The SUST concluded that the accident was directly due to multiple erroneous decisions made on board the ship: - Lack of personnel for the watch. - Excessive fatigue. - Failure to respect rest periods. - Failure to activate several safety systems. Such conditions were apparently commonplace on the 'Sabina'. The accident investigators therefore did not look favourably on the Swiss Maritime Navigation Office (SMNO), which had subjected the ship to an inspection a few days before the accident – ​​the first since it was put into service in 2000. The SMNO is part of the Federal Department of Foreign Affairs (FDFA) and is responsible for the technical monitoring and safety of navigation on the high seas. The SMNO should therefore also have sanctioned such violations. The SUST investigation revealed that this was not the case. The Sust clearly states that the Maritime Navigation Office gave in to pressure from the Federal Office for National Economic Supply "and refrained from imposing sanctions on shipping companies that violated the rules". The investigation also revealed that the SSA was dramatically understaffed. A single inspector was in charge of all Swiss ships on the high seas. Since his appointment in 2006, he had been the sole and de facto SSA officer, 365 days a year and 24 hours a day, free of charge, and was primarily available to Swiss shipping companies to provide them with information and assistance. The management of the SSA Office had repeatedly requested reinforcements from the Directorate of Public International Law, which is superior to it, but in vain. The SSA had outsourced a large part of its monitoring tasks to private classification societies, without ever checking whether they were fulfilling their mission properly. And when the SSA employee carried out inspections himself, these were too rare – approximately every 16 years on average – and too superficial. The SUST describes an inefficient and complacent supervisory authority, seeking more to maintain a good relationship with shipping companies than to ensure safety. The report states: "The statements made to the SUST by various employees of the Maritime Navigation Office in the context of the investigation give the impression that there was an environment within the SSA, as a supervisory authority, marked by a lack of awareness of its own role, its rights and its tasks as a supervisory authority, by uncritical trust and by a certain reluctance to enter into conflict, as well as by a good understanding with the regulated parties." The only inspector of the SSA thus told the investigators that he did not see his role as that of a "policeman", but rather as an advisor helping companies to pass through international port controls without incident. Faced with these serious shortcomings, the SUST expressed in its report a marked astonishment at the management of the Office and the lack of action by the federal authorities. In conclusion, it issued a record number of recommendations and security measures to the SSA to prevent such a malfunction from happening again. Report with photo: https://www.watson.ch/fr/suisse/accident/358068718-revelations-sur-le-naufrage-d-un-cargo-suisse-evite-de-justesse

Divers from the Baltic branch of the Marine Rescue Service have sealed two of the three holes in the stern of the 'Koala'. Work was underway to seal the third and final one. The divers were expected finish the sealing of all damage to the hull from the outside by the evening of Feb 17, after which they may begin pumping water out of the cargo pump shaft on the starboard side to provide access to the interior for specialists to work. The engine room, where explosions were heard beforehand, has not yet been inspected. Three aft fresh water tanks were previously pumped out. At the same time, the fuel oil was being heated for pumping out, with steam being supplied from the shore. At the moment, no fuel oil has been detected in the water. Several versions of what happened are being considered, including sabotage with limpet mines. Report with photo: https://en.topwar.ru/259584-dve-iz-treh-vodolazy-prodolzhajut-zadelyvat-proboiny-v-bortu-zatonuvshego-v-portu-ust-lugi-tankera-koala.html

Two of the onboard cranes of the 'Dynamic Striker' have collapsed on the high seas, while the ship was sailing in the Mediterranean, en route from Terneuzen, where it had sailed on Jan 18 and arrived at Carteya Guadarranque on Jan 29. The ship entered the port of Algeciras on Jan 31, where repairs of the damaged cranes have commenced. The ship remained stationary at the Total Terminal International Algeciras as of Feb 18. Photo: https://www.shipspotting.com/photos/3806873?navList=gallery&category=39&page=1&viewType=normal&sortBy=newest

The Canadian Coast Guard was marshaling rescouirces, while teams were beginning surveys of the 'MSC Baltic III'. The efforts are coordinating with the owners of the vessel and a hired salvage contractor, but were hampered by a snowstorm and blizzard-like conditions on Feb 15. On Feb 17, a salvage crew out of the USA that flew to the area, managed to get aboard the 'MSC Baltic III' to assess the damage to the vessel in order to provide a plan to Transport Canada about what they think they can do with the vessel. The waters were calm enough for the crew to get alongside the ship and get up the side to board it for the initial inspection. The plan could also entail removing some of the containers aboard to make the vessel lighter. Of the 473 containers on the ship, 283 were empty. Those that do have cargo contain things like beans, peas, wood products and vehicles or vehicle parts. Three containers were ripped open in the incident, but all three were empty. There was an emergency generator running on the ship for the time being, but there will be an assessment of the hull to determine if there is damage before any attempts are made to restart the engines. The offshore service vessel 'Avalon Sea' (IMO: 9744506) was en route to assist. Others may also be involved in the efforts to move the MSC Baltic III out of Cedar Cove. There were representatives from Environment Canada now in the area to assess any environmental sensitivities and to help with weather forecasting. Winds turned from inshore to offshore overnight on Feb 17 and into Feb 18, making conditions once again challenging for accessing the ship. MSC has activated an arrangement with the Eastern Canada Response Corporation, a company in Newfoundland and Labrador that has booms and skimmers that can handle oil spill contamination if needed. The Royal Canadian Air Force Captain Matthew Cox, who was one of the pilots of the rescue helicopter, stated that the rescue of the crew was among the “trickiest maneuvering” of his career, calling it “one of the most challenging things I’ve done as a pilot.” Cox and the team were able to hoist all 20 crew members from the ship during the storm. Four of them were in need of medical assistance but were stable when they got them ashore. The CCGS 'Henry Larsen', which stood by during the rescue, is remaining in Corner Brook to facilitate operations. The CCGS 'Jean Goodwill' has loaded equipment in Canso, Nova Scotia, and is now in Charlottetown, Price Edward Island on her way to the scene. A third vessel, the CCGS 'Ann Harvey', was on SAR patrol in the area as well. In the area was a wind warning with speeds of up to 120 km/h. The winds appeared to have calmed by later Feb 17, but the air temperature remained below freezing, and therewere continuing snow showers. The weather was predicted to moderate midweek. The ship, which was hard aground at the bow on jaged rocks and covered with ice, but with its stern still floating, was showing bendings amidships with the metal being warped mid ship under the S of her MSC markings. Reports with photos: https://maritime-executive.com/article/photos-salvage-teams-seeking-options-for-grounded-msc-boxship https://scontent-fra5-2.xx.fbcdn.net/v/t39.30808-6/480255095_9335593249888854_9127595223517738552_n.jpg?_nc_cat=109&ccb=1-7&_nc_sid=bd9a62&_nc_ohc=nxYayfuz2IQQ7kNvgFNxmp2&_nc_oc=AdiZvxnt6KmYpn0KGh_4WvHURflLBo475x-gWfn3KsJbZvMAyKzL6S9_qNW4eV-Dexk&_nc_zt=23&_nc_ht=scontent-fra5-2.xx&_nc_gid=A904_hrwTCZ7aG28FftP-0i&oh=00_AYDYDRI9_ot2zAd-TXRpLpt52rRnb_EY95UjKxib0tblUg&oe=67BA06BF https://www.saltwire.com/newfoundland-labrador/msc-baltic-iii-salvage-difficult-in-nl

On Feb 14, 2025, the 'Seabreeze II' was detained in Trabzon with 17 deficiencies: 1) Certificate & Doc - International Air Pollution Prevention Certificate Missing 2) Certificate & Doc - International Ballast Water Management Certificate Missing 3) Certificate & Doc - Log-books/Compulsory entries Not as required 4) Life saving Appliances - Rescue boats Not properly maintained 5) Life saving Appliances - Inflatable liferafts Not as required 6) Life saving Appliances - Rigid liferafts Not as required 7) Life saving Appliances - Lifeboats inventory Inoperative 8)) Living and working - Gangway, accommodation ladder Not as required 9) Water/Weathertight - Freeboard marks Not as required 10) Fire safety - Fire doors/openings in fire resisting division Not as required 11) Emergency systems - Emergency lighting, battieries and switches Not as required 12) Pollution Prevention - Ballast Water Record Book Not as required 13) Safety of navigation - Voyage or passage plan Inoperative 14) Safety of navigation - Voyage data recorder Not as required 15) Radio communications - Operation of GMDSS equipment Not as required 16) Structural conditions - Decks - Corrosion Corroded 17) ISM - Ism certificate Not as required The vessel was released again on Feb 15 and left the port en route to Rostov-On-Don. https://www.facebook.com/profile.php?id=100063576908591

On FEb 14,, 2025, Captain Sam Farrow, master of the 'Scot Carrier' at the time of the collision with the 'Karin Høj' on Dec 13, 2021, received an eight-month jail term suspended for a year at Southampton Crown Court. which had resulted in the death of two crew members. The case against the master was that he had not taken safety action despite being aware that his 2nd officer, a 33 year old male, was failing to meet his duties as officer-of-the-watch on the bridge. Ahead of the accident, was alone and had consumed alcohol while chatting to people online on his tablet computer. Navigation alarms were switched off, and he was unaware of th collision damage. Farrow pleaded guilty to failing to operate a ship in accordance with the safety management system. The MCA’s case against Intrada, the in-house manager of UK shipping company Scotline, was that it had previously been made aware of officers-of-the-watch undertaking their duty alone on some of its ships — against regulations and guidance — but had failed to take preventative action. Intrada was found guilty after a four-week trial of failing to operate a ship safely. In June 2022, the 2nd officer was jailed for 18 months in Denmark, having been found guilty of involuntary manslaughter after admitting to drinking on the bridge. He was banned from entering Denmark for 12 years, and his licence to operate vessels in Danish waters was revoked.A report by the Marine Accident Investigation Branch (MAIB) had found the Scot Carrier’s watchkeeper changed course without determining that it was safe to do so. Neither watchkeeper on the two vessels reacted to the developing situation or took action in time to prevent a collision.

The 'Lambousa II' was scuttled at the Oroklini marine protected area on Feb 15, 2025, on a water depth of 20 meters, to enrich the site with artificial reeds, being the third ship to be sunk in the area in the last five years, as she heralded the benefits of this practice in increasing fish stocks, as well as opportunities for diving and environmental awareness. The area was established as a marine protected area in 2020. The Agriculture ministry will continue to consistently implement the protection and sustainable management of marine resources and in collaboration with all stakeholders will work to ensure that the protection of the marine environment is combined with opportunities for development and sustainable utilisation. The marine protected area of Oroklini has limited natural reefs and its gradual enhancement contributes to the creation of more spaces for development, feeding and protection for marine life and to the increase of fish stocks. About five years ago, and at a distance of approximately 500 metres, in collaboration with the Larnaca Tourism Development and Promotion Company, the city’s Chamber of Commerce, and other entities, the 'Elpida' was scuttled at a depth of 30 metres and the 'Lef 1' at a depth of 14 meters. The 'Lambousa II' was granted to the fisheries department and marine research to be used as an artificial reef. It was built in Romania in 1995, and in 2003 it was included in the Cypriot ship registry. Reports with photo and video: https://enalios.com.cy/%CF%80%CE%BF%CE%BD%CF%84%CE%AF%CF%83%CF%84%CE%B7%CE%BA%CE%B5-%CE%BA%CE%B1%CE%B9-%CF%84%CE%BF-lambousa-ii-%CF%83%CF%84%CE%BF%CE%BD-%CF%84%CE%B5%CF%87%CE%BD%CE%B7%CF%84%CF%8C-%CF%8D%CF%86%CE%B1%CE%BB%CE%BF-%CE%BB%CE%AC%CF%81%CE%BD%CE%B1%CE%BA%CE%B1%CF%82-%CE%B2%CE%AF%CE%BD%CF%84%CE%B5%CE%BF-%CE%BA%CE%B1%CE%B9-%CE%B5%CE%B9%CE%BA%CF%8C%CE%BD%CE%B5%CF%82/ https://cyprus-mail.com/2025/02/15/ship-sank-to-create-natural-reef-off-larnaca-coast https://www.youtube.com/watch?v=8IPOaxO9WAA&embeds_referring_euri=https%3A%2F%2Fcna.org.cy%2F&source_ve_path=MjM4NTE https://www.youtube.com/watch?v=Ypp74EuiBoc

The 'Stefania' will be auctioned on March 27, 2025, in La Ciotat. The ship, owned by a wealthy Belarusian involved in a money laundering case, is estimated at between 10 and 12 million euros. Built in Monaco in 2021, the yacht received a prestigious award for its design before being seized as part of an international investigation. The ship was confiscated near Genoa, before being transferred to the shipyards of La Ciotat. Initially planned two years ago, its sale was postponed to allow for work. This is the largest seizure ever carried out by AGRASC, the agency responsible for managing assets seized by the courts. The agency thus assures buyers of a "serene" acquisition. The proceeds of the sale will be fully donated to the State budget.

Monitoring of the 'An Yang 2' wa scontinued around the clock on the instructions of Governor Valery Limarenko. Specialists from the Marine Rescue Service were on duty at the site constantly, Water samples confirmed that there was no pollution as of Feb 13. The inspection of the vessel will continue depending on weather conditions. Valery Limarenko held a meeting with representatives of the region's leading media n Yuzhno-Sakhalinsk. The authorities promptly installed booms to prevent the spill of oil products. The ship owner has to make a decision whether to refloat the vessel with tug assistance and take it for repairs or abandon it on site and dispose of it. The authoorities were insisting on draining the fuel, an amount of 700 tons of fuel oil and 50 or 60 tons of diesel fuel. Reports with photos: https://paluba.media/news/187781 https://paluba.media/news/187674

The 'Tranøy', serving on the route Bognes–Lødingen, suffered a Technical fault on the passenger lift on Feb 17, 2025. The damage was expected to be repaired during Feb 18. As there was no opportunity to sit on the car deck during the crossing, the operator Torghatten Nord asked passengers who need a passenger lift to use departures with the ferry 'Barøy' instead.

On Feb 15, the SS 'United States' has started her final journey, leaving her long-time dock in Philadelphia.After nearly three decades at Pier 82, the ship was moved in preparation for a 14-day tow to Mobile, Alabama, where she will undergo environmental remediation before being sunk as an artificial reef off Destin-Fort Walton Beach, Tugs carried out the complex manoeuvre, timing the movement with the midday high tide on the Delaware River.The ship’s stern was first pulled across the slipway, followed by the bow, before she was resecured at Pier 80 on the north side of the slipway. The tow, which is planned for Feb 19 now, will take her past several key bridges, including the Commodore Barry Bridge (U.S. 322), the Delaware Memorial Bridge (I- 295) and the Walt Whitman Bridge (I-76). The bridge closures will be coordinated as she passes, The tow will be led by the 'Vinik No.6'. The ship will begin moving south down the Delaware River at low tide at 12:51 p.m. Tugs will begin to position her off of pier 80 two to three hours before low tide, Okaloosa County, the ship’s new owner, has stated that real-time route adjustments will be made every six hours, taking into account weather conditions and currents. Once the ship arrives in Mobile, she will be docked at the Modern American Repair & Recycling Services facility. The remediation process will involve removing hazardous materials, including loose paint, PCBs, and fuel from her tanks. Additionally, all windows and portholes will be removed. Her funnels and radar mast will be carefully dismantled and handed over to the SS United States Conservancy, which plans to incorporate them into a future museum and visitor centre in Destin-Fort Walton Beach. The entire preparation process is expected to take one year before the vessel is finally sunk to create the world’s largest man-made reef. As a farewell to the city, volunteers boarded the SS United States on Feb 14 to set up special lighting. At nightfall, her bridge was illuminated in green, paying tribute to the Philadelphia Eagles, who recently won the Super Bowl. The city was also hosting a championship celebration for the team Loyal fans gathered at the pier to witness the ship’s movement. The 'United States' set a speed record for transatlantic crossings in 1952, averaging 36 knots. She remained in passenger service for over a decade and later operated on occasional pleasure cruises before being retired in 1969. Since then, the ship has changed ownership multiple times. Between 1980 and 2024, various attempts were made to restore her for commercial use or transform her into a tourist attraction. However, these efforts were unsuccessful. The SS United States Conservancy owned the ship from 2011 until October 2024 but was forced to relinquish control due to a legal dispute with the pier’s operators. A court ruling ordered the ship’s removal, leaving the non-profit unable to relocate her. She was sold to Okaloosa County for $1 million as part of a $10 million plan to repurpose her as an artificial reef. Once deployed off the coast of Destin-Fort Walton Beach, the ship will become a vital marine habitat, attracting fish, coral, and other marine life. The site is expected to be an attraction for divers and anglers from around the world.The county is working closely with the U.S. Coast Guard and other agencies to ensure all environmental and safety regulations are met. Report with photo: https://maritime-executive.com/article/video-ss-united-states-completes-first-move-as-final-journey-begins

The Marine Environmental Hazards Response team managed to fly over the 'MSC Baltic III' in a Canadian Coast Guard helicopter on Feb 15 a couple of times and there is no leakage from the ship, which remained in an upright position. The Canadian Coast Guard has established a two nautical mile emergency zone around a site where zjr container ship ran aground in Wild Cove just west of Lark Harbour. Bad weather and sea conditions were preventing them from any on water work to be able to place a containment boom around it. The ship’s owner is actively involved working through Eastern Canada Response Corporation and have representatives on site. They have set up a command post at the Search and Rescue base in Lark Harbour and wre in the early stages of this response. The owner has also hired a salvage company to help with the ship’s removal. First they have to get inside the vessel to conduct sound wave testing and come up with a plan to remove the vessel. Once they get people onboard they will have a better picture of what they’re dealing with. Report with photo: https://www.bayfm.ca/news/local-news/officials-are-assessing-the-situation-after-a-container-ship-ran-aground-near-lark-harbour-on-saturday/