News

On March 31, the 'Koningsdam', docked at the port of San Francisco, broke loose from its moorings after a pier bollard failed completely after securing the bow lines. The failure caused the vessel to drift and a gangway to detach. Crew members acted swiftly, utilizing thrusters and dropping anchor to stabilize the ship and prevent a potential allision with another pier. Given the strong winds, the decision was made to run thrusters to hold the ship firmly against the dock.

The shadow tanker 'Andaman Skies' (IMO: 9288693), which is loaded with Russian oil and was barred by Indian authorities, is transferring its cargo to the Sao Tome and Principe-flagged tanker 'Ozanno'. The port authorities had barred the more than 20-year-old tanker from entering the port of Vadinar, as its seaworthiness certificate was not issued by an Indian-approved classification agency. Indian port entry rules require tankers that are more than 20 years old to hold seaworthiness certification by a member of the International Association of Classification Societies, or an entity authorised by India's maritime administration. The vessel, carrying about 100,000 metric tons (800,000 barrels) of Varandey Russian oil sold by Lukoil from the port of Murmansk, was stationary off the port of Mumbai. The 'Ozanno', which had left Sikka on March 29, 2025, is expected to deliver the cargo to Indian Oil Corporation at Vadinar next week and was stationary in pos. 18° 58' N 072° 24' E as of April 4. While the 'Andaman Skies' and 'Ozanno' are both subject to UK and European Union sanctions, they are not under sanctions by the United States or the United Nations. India adheres to United Nations sanctions.

A passenger of the 'Carnival Luminosa', a man in his 70s, had to be urgently airlifted by a helicopter and was rushed to the Bundaberg Hospital. He had suffered health problems which required medical care on a higher level, while the cruise ship was sailing off the Queensland coast on April 2, 2025, at around 1 p.m. The vessel was on the final day of the cruise into the Port of Brisbane.

The owners of the 'Solong' have filed a legal claim against the owners of the 'Stena Immaculate'. Court records indicated that the legal claim was filed at the Admiralty Court on April 3 by the owners and demise charterers of the container ship against "the owners and demise charterers" of the tanker. It follows a separate legal claim filed against the owners of the' Solong', the Ernst Russ - on March 31 by the co-owners of the 'Stena Immaculate', Stena Bulk and Crowley. A spokesperson for Ernst Russ said: "As part of the legal proceedings arising from the collision between the Solong and Stena Immaculate, the owners of the Solong have filed a claim in the Admiralty Court in London. This is usual process for large maritime casualties and represents another step in working toward the conclusion of this tragic incident. Meanwhile, Ernst Russ continues to offer all necessary assistance in support of the ongoing investigations." After the Marine Accident Investigation Branch (MAIB) released the interim report into the incident, which found that the vessels did not have "dedicated lookouts" in what were "patchy conditions", Crowley, the operator of the 'Stena Immaculate', said the tanker was "in compliance with applicable watch-standing safety regulations and company policies for an anchored vessel. We are confident the forthcoming comprehensive investigation report will clarify the facts and circumstances of the incident, demonstrating that Crowley exercised appropriate vigilance."

In the search for the seven fishermen missing after the 'Bruma' sank in Coronel, items believed to have belonged to the vessel were found on April 3, including a carp and a gamela with a jack and a slipper, which were spotted floating in the sea by artisanal fishermen participating in the search efforts. The ishermen have been positioning themselves at strategic points during the search, working in coordination with the Navy. The sinking of the 'Bruma' has generated various hypotheses regarding its causes. One of the most controversial versions comes from the 18 crew members of the 'Cobra', who deny having collided with the fishing boat. The search continues, while the families and colleagues of the missing fishermen remain hopeful of finding new clues that will help clarify the events and determine the whereabouts of the seafarers. The Coronel Guarantee Court ordered the detention of the"Cobra" as part of the investigations for 20 days for expert analysis, without sailing authorization and under Navy custody. This request was based on a request filed by Coronel's chief prosecutor, Hugo Cuevas, which was granted by the Court. During this period, the 'Cobra' will not be authorized to sail. Traces of paint on the hull, satellite and navigational positioning, along with other evidence, proved to the victims' families that the 'Bruma' was hit by thefishing vessel and, afterward, broke up and partially sank. In this context, they announced the filing of a complaint for the crime of homicide against the captain of the 'Cobra'. For its part, the owner company Blumar indicated that it will provide specialized underwater equipment to search the seabed for the wreckage of the wrecked boat. Reports with photos: https://www.biobiochile.cl/noticias/nacional/region-del-bio-bio/2025/04/03/hallan-carpa-y-otros-elementos-correspondientes-a-lancha-bruma-que-naufrago-en-costa-de-coronel.shtml https://www.lacuarta.com/chile/noticia/confio-en-su-palabra-destapan-version-de-tripulacion-de-barco-acusado-de-chocar-a-bruma-y-justifican-danos-en-proa/

The police does not have to compensate the fishing company of BBB politician Anja Keuter for the damage caused by collisions with police boats during a farmers' protest at the Ketel Bridge. This was decided by the court in The Hague. Keuter went to court because, according to her, the police took unfair action against her ship, the 'Albert-UK 146', and a group of passengers. Because the case against her was eventually dismissed, the police or the state should compensate the damage suffered. Keuter also wanted compensation for lost income because she had to spend a night in jail. According to the court, the police took action on the day in question to maintain public order and ensure a safe situation on the water. Furthermore, video images showed that the fishing vessel made zigzagging movements on the return trip to the port of Urk. The police cannot therefore be held liable for damage caused by collisions. The confrontation between crew members of the cutter and the police took place on the afternoon of June 22, 2022, a year in which there were many farmers' protests. The crew of the cutter wanted to support the activists. The idea was to sail to the Ketel Bridge so that it would open. Keuter then wanted to stop the ship under the open bridge so that the bridge deck could no longer be lowered. This would keep traffic at a standstill in front of the barriers for longer and give farmers the opportunity to hand out flyers to motorists. The plan failed, because the bridge deck was not opened. Keuter then brought the ship to a standstill 50 metres from the bridge. Because the police were already aware of a possible protest action, they were also in the area with boats at that time. The police told Keuter that she had to anchor or sail back to the port of Urk in one line. When a number of officers boarded the cutter, Keuter's son pushed an officer and a commotion ensued. Eventually, the cutter sailed back to Urk, with a police boat right next to it. Several officers stated that the cutter then made zigzagging movements during the return trip. During the voyage, both ships collided with each other several times. The police then ordered Keuter to stop the ship. When that did not happen, police officers boarded the ship and eventually, took over control. It was decided to sail the ship to Lelystad. A number of passengers were then arrested on suspicion of public violence. However, no prosecution was initiated. In total, Keuter claimed more than 50,000 euros in compensation for damage to the cutter, the days that the ship was stationary and the crew could not work. In order to decide on Keuter's claim, the judges in The Hague had to assess whether the police action was lawful. For this purpose, video footage taken by the police and by the crew of the cutter was also viewed. According to the police, officers boarded the cutter because there was information that a large quantity of maritime emergency fireworks might be present. At that time, there was no suspicion of a criminal offence, but there was a suspicion that public order could be disturbed. According to the police, the fact that the police boats sailed right next to the cutter during the return trip to the harbour was done to guarantee the safety of the officers on board the cutter. According to Keuter, the police action was not necessary at all, because the vessel sailed back to Urk as instructed. But according to the judge, the skipper and her crew obstructed the police. This became evident from video footage taken on board. Crew members behaved provocatively towards the police. The police were therefore right to bring riot police on board, the judge stated. According to the judge, it was initially unclear whether the cutter would actually return to the Urk harbour. Eventually, it did, but without consultation. The police were taken by surprise. Based on the images and statements, the court concludes that the damage to the ship was not caused by police errors. The police therefore does not have to reimburse the costs. Because the owner was found to be wrong, she must also pay the legal costs incurred by the police and the State for the case. This amounts to two times 5,500 euros, a total of 11,000 euros. Report with photos and video: https://www.omroepflevoland.nl/nieuws/421820/blokkeerkotter-schipper-anja-keuter-krijgt-schade-aanvaring-met-politieboot-niet-vergoed

The MAIB has published and interim report on the investigation of the collision between the 'Solong' and the 'Stena Immaculate'. On 27 February 2025, the tanker had departed Agioi Theodoroi with a cargo of 220,204.5 barrels1 of aviation fuel onboard, bound for Killingholme with an ETA as of March 11.The container ship was engaged in fixed tradein the North Sea, sailing between Rotterdam, Grangemouth and Hull. On March 10, its containerised cargo included various products including some designated asdangerous goods. As the 'Stena Immaculate' approached the Humber Estuary on March 9, the officer of the watch contacted the Associate British Ports (ABP) Vessel Traffic Services Humber and was advised to proceed to anchor at a position five miles to the north of the Humber light float, two miles clear of any pipeline. At about 6.30 p.m., the 'Stena Immaculate'’s master manoeuvred the vessel as directed to a position north of the ABP Humber’s area of responsibility where it anchored. There were eight other vessels anchored in the same area.By 8 p.m.m the 'Solong' had departed Grangemouth, disembarked the pilot and commenced its passage to Rotterdam. The planned passage followed a route the vessel had used in the past. The master remained on watch until shortly before 11 p.m., then handed the watch over to the second officer (2/O) and retired to bed. Shortly before midnight, the 'Stena Immaculate'’s 2/O took over the anchor watch at the start of a 12-hour duty period. On March 10 at approximately 0130 a.m. the 'Solong' passed the Longstone Lighthouse and altered course onto a heading of approximately 150°. The 'Solong' maintained this course, except for a slight deviation at 03.45 a.m. At 07:00 a.m., the 'Solong'’s master returned to the bridge and took over the watch as the lone watchkeeper.The visibility in the area north of the Humber light float was reported to be patchy and varying between 0.25 nautical miles (nm) and 2.0 nm. Neither the 'Solong' nor the 'Stena Immaculate' had a dedicated lookout on the bridge.At 09.47 a.m., the 'Solong' allided with the anchored 'Stena Immaculate'’s port side on a heading (HDG) of 150° and speed over the ground (SOG) of about 16 knots (kts) The able seaman Mark Pernia, one of the 'Solong'’s crew members, was reported to be in the forecastle area at the time of the allision, which breached the 'Stena Immaculate'’s No.7 port side cargo tank, releasing aviation fuel into the sea and onto the bow of the 'Solong'. The aviation fuel was ignited by the heat generated by the force of the alision, and the resulting fire ignited the contents of containers carried on board. The crews of both the 'Solong' and the 'Stena Immaculate'' took immediate action to address the evolving situation. Attempts by the 'Stena Immaculate'’s crew to fight the fire, and for the 'Solong'’s crew to locate the missing able seaman, were hampered by the severity of the fire. The tanker crew fought the fire for around 30 minutes. They had good pressure. and the Third Mate Jeffery Griffin was about to do a muster when they heard the words, forget the muster, abandon ship. The evacuation became urgent when the wind or the position of the ship changed. All the smoke came towards the accomodation block. Despite the dangerous conditions, the crew maintained their composure and moved in the most organized but urgent way. They did a quick muster at the lifeboat. The second mate did a fast head count. Everybody did exactly what they were trained to do. The captain Thomas Leaf and the second mate Peter Skerys in particular processed all the information so quickly, and formulated a gameplan. The crew’s quick thinking and training proved crucial. Before abandoning ship, they activated fire monitors to provide boundary cooling water to adjacent cargo tanks, significantly limiting the damage. Only 17,515 barrels of the cargo were lost. Both the 'Stena Immaculate' and 'Solong'’s crew abandoned to lifeboats and were subsequently recovered by the efforts of local boats and emergency responders, coordinated by the British Coastguard. Mark Pernia has not been found and is believed to have died in the accident.. An evaluation of the nature and extent of pollution from both vessels is in progress. The MAIB’s investigation into the accident is ongoing. The investigation will encompass the navigationand watch keeping practices on board both vessels; manning and fatigue management; the condition and maintenance of the vessels; the use of the offshore area as an anchorage for vessels waiting to enter the Humber Estuary; and the environmental conditions at the time. A report of the investigation will be drafted and will be distributed to key stakeholders for a 30-day consultationperiod in due course. Report with photos: https://assets.publishing.service.gov.uk/media/67ebb6a1632d0f88e8248ada/Solong-StenaImmaculate-InterimReport.pdf

Campaigners are set to board the 'Glen Sannox' to host a protest at Troon Harbour in a bid to save the historic route between Ardrossan and Brodick. Supporters were being urged to gather at Brodick pier on April 12 at 1 p.m. The ferry will arrive at Troon at 2.15 p.m. ,where participants will get off for a short demonstration at the harbour, before the 'Glen Sannox' makes her way back to Brodick at 3.10 p.m. The ferry is only able to sail between Brodick and Troon at present because it is too big to berth at Ardrossan Harbour. The Ardrossan Harbour Project – to develop the port and make it suitable for the new vessels – was given the go-ahead way back in 2018, but the project was paused in 2023, and a fresh business case has never emerged. The situation has been made even worse since January with the 'Caledonian Isles' having extensive repairs made to it, meaning there have not been any ferries coming in and out of Ardrossan for three months. It was expected that the 'Caledonian Isles' would return to service by the end of April but CalMac has now said it will be before the end of May. Talks with the harbour owner Peel Ports regarding a possible buyout by the Scottish Government are now underway after years of stalling, but residents have become concerned about the apparent silence since that announcement nearly two months ago. Wyllie Hume, chair of the Arran for the Ardrossan Harbour campaign, wants to get as many people onto the 'Glen Sannox' as possible to drive home the argument Ardrossan Harbour must be redeveloped to ensure the historic route is not abandoned. The 'Glen Sannox' is currently alternating with the 'Alfred' for sailings to and from Troon, which takes about 20 minutes longer than the journey to and from Ardrossan, so there are fewer return sailings from there than there were from Ardrossan. When foot passengers get to Troon, the train station is a good 20 to 25 minute walk from the ferry port so, combined with fewer sailings, it is practically impossible for them to take a day trip to Glasgow. People on Arran are also having difficulties getting to medical appointments at Crosshouse Hospital in Kilmarnock, which is easily reachable by bus from Ardrossan but much more challenging to get to from Troon.

The 'Andaman Skies', which is loaded with Russian oil and was barred by Indian authorities, is transferring its cargo to the Sao Tome and Principe-flagged tanker 'Ozanno' (IMO: 9394935). The port authorities had barred the more than 20-year-old tanker from entering the port of Vadinar, as its seaworthiness certificate was not issued by an Indian-approved classification agency. Indian port entry rules require tankers that are more than 20 years old to hold seaworthiness certification by a member of the International Association of Classification Societies, or an entity authorised by India's maritime administration. The vessel, carrying about 100,000 metric tons (800,000 barrels) of Varandey Russian oil sold by Lukoil from the port of Murmansk, was stationary off the port of Mumbai. The 'Ozanno', which had left Sikka on March 29, 2025, is expected to deliver the cargo to Indian Oil Corporation at Vadinar next week and was stationary in pos. 18° 58' N 072° 24' E as of April 4. While the 'Andaman Skies' and 'Ozanno' are both subject to UK and European Union sanctions, they are not under sanctions by the United States or the United Nations. India adheres to United Nations sanctions.

The 'Discovery Princess' broke free from its moorings due to high winds while was berthed at San Francisco's Pier 27 on April 1, 2025, at around 5 p.m., when winds reached up to 29 mph, The blustery conditions also caused the platform connecting the ship to the dock to break free. The strong winds caused three stern cables to snap, leading the vessel to drift toward Pier 23. In response, the crew released a thicker stern line to reduce the ship's angle against the wind and activated the engines to maneuver it back to the berth. All passengers and crew remained safe, with no reported injuries. The ship had arrived in San Francisco on the morning of March 31 during its seven-day round trip from Los Angeles. It departed the San Francisco port at its scheduled time of 10 p.m.

The owners of the 'Solong' have filed a legal claim against the owners of the 'Stena Immaculate'. Court records indicated that the legal claim was filed at the Admiralty Court on April 3 by the owners and demise charterers of the container ship against "the owners and demise charterers" of the tanker. It follows a separate legal claim filed against the owners of the' Solong', the Ernst Russ - on March 31 by the co-owners of the 'Stena Immaculate', Stena Bulk and Crowley. A spokesperson for Ernst Russ said: "As part of the legal proceedings arising from the collision between the Solong and Stena Immaculate, the owners of the Solong have filed a claim in the Admiralty Court in London. This is usual process for large maritime casualties and represents another step in working toward the conclusion of this tragic incident. Meanwhile, Ernst Russ continues to offer all necessary assistance in support of the ongoing investigations." After the Marine Accident Investigation Branch (MAIB) released the interim report into the incident, which found that the vessels did not have "dedicated lookouts" in what were "patchy conditions", Crowley, the operator of the 'Stena Immaculate', said the tanker was "in compliance with applicable watch-standing safety regulations and company policies for an anchored vessel. We are confident the forthcoming comprehensive investigation report will clarify the facts and circumstances of the incident, demonstrating that Crowley exercised appropriate vigilance."

New Zealand is currently concerned about the 'Eagle S', which had been seized by Finnish authorities at Christmas 2024 in the Baltic Sea after reportedly damaging the Estlink 2 undersea cable. A month earlier, New Zealand had classified it as a serious violator and shared this information with the Cook Islands government. The correspondence contains several messages from the New Zealand Ministry of Foreign Affairs and Trade (MFAT) expressing concerns about the state of the Cook Islands' shipping registry and warning that it is likely being used by Russia to evade sanctions. Wellington has asked to formally approach the Cook Islands on the Ghost Fleet issue, reiterate concerns, seek assurances, and offer support to the Cook Islands, according to an email sent by the New Zealand High Commission in the Cook Islands. Another email states that "New Zealand's concerns regarding the Cook Islands' shipping registry have increased" following the Estlink 2 incident. "As the vessel is suspected of being part of the Russian 'Ghost Fleet,' we request an update from the Cook Islands Government on its response to the incident, given the seriousness of the matter and the potential consequences. Currently available data indicates an increase in the number of sanctioned vessels on its registry." New Zealand requests "assurance that all sanctioned vessels have been formally delisted or that action is currently underway to do so." A document from the New Zealand/Cook Islands Joint Ministerial Forum and Joint Defence and Security Dialogue Working Group states that New Zealand officials "took stock of the latest round of sanctions imposed by New Zealand Russia is registering its ships in the Cook Islands to create a ghost fleet and avoid sanctions on the sale of its oil. The complexity of these vessels' ownership structures, designed to conceal their true ownership, requires shipping registries to be well-equipped to monitor them and to have robust due diligence procedures in place for vessel registration. The vessels are generally old, poorly maintained, underinsured, and do not meet international standards. The above mentioned emails, released under the Official Information Act, also offer to help the maritime Cook Islands improve its standards, as the problem is worsening, despite the agency having all the information it needs to take action against vessels that do not comply with the rules.

On April 3, 2025, at 5.36 a.m. the 'Lady Irene' caught fire in Cape Cod Bay while berthed at the Wellfleet Marina, Massachusetts. The fire started on the fishing vessel and quickly spread to the supporting structure on the pier. It continued to spread to a second fishing vessel when the Wellfleet fire department arrived on the scene. Firefighting operations commenced from the pier, as access to the fishing vessel was significantly constrained. Additional assistance was requested from the Truro, Eastham, Orleans, and Harwich fire departments, as well as the U.S. Coast Guard The Wellfleet Shellfish Warden, Harbormaster, and the Department of Public Works provided essential logistical support. The firefighters successfully brought the fire on the fishing vessel under control; however, they continued to manage persistent hotspots. Attention then shifted to the pier, where extinguishing the fire proved particularly challenging due to its construction materials and limited accessibility. The crews were able to knock the fire down at 10 a.m. The utilization of vessels from the Harbormaster and the U.S. Coast Guard facilitated the firefighting efforts, with hoses connected to fire trucks. As a precautionary measure, the Barnstable County Dive Team was requested and placed on standby, along with the Massachusetts Department of Fire Services' Rehab truck, to ensure firefighter safety. Furthermore, hazardous material booms were deployed around the entire pier to contain potential contaminants and safeguard the shellfish grants.Both the 'Lady Irene' and the second vessel suffered significant damage to the hull and superstructure, but remained afloat. Notification has been made to the State Fire Marshal, the U.S. Coast Guard, and the Department of Environmental Protection (DEP), all of whom have been requested to attend the scene for the purpose of investigation. A determination regarding the cause of the fire has yet to be established, as the investigation conducted by the Fire Marshal was ongoing. Reports with photos: https://eu.capecodtimes.com/story/news/fire/2025/04/03/firefighters-wellfleet-town-pier/82790061007/ https://eu.capecodtimes.com/picture-gallery/news/2025/04/03/early-morning-fishing-boat-fire-wellfleet-town-pier/82794658007/

On April 3, the Royal New Zealand Navy released its final Court of Inquiry report detailing the circumstances that led to the loss of the HMNZS 'Manawanui', while conducting a hydrographic survey of a reef. Nine recommendations were outlined in the report, focusing on risk management, procedural improvements, force generation, seaworthiness standards, training protocols, and hydrographic capabilities. The Court of Inquiry, presided over by Commodore Melissa Ross, identified direct causes including the ship maintaining a heading toward land and confusion over the vessel’s autopilot status. Critically, the crew attempted to adjust course using azimuth thruster controls while the ship remained in autopilot mode, rendering their actions ineffective. The situation was compounded by a mistaken assessment of thruster control failure and subsequent non-adherence to emergency procedures, which should have included switching from autopilot to manual control: “The Court found deficiencies in the training and qualifications of key ship’s personnel involved in the incident, risks related to the survey task were not sufficiently identified, discussed and mitigated, and instructions or procedures were lacking.” The investigation revealed that the ship’s Commanding Officer was not platform endorsed for the vessel, a requirement specified in the New Zealand Manual of Navigation. Chief of the Navy Rear Admiral Garin Golding acknowledged the findings, highlighting a concerning gap between work as imagined and work as done. The Navy has already implemented several corrective measures, including reviews of risk management procedures and training protocols. The investigation identified twelve contributing factors, including training and experience deficiencies, inadequate military hydrographic planning, procedural issues, supervision gaps, and leadership concerns. The Navy announced plans for a comprehensive transformation program to address systemic issues, including the lack of standardization across the fleet. Full report: https://www.nzdf.mil.nz/assets/Uploads/DocumentLibrary/MAN-COI-ROP-FINAL-31-Mar-25_Redacted-v2.pdf

The return of the 'Caledonian Isles', which has been out of service since last February - has been delayed by a further month, after facing a series of issues including rust and twisted frames. It had been due to return to the Arran route by the end of April, but that has now been pushed back to the end of May, after Calmac found new issues with the tubes for the propeller shafts. Until then, the service to Brodick will continue from Troon with a two-vessel service of the 'Glen Sannox' and 'Alfred'. The operator ClMac was in regular contact with Arran's ferry committee.

The 'Emmakris III' was among ten seized vessels, linked to Russian companies, which Ukraine’s Asset Recovery and Management Agency (ARMA) has transferred control to a private firm on April 3, 2025. The vessels were handed over to the company Marinex, which won a competitive tender. The key result is over UAH 5.7 million (about $145,000) in monthly revenue for Ukraine’s budget. Previously, under contracts signed by ARMA’s former management, the state was receiving just UAH 10,000 (about $250) per month for each of nine ships. After conducting compliance checks, ARMA’s new leadership unilaterally terminated those old contracts. The 'Emmakris III' was seized by Kyiv’s Pechersk District Court in April 2023. Marinex, founded in 2003, specializes in maritime services. Its registered beneficial owner is Iryna Samusenko.

DFDS has brought in the 'Cote D'Albatre' as a replacement vessel on the Jersey-Portsmouth route, The ferry setting sail from Portsmouth on the morning of April 3 and was due to arrive in the island at 8 p.m. before making the return journey at 10 p.m. The new operator has apologised for having to cancel the night service to the UK on April 2 while it moved the contingency ships into position. The 'Stena Vinga' has been swapped on to the St Malo route while the 'Tarifa Jet' was awaitings clearance to begin sailings. It was due to make its maiden crossing to Jersey on March 28, but additional work was required following its inspection by the MCA. The fast ferry was now expected to enter service next week. DFDS took over running Jersey's sea links from Condor Ferries. The Danish firm has a 20 year contract.

The 'Doña Diana', with 58 workers on board, both from Pemex and from companies such as Evya, Veggies, and Fijisan, among others, who were headed to different platforms, caught fire in the engine room, resulting in the loss of one engine, on April 2, 2025, at 3 p.m, off Isla del Carmen. The fire was brought under control by the crewm and no injuries were reported. The ship returned to Isla del Carmen for investigations and repairs.

The World War II aerial bomb found during dredging work in the Rhine at the construction site of the news Pfaffendorf Bridge in Koblenz is to be defused aboard the 'Innovatie' on April 4. The area has been evacuated. According to the Rhineland-Palatinate Bomb Disposal Service, both detonators of the 500-kilogram bomb are still intact. The defusing will take place this morning in the area of ​​the Gülser Mosel bend. For this purpose, the area within a 1,000-meter radius of the ship had to be evacuated. The evacuation of the affected area has been in effect since 8:30 a.m. No one other than emergency personnel is allowed to remain there. Access to the area has been blocked. Emergency personnel are currently monitoring the evacuation area to ensure that no one is actually left there. At 10 a.m., the bomb disposal team received approval to defuse the bomb. The evacuation zone also affects part of Koblenz-Lay. Among other things, the elementary school and the daycare center are affected there. On the other side of the Moselle, the campsite and the Güls sports harbor had to be evacuated. According to the city, the children from the daycare center and the Lay elementary school who cannot be cared for privately were accommodated in the Lay Schützenhalle (shooting hall). There, they are cared for by staff from the school, daycare center, and youth welfare office. Those affected by the evacuation and who cannot find alternative accommodation can stay in the Legia hall since 8 a.m. The city pointed out that pets were not allowed. Furthermore, there is no food available there. 46 people gathered at the Legiahalle and accepted the offer. The federal highway B416 on the left bank of the Moselle and the railway line along the Moselle has been closed during the bomb disposal operation. The Federal highway B327 (Hunsrückhöhen St.) and the Layer Bergweg remained unaffected. Ship traffic on the Moselle must wait until the bomb disposal operation is complete. A citizens' hotline has been set up at the Koblenz Fire Department for questions from the public: +49 261 40404-8000. Approximately 180 personnel from the public order office, fire department, police, bomb disposal service, disaster control units of the Malteser and German Red Cross, as well as the emergency services and other agencies are involved in the bomb disposal operation. The bomb was successfully defused at 10:47 a.m. Report with photo: https://www.stern.de/gesellschaft/regional/rheinland-pfalz-saarland/notfaelle--bombe-auf-schiff-in-koblenz-erfolgreich-entschaerft-35611678.html

The MAIB has published and interim report on the investigation of the collision between the 'Solong' and the 'Stena Immaculate'. On 27 February 2025, the tanker had departed Agioi Theodoroi with a cargo of 220,204.5 barrels1 of aviation fuel onboard, bound for Killingholme with an ETA as of March 11.The container ship was engaged in fixed tradein the North Sea, sailing between Rotterdam, Grangemouth and Hull. On March 10, its containerised cargo included various products including some designated asdangerous goods. As the 'Stena Immaculate' approached the Humber Estuary on March 9, the officer of the watch contacted the Associate British Ports (ABP) Vessel Traffic Services Humber and was advised to proceed to anchor at a position five miles to the north of the Humber light float, two miles clear of any pipeline. At about 6.30 p.m., the 'Stena Immaculate'’s master manoeuvred the vessel as directed to a position north of the ABP Humber’s area of responsibility where it anchored. There were eight other vessels anchored in the same area.By 8 p.m.m the 'Solong' had departed Grangemouth, disembarked the pilot and commenced its passage to Rotterdam. The planned passage followed a route the vessel had used in the past. The master remained on watch until shortly before 11 p.m., then handed the watch over to the second officer (2/O) and retired to bed. Shortly before midnight, the 'Stena Immaculate'’s 2/O took over the anchor watch at the start of a 12-hour duty period. On March 10 at approximately 0130 a.m. the 'Solong' passed the Longstone Lighthouse and altered course onto a heading of approximately 150°. The 'Solong' maintained this course, except for a slight deviation at 03.45 a.m. At 07:00 a.m., the 'Solong'’s master returned to the bridge and took over the watch as the lone watchkeeper.The visibility in the area north of the Humber light float was reported to be patchy and varying between 0.25 nautical miles (nm) and 2.0 nm. Neither the 'Solong' nor the 'Stena Immaculate' had a dedicated lookout on the bridge.At 09.47 a.m., the 'Solong' allided with the anchored 'Stena Immaculate'’s port side on a heading (HDG) of 150° and speed over the ground (SOG) of about 16 knots (kts) The able seaman Mark Pernia, one of the 'Solong'’s crew members, was reported to be in the forecastle area at the time of the allision, which breached the 'Stena Immaculate'’s No.7 port side cargo tank, releasing aviation fuel into the sea and onto the bow of the 'Solong'. The aviation fuel was ignited by the heat generated by the force of the alision, and the resulting fire ignited the contents of containers carried on board. The crews of both the 'Solong' and the 'Stena Immaculate'' took immediate action to address the evolving situation. Attempts by the 'Stena Immaculate'’s crew to fight the fire, and for the 'Solong'’s crew to locate the missing able seaman, were hampered by the severity of the fire. The tanker crew fought the fire for around 30 minutes. They had good pressure. and the Third Mate Jeffery Griffin was about to do a muster when they heard the words, forget the muster, abandon ship. The evacuation became urgent when the wind or the position of the ship changed. All the smoke came towards the accomodation block. Despite the dangerous conditions, the crew maintained their composure and moved in the most organized but urgent way. They did a quick muster at the lifeboat. The second mate did a fast head count. Everybody did exactly what they were trained to do. The captain Thomas Leaf and the second mate Peter Skerys in particular processed all the information so quickly, and formulated a gameplan. The crew’s quick thinking and training proved crucial. Before abandoning ship, they activated fire monitors to provide boundary cooling water to adjacent cargo tanks, significantly limiting the damage. Only 17,515 barrels of the cargo were lost. Both the 'Stena Immaculate' and 'Solong'’s crew abandoned to lifeboats and were subsequently recovered by the efforts of local boats and emergency responders, coordinated by the British Coastguard. Mark Pernia has not been found and is believed to have died in the accident.. An evaluation of the nature and extent of pollution from both vessels is in progress. The MAIB’s investigation into the accident is ongoing. The investigation will encompass the navigationand watch keeping practices on board both vessels; manning and fatigue management; the condition and maintenance of the vessels; the use of the offshore area as an anchorage for vessels waiting to enter the Humber Estuary; and the environmental conditions at the time. A report of the investigation will be drafted and will be distributed to key stakeholders for a 30-day consultationperiod in due course. The 'Stena 'Immaculate' remained moored in pos. 53° 44' N 000° 24' E as of April 4. Report with photos: https://assets.publishing.service.gov.uk/media/67ebb6a1632d0f88e8248ada/Solong-StenaImmaculate-InterimReport.pdf