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The U.S. Embassy in Yemen has now confirmed that several crew members from the 'Eternity C', which sunk in the Red Sea after being attacked by the Iranian-backed Houthis, have been kidnapped to Yemen by the terrorists. The U.S. called for their immediate and unconditional safe release, with the Houthis continuing to show the world why they were labeled a terrorist organization by the United States. The European Union naval mission in the Red Sea, 'Aspides,' confirmed on July 10 the rescue of 10 crew members from the 'Eternity C,' Part of the crew died and another was held captive by Yemeni militia. The rescueoperation continued into the early hours of July 10, with the "Aspides" mission successfully rescuing three Filipino crew member and a Greek member of the international rescue team. This, combined with a previous rescue operation, brought the total number of people rescued after the attack to ten. For his part, Houthi military spokesman Yahya Sari stated that, following the attack, they had "rescued several crew members, provided medical care," and transferred them "to a safe place." Following a similar rocket-propelled grenade attack that sank the bulk carrier 'Magic Seas' the day before, the Operation Atalanta, the European Union's naval mission to combat piracy in the Indian Ocean, intervened to rescue the 22 crew members. The Houthis claimed responsibility for the attack on the vessel, which they said was en route to the port of Umm al-Rashrash. According to the Houthis, the vessel was struck with an unmanned boat and six ballistic and cruise missiles. One missile struck the cargo hold closest to the ship’s superstructure, creating a hole in the cargo hold with damage extending to the bridge. Two other holes were visible on the vessel’s hull near the waterline. The vessel eventually sannk stern-first with an inflated life raft visible nearby. A Houthi special forces unit was allegedly deployed post-strike to rescue some of the crew members, provide medical care, and transport them to shore. The terrorists claimed the strike was carried out after the ship’s operators resumed dealings with Israeli ports and ignored direct warnings from the Houthis. Following the sinking of the 'Magic Seas', the bulk carrier now has become the fourth ship to have been sunk by the Houthi terrorists since the escalation began, after the 'Rubymar' and the 'Tutor'. Video: https://www.porttechnology.org/news/eternity-c-sinks-in-red-sea-four-dead/ https://gcaptain.com/houthi-video-shows-deadly-attack-and-sinking-of-eternity-c-bulk-carrier-in-red-sea/ https://www.japantimes.co.jp/news/2025/07/10/world/politics/yemen-houthis-red-sea-merchant-ship/ https://english.alarabiya.net/News/middle-east/2025/07/10/four-more-rescued-after-eternity-c-attacked-total-up-to-10-eu-mission https://www.ekathimerini.com/politics/foreign-policy/1274902/greek-security-officer-rescued-48-hours-after-red-sea-attack/ https://x.com/i/status/1943017336291889361

The 'Simone Martini', operating between Trapani and the Aegadian Islands, has been arrested in Trapani since July 8, 2025, by order of the Port Authority. The request of the Health and Safety Commission regarding irregularities found in the crew canteen service has been granted upon a request from the Territorial Commission for Accident Prevention, Health and Safety on Board, which had inspected the vessel to verify compliance with the requirements issued to the company in February regarding the failure to provide free food as part of the canteen service, in line with national and international ILO standards. The dispute concerned the unions' termination of the second-level agreement with which, until the beginning of the year, the company and worker representatives had regulated the exceeding of the minimum requirements of the National Collective Bargaining Agreement. Essentially, the canteen service was no longer available on the 'Simone Martini' and replaced by a substitute allowance provided by the shipping company, which, from 2019 until December 2024, allowed seafarers to provide their own meals. The Commission, however, maintained that in the absence of an agreement, "the general conditions established by the national collective bargaining agreement for the sector shall apply, which stipulates that food supplies must comply with national and international ILO standards: In the event of a failure to reach an agreement at the company level, the shipowner will be responsible for the food costs, up to a limit of €15 per meal, upon presentation of supporting documentation." The Commission also objected that the change in use of the kitchen to so-called 'pantry' has not been authorized by the competent Ministry with the approval of new accommodation plans and the technical specifications. Regarding the closure of the kitchen, the Commission also noted the failure of the onboard arrangements to comply with the documentation (drawings and technical specifications) sent to the competent Ministry. No exemption has been granted in this regard. Regarding the sale of pre-cooked food to the crew at the onboard bar, it was emphasized that access to food for seafarers must be free. The possible purchase of food ashore, cannot in any way be considered an acceptable measure, also because the summer timetable for scheduled services came into effect on June 1st, meaning seafarers are employed from 6:30 a.m. to 8:20 p.m., being at sea during the scheduled breakfast, lunch, and dinner times, preventing them from enjoying meals at shore-based catering establishments. After the arrest, Caronte responded in a statement, claiming "the agreement was still valid, meaning it did not automatically expire in the absence of a new agreement. It continued to provide meal allowances and meal vouchers to seafarers and, in the meantime, optimized onboard services by installing so-called pantry rooms dedicated to heating and defrosting food) on all ships, equipping onboard bars with pre-cooked meals accessible at cost price, and authorizing captains to grant, where possible, brief leave to seafarers to purchase food ashore. It believed the best solution was to restore the existing system, pending a new agreement to replace the previous one regarding the lack of free meals. Otherweise alternative solutions that must be compatible with the unions' well-aware need to reduce costs would be evaluated.

The 'Hebrides ', operating on the route Uig-Tarbert was waiting on the arrival of emergency services on July 9. As a consequence, the scheduled 2:20 p.m. sailing from Uig departed at 3:12 p.m., 52 minutes late- The ETA in Tarbert was approx. 4:52 p.m. This had a knock-on effect for the 4:30 p.m. crossing from Tarbert to Uig. The 'Hebrides' departed Tarbert at 5:22 p.m., 52 minutes late. with an ETA at Uig as of approximately 6 p.m.

Eight crew members from the 'Matthew' have received prison sentences ranging from 13.5 to 20 years for their roles in Ireland’s largest cocaine seizure – a 2.2-tonne haul valued at €157 million. The sentences mark the conclusion of a case that began with a military operation in Sep 2023, whicg dismantled a sophisticated smuggling attempt orchestrated by a transnational crime group based in Dubai. The bulk carrier, which had traveled from South America via Willemstad, Curaçao, was intercepted off Ireland’s coast after being tracked for several days. When the vessel ignored multiple warnings and attempted to evade authorities, the Irish Navy patrol vessel 'LÉ William Butler Yeats' fired warning shots before military forces boarded the ship via helicopter. A second vessel, the 'Castlemore', had been purchased to collect the cocaine from the mother ship for smuggling into Europe, but it ran aground off the Wexford coast. The heaviest sentence of 20 years was given to Dutch national Cumali Ozgen, described as “the cartel’s man on the ship” who stood to receive a substantial bonus for the operation’s completion. The court deemed the case within exceptional and egregious circumstances due to its scale and sophistication. The organization used Starlink Wi-Fi, encryption software, and spoofing techniques to disguise the vessel’s route and location at sea. The 'Matthew' was escorted to a naval base at Marino Point in Cork Harbour after the raid. Equassis data revealed the vessel was owned by a one-ship company based in the Marshall Islands and had changed hands just weeks before the operation.

Salvage crews have begun pumping the last of the main heavy fuel tanks aboard the 'MSC Baltic III', but there are still a lot more potential pollutants to be removed from the ship in Cedar Cove, near Lark Harbour. Weather and sea conditions were dictating safe access to the ship and the heavy fuel in the six main tanks needing to be heated before it is liquefied enough to be pumped out and off the ship. The ongoing operations of the salvage contractors hired by the ship’s owners, the Mediterranean Shipping Company, have been under the constant supervision of the Canadian Coast Guard. The pumping has finally advanced to the sixth of the ship’s main tanks. A little more than 1,000 cubic metres of the estimated 1,600 cubic metres of hydrocarbons aboard the ship have been safely removed. Much of the heavy fuel has been transferred to other MSC-owned ships that have been in Corner Brook. There are many more tanks with different fuels in them, like diesel and hydraulics and stuff, but in a lot less quantities, and they will require less heating as well. There may be one additional tank containing heavy fuel in the engine room, but a smaller one than the six main tanks. The Coast Guard has made previous references to the possible presence of another tank of heavy fuel somewhere on the ship that may be the source of tar balls that have been found washed up along the shoreline in Cedar Cove. Analysis of the tar balls has shown it to be a heavy fuel of some sort, and the tar was suspected to be from the 'MSC Baltic III', but it did not match the heavy fuel that has been pumped out from the main tanks. As much heavy fuel has been removed from them as possible through the heating and pumping process being employed by the salvage crew, but it is impossible to get it all from just pumping. The tanks will still need a deeper cleaning, and the contractor was still formulating a plan for how best to accomplish that. While summer is now in full swing with more consistently warmer temperatures,hat is not necessarily going to make the job of heating the heavier fuels any easier. The water temperature is still only something like 10 degrees, meaning that the cool sea water surrounding the ship keeps the fuels relatively chilled. There is still a glimmer of hope being held out that the ship can be moved. As the ship’s cargo containers are removed, the salvage crews will be able to make a better assessment of the damage and determine if adequate repairs can be carried out to try and refloat the 'MSC Baltic III'. Any plan to move the ship will also need to meet with approvals from agencies such as Transport Canada. If refloating remains impossible, the ship will have to be dismantled in Cedar Cove after all the pollutants and cargo have been removed. The Canadian Coast Guard continued to monitor the ongoing salvage and pollution mitigation efforts Despite some heavy seas and winds, there has not been a major storm system come through the area since the Feb. 15 storm that would have jeopardized the ship’s stability. Now that the Atlantic hurricane season has started, the ongoing concern about the continued stability of the 'MSC Baltic III' is heightened, especially as the ship’s weight shifts with the removal of its contents. So far, 172 cargo containers have been removed from the ship. There were still around 300 more below the deck. Containers have been moved about strategically, so crews could gain access to the tanks that needed to be pumped out. As fuel and containers were transferred off the ship, the vessel’s ballast tanks may need to be filled with water to keep the ship balanced. Report with photos: https://www.saltwire.com/newfoundland-labrador/grounded-nl-cargo-ship-salvage-nears-milestone

Abu Dhabi: Anurag Tiwari, a 33-year-old marine engineer from Lucknow in Uttar Pradesh, India, died on June 29, 2025, while working aboard the 'Jana 5', which was docked at Sharjah Port. His family has alleged negligence and was demanding an independent investigation into the circumstances surrounding his death. Anurag was employed as a third engineer on the jack-up platform managed by the Synergy Ship Arabia (SSA). He was recruited through the Avishka Shipping Pvt Ltd, a Mumbai-based crewing agency. Anurag was found unconscious in the engine room. Despite CPR and a medical evacuation, he was declared dead at a hospital. A forensic report from the UAE authorities cited heatstroke leading to multi-organ failure as the cause of death. However, the family claims the company has not provided full clarity on the timeline or circumstances, as the initial claim was that Anurag collapsed on the deck, later revised to the engine room. The family questioned why he was sent into a confined space alone, possibly in violation of safety protocols, believing that toxic gases and poor ventilation could have contributed. The rig, was undergoing commissioning work when the incident occurred. The Indian Embassy in Dubai stepped in and coordinated the repatriation process. Anurag’s body arrived in Lucknow on July 5.

The 'Delphin XII' allided with a quay at high speed in Nacka Beach in Stockholm on July 8, 2025, at 11.02 a.m. with 150 people on board. When it was about to dock, the engine did not go to full reverse. Several of the passengers have suffered minor injuries. The ship had approached the quay at a slightly too high speed. Four to five people were being checked by ambulance personnel and were expected to be taken to hospital, but they were not seriously injured. Police and rescue services attended at the quay.There were 20 police cars, 10 fire engines and a bunch of ambulance. The ship was taken out of service and it will be investigated. Report with photo: https://www.na.se/2025-07-09/farja-i-krock-med-kaj-for-andra-gangen/

On the afternoon of July 9, the Port Authority of Patmos was informed that the 'Saonissos' with 61 passengers on board, had suffered a rudder failure upon the arrival at the port. The ship, which was oerating a scheduled itinerary from Kalymnos to Leros-Leipsos-Patmos-Arkious-Agathonisi-Pythagorion and return, safely berthed in the port of Patmos. The Port Authority prohibited the departure of the ferry until the damage was repaired. Following the presentation of a seaworthiness certificate, the sailing ban was lifted.

The 'Celebrity Infinity' suffered an electrical fire, which led to a total blackout onboard, leaving the ship unable to proceed to Mykonos. After being stuck in Kuşadası for two days, the remainder of the ports on the 7-night cruise have been unexpectedly canceled. The ship was expected to sail around 8:00 p.m. LT on July 9. However, the ongoing technical issues couldn't be resolved in time. The 'Celebrity Infinity' will remain docked in Kuşadası through July 11 at 3:00P p.m. and then return to Athens,, for debarkation as originally planned on July 11. The original itinerary had them sailing from Turkey to Mykonos; Kavala, and Thessaloniki,. Although Kavala had been removed from the itinerary due to the lengthened stay in Kuşadası, guests were still hopeful that they'd call at Mykonos and Thessaloniki. To make up for the shortened experience, Celebrity Cruises offered compensation across two forms. All guests received a refundable onboard credit worth 50% of their cruise fare. Any unused portion will be returned to the original form of payment after the cruise. In addition, a Future Cruise Credit (FCC) equal to 50% of the fare paid will be issued for use on any Celebrity Cruises sailing departing within the next 12 months. Shore excursions booked for Mykonos and Thessaloniki were automatically cancelled and fully refunded. Celebrity offered alternatives while the ship remained docked, such as curated tours for July 10, going beyond Kusadasi and Ephesus. The 'Celebrity Infinity' was due to return to Athens as scheduled on July 12, indicating that the ship remained operational and seaworthy, even if some comfort-related issues persisted such as problems with air conditioning, power outages in some staterooms, and meal service delays.

On July 2 the inspections to the bow visor of the 'Hebrides', serving on the route Uig-Lochmaddy-Tarbert, have been completed by the contractors who had been attending to conduct further investigations, and the vessel will operate the published timetable again starting on July 3.

By the evening of July 6, more than 40 ships had passed dwonstream through the Moselle lock in Saint Aldegund, which was damaged by the 'Elegant Lady'. Locking the ships upstream, however, is more complicated, as there is higher water pressure on the damaged gate. If all goes according to plan, the waiting ships will begin locking towards Trier on the afternoon of July 8. Although some ships had already set off toward Saint Aldegund on the afternoo of July 7, they will not be locked earlier. The order of priority will be determined by when the vessels entered the Moselle. This will be precisely recorded. Several shorter vessels have been selected to be the first to pass through the lock on July 8. Only if everything goes smoothly will the lock be opened. The lock process can generally be carried out as normal, but each passage takes significantly longer than usual because the damaged gate has to be inspected after each passage. Report with photos: https://www.tagesschau.de/inland/regional/rheinlandpfalz/swr-auf-der-mosel-warten-noch-schiffe-auf-notschleusungen-100.html

A coastguard helicopter has been tasked to evacuate a medical casualty from the 'Norröna' early on July 9, after a call was made for assistance at around 5.40 a.m. as the ferry was sailing north of Unst on her way to the Faroes. The Rescue 900 helicopter had been tasked to carry out the medevac. The rescue operation was under way at 7.30 a.m.

In the port of Split, the 'Aye Evolution'' broke loose from its mooring at berth number 5 during a violent storm on the morning of July 7, 2025. The ship was safely returned to the berth, with the assistance of a tug. The ship had arrived en route from Fukuyama on July 3 and remained stationary as of July 9. Reports with photo: https://mmpi.gov.hr/jako-nevrijeme-u-splitskom-plovnom-podrucju-uzrokovalo-brojne-stete-na-plovilima-i-luckoj-infrastrukturi/25328

The Turkish captain of the 'Ali Aykin' has been convicted of gross negligence in maritime traffic after the ship ran aground on May 25 off Klagshamn, south of Malmö, en route from Gdansk to Setúbal with a cargo of scrap metal and 69 tons of diesel oil on board. The penalty is a suspended sentence. He was scrolling on Instagram and YouTube, among other things, while the ship was sailing in an area where, according to the district court, there is special reason to be vigilant. In early June, the ship was towed to the port of Malmö.

The 'Ho Bug - E 4' was successfully refloated with a higher tide on July 9 at around 12.55 p.m. The ship was towed to the port of Hvide Sande, where it safely berthed at 2.30 p.m. Early on July 7 the trawler had been fishing for shrimp with two crew members on board 800 meters from the coast when iit drifted ashore amid strong winds. At around 2:30 a.m. the lifeboat 'Emile Robin' from the Rescue Station in Hvide Sande were sent out to the shrimp trawler and quickly shot a line over. The crew then began a long and tough attempt to pull the vessel off, but it was too stuck in the sand, and despite many hours of work, the efforts failed. Shortly before noon, the 'Emile Robin' had to give up and returned to Hvide Sande. A dredger then prepared a channel for the salvage work. The salvage was carried out together with the West Jutland diving company Storm Marine, which had been contracted on the evening of July 8, when there were reports that the vessel was taking on water and there was a risk of the engine room being flooded. After the salvors arrived, they quickly rigged up pumps and equipment so that the trawler could be stabilized. On July 9 at 05:00 a.m.the diving company's construction machinery started loosening the sand around the shrimper, after having obtained the mandatory permit from the Coastal Inspectorate, so that the trawler could be readied to be pulled free, The savlors called in the 4000-hp tug 'Skinfaxe R' from Esbjerg. T owing tackles were thrown aboard, and the actual towing was started on the foremidday. It also had to be ensured that the ships did not come too close to the High Voltage Direct Current cable Viking Link that runs from land just 90 meters further up the coast, which transmits electricity equivalent to the consumption of 1.4 million households between England and Denmark. Fortunately, the wind direction was right, so the trawler could be pulled out south, with the cable facing north, Reports with photo and video: https://jv.dk/varde/drama-paa-stranden-trak-trawler-fri-taet-paa-kabel-med-stroem-til-millioner?teaser-referral=cd41b2b2-8a46-416d-a968-c9b0db553c02-55 https://fiskerforum.dk/strandet-rejetrawler-fri/?_gl=1*x6tlp1*_up*MQ..*_ga*MTgyNjY2Mjk0Ny4xNzUyMTM4NzAw*_ga_Y9J8VY7CKN*czE3NTIxMzg2OTkkbzEkZzAkdDE3NTIxMzg2OTkkajYwJGwwJGgw https://www.tvsyd.dk/varde/kaentret-kutter-atter-fri-b25d3

The 'Shtandard', banned from EU ports, was intercepted by the Coast Guard and gardaí in the early hours of July 9 after docking in a harbour in Co Louth. The vessel is subject to European sanctions imposed following Russia’s 2022 invasion of Ukraine, preventing it from doing business with EU countries or visiting their ports. The ship drew significant attention on July 7 when it arrived in Killiney Bay off south Dublin and laid anchor a few hundred metres from the shore. Crew members and supplies were ferried from the shore on dinghies. On July 8 the 'Shtandart' was approached by the Irish Naval Service ship 'LÉ Aoibhinn'. which interrogated its captain, Vladimir Martus, over its intentions. He said he had not applied for permission to dock in Ireland as he knew it would be denied. However, he said he may have to dock somewhere soon to take on fresh drinking water. The ship departed Dublin waters around 3 p.m before sailing north. Shortly after midnight it docked at Port Oriel, a small fishing harbour in Clogherhead, County Louth. The Irish Coast Guard had been tracking the movements of the vessel and sent a unit to the scene. A Garda unit also attended. Coast Guard personnel boarded and checked the ship’s papers. The 'Shtandart' departed at 6 a.m. It sailed north and left Irish waters on the afternoon of July 9. Pro-Ukraine groups have accused the Shtandart as operating as a propaganda vessel for the Russian regime. The ship has also been accused of breaching maritime law, including by turning off its transponder signal to hide its movements.

arrived Alang Anchorage 09.07.25

Rescuers havd pulled seven crew members of the 'Eternity C' alive from the Red Sea on July 9 and were searching for 14 still missing swafarers. Four of the 25 people aboard the ship were killed before the rest of the crew abandoned the vessel, which sank on the morning after being attacked on July 7 and 8. The seven seafarers who were rescued had spent more than 24 hours in the water. There was no comment from the Houthis on the fate of the 'Eternity C'. The search for the missing was to continue until the last light.

The passengers of the 'Cote d'Opale' were stranded on the ferry after the operation saw officers force the ship to return to the Port of Dover on the morning of July 8, 2025, shortly after departing for Calais. A 22-year-old was arrested on suspicion of the murder of Tyler Hayward in Waltham Forest. An investigation was launched after police responded to calls of a stabbing at a Wetherspoons pub on Chingford Mount Road, East London, on the evening of July 6. Met officers responded with paramedics and a 26-year-old man was found with a stab wound to the chest. He pronounced dead at the scene. The ferry set off about half an hour after its scheduled departure. 20 minutes into the crossing to Calais, it turned back around to Dover.. Following the large police operation in Kent, officers boarded the ship to arrest the suspect in the murder investigation. The passengers were offered food and water by staff during the incident.

While fishing for shrimp the ''Ho Bugt - E 4' ran aground on Houstrup Beach in pos. 55° 46' N 008° 11' E, five kilometers from Nørre Nebel between Henne Beach and Nymindegab in the Varde Municipality, in the night of July 7, 2025. The lifeboat 'Emile Robin' of the DSRS station in Hvide Sande was alerted on July 8 at 2.30 a.m. and in vain tried to refloat the boom trawler for ten hours. The navy has been present during the day to assess whether there was a risk of environmental pollution. On July 9 the tug 'Skinfaxe R' (IMO: 9563213) was called to assist from Esbjerg. Reports with photos and video: https://www.tvsyd.dk/varde/skib-gaet-pa-grund-pa-badestrand-ba4c1 https://www.tvsyd.dk/varde/vildt-syn-i-vandkanten-er-blevet-turistattraktion-d5a64 https://jv.dk/varde/slaebebaad-paa-vej-for-at-traekke-trawler-fri https://nyheder.tv2.dk/samfund/2025-07-08-vildt-syn-i-vandkanten-er-blevet-turistattraktion