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The 'Isle of Mull', serving on the route Oban-Lochboisdale-Castlebay, suffered an issue with the radar on March 25. The defect required further investigations. As a consequence, the scheduled 1:35 p.m. departure from Oban was delayed. The vessel finally departed Oban one hour behind schedule.

On March 26, 2025, the Federal Bureau of Maritime Casualty Investigation (BSU) has published its investigation report on the grounding of the "Mumbai Maersk", while entering the fairway of the New Weser, en route from Rotterdam to Bremerhaven on Feb 2, 2022, during a turning maneuver. The report concludes with safety recommendations, including radio discipline on the Weser waterway, training in Bridge Resource Management and ECDIS at the shipping company Maersk Line A/S, and pilotage on large vessels. On the day of the accident, the ship had chosen the deep-water route away from the coast. While approaching the narrow fairway, the ship's command had been informed by radio that its berth was still occupied, but would soon become available. With a draft of 12.80 meters, the freighter was tide-dependent. Shortly thereafter, the ship was informed that it could now approach the port. The ship immediately turned to return to its original course. During this maneuver,it struck a dumping site for dredged material next to the fairway and got stuck. Tugs refloated the vessel on Feb 4 at 1:14 a.m. In their investigation, the BSU investigators focused on the voyage planning and execution on board the "Mumbai Maersk," sediment management in the German Bight, and the approach planning to Bremerhaven. During the course of the investigation, the turning maneuver and various alternative maneuver scenarios were reconstructed and rehearsed in the ship handling simulator at Bremen University of Applied Sciences. The course of the accident was reconstructed in detail, including recordings from the bridge microphones, radar equipment, and the ECDIS4, as well as radio traffic recordings and the ship's track. Scheduling was tight because the North Sea Terminal Bremerhaven (NTB), where the vessel was due to call, still had to handle the "CMA CGM Lamartine," which had lost one of its anchors during a layover in the German Bight, before entering Bremerhaven, and thus requiring an escort tug. The ship could only proceed slowly. Neither the port pilot nor the maritime pilot who boarded the ship had been informed of this fact beforehand. According to the report, the Bremen Port Operations Office, which assigns the port pilots for their assignments, was apparently unaware of the fact, as was the Weser II/Jade Pilotage Association, which assigns the sea pilots. The navigator on duty at the traffic control center finally set a schedule. The pilot on board the container ship requested information about whether the ship could enter the New Weser or not, as he had to decide whether to turn around and head back toward the North Sea. This action would have disrupted the schedule. The ship was advised to continue at reduced speed. At around 10:25 p.m., however, the captain and pilot decided to turn around because they had to wait for the berth and the navigation channel to become clear. The captain gave the rudder command "hard to port." The maneuver was aided by the rising tide and the prevailing northwest wind. During the maneuver, there were several radio messages, contradictory statements, and commands, including between the pilot and the captain. At 11:05 p.m., the "Mumbai Maersk" got stuck in the mud. The investigation team identified several factors that potentially contributed to the accident. These included the incomplete marking of no-go areas along the route and the overloading of the ECDIS displays, which made unsafe waters unclear and difficult to identify at first glance. The representation of the drift area on the electronic nautical chart was difficult to read, particularly in night mode, due to low contrast and the overlay of a large amount of chart information. The simultaneous performance of several tasks, especially by the pilot, as well as the high volume of communication, meant that not all tasks could be given sufficient attention at all times. According to the report, it would be appropriate to highlight drift areas directly adjacent to the fairway on the nautical charts. The authority also recommended the deployment of a second pilot. Full report: https://www.thb.info/rubriken/maritime-sicherheit/detail/news/bsu-bericht-zur-mumbai-maersk-havarie.html

On March 25, 2025, at 2.25 p.m. the 'NP Bangpakong' ran aground near Pattaya City at the Eastern Gulf Coast in pos. 13° 07' N 100° 46' E at the coast of Koh Larn, when the gast tanker was headed from the Bang Pakong District, Chachoengsao Province, to Map Ta Phut Port, Rayong Province, allegedly while trying to avoid the collision with a fishing vessel, the master of which denying the accusation. The local authorities from Koh Larn responded. It was determined that there were no leaks of LPG or fuel spills. Police and marine officials visited the site on the morning of March 26 and had the vessel rechecked to ensure safety in the area, which is near the popular tourist resort of Pattaya. The tug 'Map Ta Phut' was contracted to pull the vessel free from the rocky outcrop on which it is lodged. Engineers and technicians have also been sent to the scene to more accurately assess the vessel’s condition. The first survey showed possible damage to the ballast tanks. The double-hull prevented damage to the cargo tanks, which were empty. An investigation has been launched into the accident. The tanker was refloated on March 26 at around 8.30 a.m. UTC and moored in pos. 13° 11' N 100° 54' E off Laem Chabang at around 10 a.m., where it remained stationary as of March 27. The shipping company stated that the grounding had occurred “due to the employee’s negligence in his duties.” The company accepted responsibility for the incident and promised to implement stricter “preventive measures.” Report with photo and video: https://world.thaipbs.or.th/detail/56985 https://www.youtube.com/watch?v=K71_AvF-aH0&embeds_referring_euri=https%3A%2F%2Fwww.maritime-executive.com%2F&source_ve_path=MjM4NTE

An operational briefing has been concluded on March 25, organized by the coordination unit established at the premises of the Port Authority of Portoferraio, during which the operations to recover the 'Fugro Mercator' were examined. The company in charge of the operations has been working since the first light of dawn in a safety framework guaranteed by the naval units of the Coast Guard of Portoferraio. Underwater operators, a tug and a floating pontoon were used, thanks to which the emptying of the on-board tanks of fuel was started, an operation that will be concluded on March 27– and high-capacity floating balloons were positioned to stabilize the trim of the ship. The operation, coordinated by the Port Authority of Portoferraio, was attended by representatives of the shipping company, as well as the Pilots Corporation of the Port of Portoferraio and the Mooring and Boatmen Group of the Island of Elba who, with dedicated men and means and in synergy with the Port Authority, will contribute to the safe conduct of operations. A safety ordinance is also being issued to avoid interactions with maritime traffic in the area. Reports with photos: https://www.tenews.it/2025/03/26/nave-fugro-mercator-iniziate-le-operazioni-di-messa-in-sicurezza-1118547/ https://www.greenreport.it/news/inquinamenti-e-disinquinamenti/54813-allelba-e-iniziato-il-disincaglio-della-nave-oceanografica-fugro-mercator

The LCT 'Nicia' (IMO: 8946016) was in collision with the 'Sangko Uno 66' in waters near Rosario, Cavite on March 26, 2025. The 'Nici'a was traversing the waters bound for Cebu, while the 'Sangko Uno 66' was en route to the Pasay Reclamation Project from Zambales province when the incident occurred. No casualties were recorded and no oil spills were observed in the vicinity waters of Rosario.The two vessels suffered minor damage. The Philippine Coast Guard ordered both vessels to proceed to Manila and cooperate with the PCG’s Marine Casualty Investigation.