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The police bomb squad was called out to Nedstrand in Rogaland on April 16, 2025, at 6:32 p.m., after a suspicious object was found on the 'Ryfylke'. On the toilet wall was an object that looked like a bomb, a box with a timer and wires. It was connected to a wall socket. The passenger who found it contacted the ferry crew, which checked the object on the wall and then called the police. 20 minutes later the ferry docked. The police then showed up, and the police bomb squad came from Oslo in a helicopter. The police evacuated several residents near the ferry location, among other things. The bomb squad was not ready until late at night. The 12 evacuees were able to return to their homes on April 17 at 03.18 a.m. The object was taken to Haugesund police station and the case will be investigated further. A young man has reportedly been arrested by police on suspicion of setting off the “alarm clock bomb”. The police believed it was placed on the ferry to create fear. He was charged with making serious threats. The person was first questioned as a witness on April 17. The police investigation has led to the man now having the status of a suspect, Repprts with photos: https://www.vg.no/nyheter/i/KM9EK7/bombegruppen-paa-vei-mistenkelig-gjenstand-paa-ferge https://www.aftonbladet.se/nyheter/a/73A7lw/helge-38-hittade-vackarklockebomb-pa-farja?fbclid=IwY2xjawJ2MM5leHRuA2FlbQIxMQABHiqeUcEL3bRbhMjXhHYsNr03wUY_k3koLC1doY6VJI4hpljBM9nI8RNXeQ51_aem_NsGHNwtsaGwZkiNNXqFFWA

The unloaded 'Invictus', en route from Beira to Fujairah, went adrift in the Indian Ocean after an engine room fire which broke out 508 nautical miles east of Mogadishu on the evening of April 22, 2025. The fire was extinguished on April 23 by noon. The state of the engines was unknown due to engine room flooding.An Indian Navy vessel sailing nearby has provided emergency medical assistance to a Filipino crew member of the 'Invictus', who suffered burns. The naval ship, however, did not medevac the man, and the vessel’s managers were looking for ways to get him off the 'Invictus'. The other crew members remained on board as well. European Union naval forces in the area were monitoring the situation. As of April 3, the tanker was NUC in po. 02° 06' N 053° 33' E.

The "Bremerhaven" will not be repaired. A fire in the engine room of the bucket-chain dredger severely damaged the vessel on Nov 21, 2024. The fire department was deployed with a large contingent to Neustadt Port on that morning. The cause was a cable fire on a dredger. According to the fire department, 28 vehicles, including several boats, were on site. According to an expert's estimate, the repairs would cost at least €2.5 million. This expenditure is also justified given the age of the vessel, which will be broken up.

On April 22, 2025, at around 4 a.m., the cargo m/v 'Ever Memo' allided with the 'Wan Hai A09' (IMO 9555113) in the Port of Savannah zpon its arrival from Cristobal. The 'Ever Memo' was being turned by tugs in the turning basin when it made contact with the other ship with its stern. The 'Wan Hai A09' was in the middle of cargo operations with five cranes working. There was no serious damage, and the 'Wan Hai A 09' left the port again on April 23 en route to Cristobal. Video: https://www.instagram.com/salvage_and_wreck/reel/DIyK6fzy9eX/

Sold to Aliaga Breakers

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,

The 'Sea Panther', sailing more than 100 nautical miles south of the Nigerian coast, was boarded on April 21 by four perpetrators. They approached the vessel at high speed in a black-hulled craft and remained aboard for nearly four hours, taking personal property and equipment from the tanker, before fleeing. The captain and crew were well-prepared and followed mitigation recommendations, quickly fleeing to the citadel, where they remained during the incident. The perpetrators may have tried to enter the citadel, or it was a possible attempt at kidnapping because the pirates remained aboard for nearly four hours. The crew was unharmed. The vessel had departed Lomé on April 20 and arrived on April 23 at Douala.

The "Le Lapérouse" conducted a rescue operation on April 21, 2025, for a migrant boat off the coast of Gavdos Island, Crete. Alerted by maritime authorities, the expedition ship rescued 75 migrants, including three children, who were aboard a boat in distress 20 miles south of the island. The crew provided life jackets, water, food, and essential medical assistance. Report with photo: https://lemarin.ouest-france.fr/shipping/un-navire-de-ponant-porte-secours-a-75-migrants-au-large-de-la-grece-6a3654be-203a-11f0-87cd-08a4dcb5c93e

The fire damaged ' Grande Brase'will not be repaired. The ship hasleft the port of Antwerp on April 19, being towed by the tug 'Eraclea' (IMO: 9499656), on its last voyage to breakers in Aliaga with an ETA as of May 16. During the preparatory work, the ship's horn was accidentally activated at 2 a.m. and could be switched off only at 7.30 a.m. The police in Beveren was besieged with complaints of the loud noise. The police and local political leaders continued to investigate the issue. While the ship was leaving port, it was assisted by the tugs 'Multragut 7' as steering tug and 'VB Jade' at starboard side. Report with photos and video: https://x.com/i/status/1913632529115914429 https://www.tugspotters.com/app/content/2025/04/eraclea-met-grande-brasile-naar-turkije/ https://www.shippingitaly.it/2025/04/22/in-rotta-verso-aliaga-turchia-la-nave-incendiata-grande-brasile-di-grimaldi/?fbclid=IwY2xjawJ2HmlleHRuA2FlbQIxMQABHnRK2uqS17OBaHdVPTOwi6NC9VeGMXZFaK2Rn0vwRqGOA8R42dURacXYwZsF_aem_tm7BUudKE4aHu0O5la81Hg

On April 22, 2025, at around 4 a.m., the container m/v 'Ever Memo' (IMO: 9935372) allided with the 'Wan Hai A09' in the Port of Savannah zpon its arrival from Cristobal.. The 'Ever Memo' was being turned by tugs in the turning basin when it made contact with the other ship with its stern. The 'Wan Hai A09' was in the middle of cargo operations with five cranes working. There was no serious damage, and the 'Wan Hai A 09' left the port again on April 23 en route to Cristobal. Video: https://www.instagram.com/salvage_and_wreck/reel/DIyK6fzy9eX/

A Florida jury has awarded a cumulative $2,888,300 in damages to three former crew members of the 'Utopia IV', 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' (IMO: 8906315) 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

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

The salvage of the "Bayesian," which was due to start on April 20, has been postponed. The highly complex operation to raise the yach off Porticello is now scheduled to begin on April 27, one week later than planned, due to unfavourable weather conditions. However, the question also arises as to whether the Perini Navi shipyard bears any responsibility for the sinking of the yacht. The salvage operation is scheduled to be completed by mid-May. After being raised, the ship will be brought to the port of Termini Imerese near Palermo, where the public prosecutor's office is also located. The cost of the salvage operation is estimated at around US$30 million and will be covered by an international insurance consortium. On April 19 the Dutch crane vessel 'Hebo Lift 10' (IMO: 8010506) left the Port of Rotterdam. If weather conditions are favourable, it will arrive in Palermo on May 4, after which it will move to Porticello on May 5. Preparatory work on the wreck, including the dismantling of the rigging, is scheduled to begin as early as April 28. The yacht is considered structurally sound, and the 75-meter-high aluminum mast with six rows of spreaders is still firmly in place. The yacht is lying approximately 49 metres below the surface, which is a challenging depth for divers, likely requiring specialist equipmen, such as a saturation diving system. After dismantling the rigging, the hull will first be righted and secured against possible fuel leaks. Once the mast is removed, the divers will drain the fuel on board - approximately 18 tons - and rig the sailing yacht to the 'Hebo Lift 10', which will then perform a controlled lift to remove the 'Bayesian' from the water. Authorities plan for the wreckage to be completely recovered by the end of May. The Bayesian will then be transferred to the port of Termini Imerese, where it will be made available to the judiciary for technical and legal investigations. The salvage operation is considered crucial to determining the causes of the sinking. The Termini Imerese Public Prosecutor's Office is investigating British Captain James Cutfield and two crew members for negligent average and negligent homicide: Chief Engineer Tim Parker Eaton and Deckhand Matthew Griffith, who was on watch on the bridge at the time of the accident. At the same time, the British Marine Accident Investigation Branch (MAIB) has also launched its own technical investigation, which is currently suspended until the Italian judiciary completes its investigation. Technical experts from both countries will be granted access to the wreck to examine possible structural damage, human error, or technical defects.

The captain of the 'Glomar Venture' was seriously injured in the allision with a Siemens Gamesa wind turbine 24 kilometres off the coast of Callantsoog. He suffered serious facial fractures when he fell and hit a bench. Two crew members, the helmsman and the motorman, one of whom suffered several broken ribs after falling. also suffered broken bones. The crew mainly consisted of Ukrainians. Immediately after the accident, the Coast Guard and units of the KNRM came to help. After treating the injured on board, they were taken to hospital. The affected crew members were not yet approachable. The cause of the accident was still a complete mystery. The 'Glomar Venture' had completed a job and was on its way to Den Helder when the allision happened. It was a very routine trip. The damaged ship remained moored at the quay of Het Nieuwe Werk, in the closed section in its home port of Den Helder as of April 23, where further investigation had to be carried out. Various authorities are involved in this, including the water police and the Environment and Transport Inspectorate. After the accident investigations have been comloeted, the 'Glomar Venture' can be taken to a dry dock. There, further inspection will follow to see if there is any further damage. The insurance company is also involved in this. The Siemens Gamesa offshore wind turbine has been taken offline as investigations were carried out into the damage to the 11MW machine at a Vattenfall-owned project. The 'Glomar Venture' proceeded to Oudeschild on April 23 to the Damen Shipyards for further inspections. A 'Single voyage permit' was issued by the authorities for the departure from Den Helder. Prior to this, representatives of the National Unit (LE) of the water police and the Human Environment Inspectorate (ILT) had been on board. Report ith photos: https://www.noordhollandsdagblad.nl/regio/noordkop/noordkop-denhelder/de-glomar-venture-na-rammen-windturbine-naar-texels-dok-gevaren/60804778.html

The 7-meter sailboat 'Aurora' with three crew members on board requested assistance due to an engine failure on April 23, 2025, near the port of Estepona. The CCS Tarifa of Salvamento Marítimo mobilized the 'Salvamar Gadir', which took the yacht in tow and pulled it safely to the port.

Sold to Breakers as is Vietnam 354 USD/TO

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.