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The 'Red Eagle' has been pulled from service once again, with a number of cancellations on the night of April 22. An issue with the cooling pump has led to the cancellation of at least four sailings on the East Cowes-Southampton vehicle ferry service. Affected were the 6:00 p.m. and 9:00 p.m. sailings from Southampton and the scheduled departures at 7:30 p.m. and 10:30 p.m. from East Cowes. It was unclear if there would be subsequent cancellations on April 23.

A passenger fell over board from the KM 'Dharma Ferry VI' on April 15, 2025. The victim was identified as Riski Adi Saputro (29 years old) from the Tulungagung Regency. A joint SAR team consisting of Sampit SAR POS, East Kotawaringin BPBD, TNI AL (Posbinpotmar Samuda), Polairud, KSOP Class III Sampit, and Tagana launched an SAR operation around the Mentaya River wall to Sampit Port, in the East Kotawaringin Regency, Central Kalimantan. The search was stopped on April 21. Fishermen and vessels that have been operating around the search area have been notfified too, but there was no sign of the victim.

On April 17, 2025, the 'Killu', which had berthed in the port of Stralsund en route from Erith the previous day, was subjected to an inspection by officers of the Stralsund Water Police Inspectorate, during which the provisions of the annexes to the MARPOL Convention were also reviewed. The officers discovered that entries for manual pumping operations totaling 2.2 m³ of sludge had not been recorded in the oil logbook. For this reason, an administrative offense report was filed. The responsible Federal Maritime and Hydrographic Agency ordered a security deposit of approximately €1,160. The officers also identified a violation of the obligation to retain ballast water logbooks. This administrative offense was also punished with a warning fine against the person responsible. The ship remained stationary in port as of April 23.

The 'David Duren (WPC 1156)' interdicted 19 migrants aboard a 25-foot cuddy cabin cruiser approximately 23 miles west of Oceanside, California, on April 22. At approximately 2:15 a.m., the 'David Duren’s boarding team intercepted a cabin cruiser, matching the description of a suspected human smuggling boat and discovered 18 adult males and one adult female, all claiming Mexican nationality. All passengers aboard the cuddy cabin stated they had not had food or water for two days and were medically evaluated. No major medical concerns were discovered during the evaluation, and the migrants were given water. The Coast Guard brought them to Oceanside where they were transferred to U.S. Border Patrol personnel. An urgent marine information broadcast has been issued by the Coast Guard, urging all mariners in the area to safely navigate around the unmanned and adrift cabin cruiser.

The National Transportation Safety Board (NTSB) has determined that debris in an engine’s lubrication oil system caused a serious engine failure and subsequent fire aboard the 'Ocean Navigator'. now sailing as 'Victory II', while docked in Portland, Maine, on Oct 18, 2023. When the vessel’s no. 2 auxiliary diesel generator engine sustained a mechanical failure, one crew member suffered serious injuries in the following engine room fire. The vessel, which had 128 passengers aboard at that time, sustained an estimated $2.4 million in damage. The Investigation findings revealed significant maintenance oversights. The crew had operated the engine for more than 5,000 hours without changing the lube oil, which was five times longer than the manufacturer’s recommended interval. The last complete lube oil change was performed in September 2022. Additionally, the oil filter elements, which should have been replaced after 1,000 hours of operation, had been in use for over 3,000 hours since their last replacement in May 2023. Post-incident inspection by third-party technicians uncovered extensive damage to critical engine components, including the crankshaft, main bearings, connecting rod bearings, and the no. 14 fuel injector. Further examination revealed abnormal wear on various bearings, showing signs of cavitation erosion and debris-related damage. The NTSB concluded that the engine failure resulted from debris accumulation in the engine’s lube oil system, attributing this to the crew’s failure to follow manufacturer-recommended maintenance intervals. The contaminated oil system led to catastrophic mechanical damage and ultimately caused the fire when atomized lube oil ignited after being released through the engine’s ruptured crankcase. Only the crew’s quick response prevented the situation from escalating. By promptly securing the engine room ventilation and fuel sources, they successfully contained the fire, which self-extinguished. The NTSB emphasized the importance of following manufacturer maintenance schedules. The report also highlighted the particular vulnerability of engine rooms to rapidly spreading fires due to multiple fuel sources and mechanical ventilation. It stressed the importance of crew familiarity with machinery, fuel oil, lube oil, and ventilation shutoff systems to effectively contain and suppress engine room fires. Full report: https://www.ntsb.gov/investigations/AccidentReports/Reports/MIR2513.pdf

On the early morning of April 23, 2025, the medical evacuation of a Turkish crew member from the 'Zuga', en route from Port-de-Bouc to Aveiro, was requested about 20 nautical miles east of Alicante. The CCS Valencia of Salvamento Marítimo mobilized the SAR vessel 'Salvamar Leo', which took the patient off and transported him to the port of Alicante, where an ambulance was waiting for further transport to a hospital.

Following an explosion, a fire broke out on one of the production decks located below the cabin area of the 'Petrobras' Cherne 1 (PCH-1)' in the Campos Basin, Brazil, on April 21, 2025. at 7:25 a.m. LT., One of the oil workers who was on site had left shortly before to go up to the cabin and heard a loud explosion. He noticed that the floor was heating up and the alarm started to sound. The corridor was filled with smoke. Oil workers managed to get through the smoke and reach the meeting point, where they remained until disembarking. From the deck where the oil workers were waiting to disembark, it was possible to see the deck hit by the explosion with the twisted installations. All 176 non-essential workers from the platform were evacuated, and 32 of them were taken to the hospitals in Campos dos Goytacazes and Macaé for medical attention.14 of them had suffered burns, and the others have been admitted to hospitals for smoke inhalation. In the chaos of the rescue operation, one worker fell into the water, but was quickly rescued by the 'Locar XXII'. He was alive and conscious, but had suffered burn injuries. Another worker reported that, during the escape, he found a route intended for emergency exits that was blocked, and had to take another route, amid the flames. Emergency vessels battled the fire for around four hours, and by 11:25 a.m., was brought under control. The gas flow from the platform was stopped at the time for safety reasons. Petrobrás continued unloading the unit on April 22.. The goal was to keep only those oil workers essential to the operations of habitability, safety and food on board. The estimate was that less than 100 would remain on the platform. The 'Chern-1' platform has not produced oil since 2020 and was sold to the Perenco Oil and Gas of Brazil Ltd., in April 2024. However, the handover of the platform to its new owner has not been completed yet, and it still remains under Petrobras's management. Petrobras has formed a commission to thoroughly investigate the incident and determine its cause. Reports with photos: https://sindipetronf.org.br/pch-1-primeiros-relatos-de-trabalhadores-mostram-a-gravidade-da-explosao-e-rota-de-fuga-interditada/ https://www.correiodopovo.com.br/not%C3%ADcias/economia/explos%C3%A3o-em-plataforma-da-petrobras-deixa-11-feridos-segundo-sindicato-de-petroleiros-1.1600860 https://jovempan.com.br/noticias/brasil/explosao-em-plataforma-da-petrobras-deixa-11-feridos-diz-sindicato-de-petroleiros.html

A Florida jury has awarded a cumulative $2,888,300 in damages to three former crew members of the 'Utopia IV' (IMO: 9851050), as a result of a lawsuit against the yacht and Utopia Yachting LLC. The plaintiffs, Eric Ward, Samuel Parrott and Fred Wennberg, filed suit under the Jones Act for negligence, unseaworthiness and failure to provide prompt and adequate maintenance, cure and wages following the collision with the tanker 'Tropic Breeze' on the night of Dec 23, 2021, approximately 15 miles north-northwest of New Providence Island. According to court documents, each plaintiff claims to have been injured in the collision, for which the defendants have "admitted liability". The complaint, which was initially filed on Nov 22, 2022, officially went to trial on March 24, 2025. with the jury set to decide whether each of the three Plaintiffs were injured in the collision, and, if so, the extent of their injuries and to then fairly compensate them for their injuries based on the testimony and evidence presented. An accident report issued by the National Transportation Safety Board (NTSB) previously found that the collision was caused by the yacht crew not maintaining a lookout. At the time of the accident, the 'Utopia IV' was carrying seven charter guests and 12 crew members. She was en route to Bimini Island when she hit the stern of the tanker at 10.00pm. The force of the collision pierced the hull, and the tanker sank at a depth of 2,000 metres. The 'Utopia IV' was sailing at 20 knots when she struck the tanker. The captain was not in the wheelhouse, having left 12 minutes prior to check on the guests.The bosun, who was left in the wheelhouse, was not certified as mate or captain and therefore was not allowed by regulations to perform watchstanding duties by himself. The bosun was multitasking and logging navigation data, and therefore was distracted from performing effective lookout duties. The tanker was sailing at a speed of five knots, carrying a cargo of marine gas oil and liquid petroleum gas. The captain of the 'Tropic Breeze' had also left the wheelhouse to use the restroom prior to the incident. None of the watchstanders on both ships reported seeing the other vessel on radar, which was set to a three-mile radius, while visibility was good, in spite of bow spray reported to have been collecting on the windshield of the 'Utopia IV'. Given the relative speed of both vessels, it was likely that none of the watchstanders had looked at the radar in the 12 minutes before the collision or completed a visual assessment of the surroundings. CCTV in the galley of the 'Utopia IV' captured the moment of the collision. Equipment and several of the yacht's crew were thrown to the deck or into bulkheads; three crew reportedly sustained minor injuries. Utopia IV’s captain was in the main dining area and was thrown into the forward bulkhead and door frame. The chief engineer of the 'Tropic Breeze' investigated the damage and discovered that the engine room was flooding rapidly. The captain made a VHF distress call and decided to abandon the vessel; a life-raft was launched. Meanwhile, the 'Utopia IV’s chief engineer restarted the yacht’s engines, which had shut down after the collision, and a distress call was made from the wheelhouse. The yacht attempted to rescue the crew from the tanker, but sea swells prevented them from boarding. The tanker crew were eventually rescued by the passing m/y 'Amara', which had heard the distress calls and diverted its course to assist. The 'Utopia IV’s chief stewardess told investigators she saw the 'Tropic Breeze’s navigation lights illuminated following the collision. According to the 'Utopia IV’s crew, Utopia IV’s lights were all on. 156,500 gallons of marine gas oil was lost with the tanker. The accident resulted in nearly $7.9 million in damages. As the 'Utopia IV' had approached the 'Tropic Breeze' from directly astern, the yacht as the overtaking vessel was required by 72 COLREGS to give way to the tanker. However, as the watchstanders on both vessels had failed to maintain a proper lookout, they were unable to identify the risk of collision and respond suitably. Although the Utopia IV bore responsibility as the overtaking vessel to manoeuvre away from the tank vessel, once the yacht’s intentions were unclear and a close-quarters situation had developed, the tank er should have taken action. The NTSB investigators concluded that the probable cause of the collision was the 'Utopia IV’s wheelhouse crew not maintaining a proper lookout and therefore not identifying the vessel they were overtaking, but with contribution from the 'Tropic Breeze’s bridge team also not maintaining a proper lookout, which is required by the Convention on the International Regulations for Preventing Collisions at Sea, 1972 and is essential in determining the risk of collision. Full report: https://www.ntsb.gov/investigations/AccidentReports/Reports/MIR2229.pdf

A man has been charged with serious threats after an "alarm clock bomb" was deposited on the 'Ryfylke'. The police do not yet want to go into what he has explained in questioning. The man was arrested on April 21. He was first questioned as a witness on FApril 18. - The bomb squad's investigations showed that the object was not dangerous, but an alarm clock. There is still reason to believe that it may have been placed on the ferry with the aim of creating fear. A passenger had discovered the bomb-like object in the toilet, the ferry was evacuated in Nedstrand in Rogaland. Neighbours in the area were also evacuated. The suspect has confessed and admitted that he did this. He felt guilty and turned himself in to the police. It was about getting attention, but he regretted it,

On April 20, 2025, at around 5 a.m., the 'MSC Tara III', was boarded by three perpetrators who were spotted when the ship was underway approximately 5.4 nautical miles off Pulau Cula, in pos. 1° 3.2' N 107° 37.13' E, in the eastbound traffic separation lane of the Traffic Separation Scheme of the Singapore Strait. The master raised a general alarm and mustered the crew, after the three individuals were seen on the upper deck of the vessel. They reported that the perpetrators appeared to be carrying gun-like objects. The crew was safe, and nothing was reported stolen.

The US Coast Guard medevaced a crewmember from the 'National Geograhic Venture', en route from Pichilingue to Seattle, approximately 15 miles offshore of Coos Bay, Oregon, on April 20, 2025. Coast Guard Sector Columbia River watchstanders received a report from the cruise shp at 6:38 a.m., stating, that a 30-year-old male crewmember was suffering from excessive vomiting and shortness of breath. The watchstanders consulted with the Coast Guard duty flight surgeon, who recommended a medevac via helicopter. At 8 a.m. a MH-65 Dolphin helicopter from the Coast Guard Air Station North Bend rendezvoused with the 'National Geographic Venture' west of Coos Bay, and successfully hoisted the patient to the helicopter. He was transported to Bay Area Hospital in Coos Bay in stable condition. Report with video: https://www.news.uscg.mil/Press-Releases/Article/4163239/video-available-coast-guard-rescues-man-from-cruise-ship-off-coos-bay-oregon/

On April 21, 2025, the 7-meter-fishing boat 'TLA', with four people on board, suffered engine problems near Denia and requested towing assistance. The. CCS Valencia of Salvamento Marítimo mobilized the 'Salvamar Fénix', which took the wooden boat in tow and safely pulled it to the Denia Marina.

On April 21, 2025, the Iranian Revolutionary Guard Corps (IRGC) has detained the offshore ship 'Sea Ranger' (IMO: 7230410) and the 'Salama' on charges of smuggling heavily subsidized oil from Iran. near Farsi Island in the Persian Gulf. The vessels were attempting to leave Iran's territorial waters. The IRGC claimed to have found approximately 1.5 million liters of diesel fuel on the vessels, along with 700 billion Iranian rials, and apprehended the 25 crew members. Both ships were escorted to Bushehr. The seized oil was to be handed over to the National Iranian Oil Products Refining and Distribution Company, in order tol redistribute it into the local Iranian supply chain.

On April 10, 2025, the 'Sea Beauty' was detained in Porto Nogaro with 18 deficiencies, six of which being regarded as seriously and grounds for a detention: 1) Fire safety - Fire pumps and its pipes Inoperative 2) Fire safety - Evaluation of crew performance Lack of training 3) Emergency systems - Abandon ship drills Insufficient frequency 4) Safety of navigation - Electronic charts (ECDIS) Not as required 5) Life saving Appliances - Launching arrangement for survival craft Seized 6) ISM - Ism certificate Not as required The vessel was released again on April 18 and left the port on April 19, enroute to the shipyard area in Elefsis, with an ETA as of April 24. The last detention was on June 24, 2024, in Port la Nouvelle with five deficiencies for four days. https://www.facebook.com/profile.php?id=100063576908591

if it is definitively confirmed that the 'Bruma' and 'Cobra' collided, that does not mean establishing liability for this accident on the part of the 'Cobra' crew, stated their lawyer. Alejandro Espinoza. He told the Biobío Prosecutor's Office that they could have been involved in the accident off the coast of Coronel. The lawyer specified that the 'Cobra' was positioned in an area similar to the 'Bruma' at the same time it stopped transmitting, following a georeferencing report prepared by the Cunlogan company. The document showed that the last signal emitted by the 'Bruma' was at 3:08 a.m. and that the signal it was supposed to send at 3:17 a.m. never materialized, so the shipwreck could have occurred during that time. At that moment, the 'Cobra' was 72 meters from the boat's last reported position. Based on this information, there was no certainty, but a reasonable presumption of an impact between the two ships, though all of the 'Cobra's collision avoidance equipment was activated and operational, and the captain, pilot, and lookouts were attentive to the navigation conditions. The lawyer also referred to the 'Bruma's potential responsibility in the sinking, as the crew had failed to inform maritime authorities and other vessels in the area of ​​its position. The Public Prosecutor's Office's investigation must technically analyse whether both vessels had the operating systems required by regulations and whether their crews acted in accordance with the obligations imposed by navigation regulations. The 'Cobra's detention period will end on April 23, but the prosecutor in charge of the case, Marcela Cartagena, has requested an extension to conduct additional expert examinations. However, he acknowledged that the resources available at the police level are insufficient to cover the needs of a case of this magnitude, so the possibility of requesting support from specialized external entities is being evaluated. The National Prosecutor's Office is assessing budget availability.

Beached at Alang 22.04.25

On April 21, 2025, the crew of the 'Aquaris' spotted three perpetratos on board, when the tanker was about 2.5 nautical miles off Pulau Cula in the eastbound lane of the of the Traffic Separation Scheme of the Singapore Strait in pos. 01° 4.93' E 103° 42.34' E. The intruders, armed with knives, were spotted while entering the engine control room. The crew was not injured, and nothing was reported stolen.

In response to the collapse of the Francis Scott Key Bridge in Baltimore after the allision of the 'Dali' on March 26, 2024,, the Maryland Transportation Authority (MDTA) has revealed that the William Preston Lane Jr. Memorial Bay Bridge (aka the Chesapeake Bay Bridge) does not meet current vessel collision risk standards, prompting the development of comprehensive safety measures in the frame of the of MDTA’s response to the National Transportation Safety Board’s (NTSB) interim accident report and urgent safety recommendations. The NTSB report found that the Key Bridge had a risk level nearly 30 times above the acceptable threshold for critical bridges. Despite the Bay Bridge’s compliance with its federal permit and annual inspections confirming safe conditions for over 30 years, MDTA voluntarily initiated a $160 million project in spring 2024 to evaluate bridge protection. The authority has already invested more than $175 million in bridge safety and security infrastructure over the past decade. The MDTA engaged Moffatt & Nichol (M&N), a leading firm in vessel allision design of bridges, to conduct the risk assessment. The firm’s staff includes the principal author of the AASHTO vessel allision requirements and previously taught Federal Highway Administration courses on vessel collision analysis. The assessment evaluated both the eastbound and westbound spans of the Bay Bridge, constructed in 1952 and 1973 respectively, using the most current AASHTO Bridge Design Specifications and Guide Specifications for an allision. In response, MDTA was developing both immediate and long-term risk reduction strategies. Short-term measures may include new communication protocols for vessel pilots, reduced vessel speeds, one-way transits, and enhanced traffic management. Long-term solutions could involve physical protection measures such as dolphins and pier fenders. The timing of these safety measures coincided with the MDTA’s ongoing study of potentially replacing the existing Bay Bridge spans. The authority has confirmed it will ensure current safety improvements don’t interfere with future replacement plans. The evaluation was part of a broader national safety initiative following the Key Bridge collapse. The NTSB identified 68 other bridges nationwide frequented by ocean-going vessels that were constructed before the 1991 AASHTO guidance and have not undergone recent vulnerability assessments. The MDTA will coordinate its risk reduction measures with the U.S. Coast Guard and the U.S. Army Corps of Engineers, ensuring alignment with the interdisciplinary team approach recommended by the NTSB.

The 'Holi', with two crew members on board, was caught in a fish trap late on April 22, 205, off Barbate, and required assistance as it was unable to free itself. Divers of the installatin were mobilized on the early morning of April 23 and managed to free the yacht again. The SAR boat 'Salvamar Enif' was mobilized by Salvamento Marítimo to the scene and escorted the boat to the port of Barbate, one it was freed from the traps. Report with photo: https://x.com/salvamentogob/status/1914932546581696889

On April 21, 2025, the Iranian Revolutionary Guard Corps (IRGC) has detained the 'Sea Ranger' and the tug 'Salama' (MMSI: 677021600) on charges of smuggling heavily subsidized oil from Iran. near Farsi Island in the Persian Gulf. The vessels were attempting to leave Iran's territorial waters. The IRGC claimed to have found approximately 1.5 million liters of diesel fuel on the vessels, along with 700 billion Iranian rials, and apprehended the 25 crew members. Both ships were escorted to Bushehr. The seized oil was to be handed over to the National Iranian Oil Products Refining and Distribution Company, in order tol redistribute it into the local Iranian supply chain.