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The salvage operation of the 'MSC Baltic III' at Lark Harbour is getting bigger in scope and more complicated, wizh weather and sea conditions continuing to hamper the assessment and salvage efforts. and possibly the timeline in removing the grounded ship could extend into years. Safely refloating the ship is impossible due to the severe damage under water. While an inspection of the hull showed extensive cracks and holes, the 1.700 tons of heavy fuel and gas remained contained within the vessel's tanks. The focus now was on removing that fuel from the vessel, which means much of the cargo on board has to be removed first by the salvors of T&T Salvage. Also eight containers with polymer beads (nurdles) have been marked as a priority for removal. There are materials aboard considered dangerous goods in shipping terms, such as the nurdles as well as flour and whiskey. Nothing aboard however is hazardous under normal conditions. Discussions were currently underway and involved, among other things, road access to the site. There is an existing road that goes out there to a couple of different locations, but it wouldn’t be enough to get tractor trailers out there. The existing road extends from the main road through Lark Harbour near the Canadian Coast Guard base. Part of it is maintained by the town, but most of it is maintained by the local ATV trail committee. Right at the beach, the salvors want to put access out to the bow of the vessel. A proposal is being developed to address that. Once the fuel is removed, the focus will shift to the removal of the vessel, but because of the damage to the hull, refloating the ship was deemed unlikely. The wreck might have to be dismantled, a process that could take an extended period of time. A couple of staging areas have been set up as the operation continued. Local harvesters may be affected by the increased activity. Reports with photos: https://vocm.com/2025/02/26/263808/ https://www.saltwire.com/newfoundland-labrador/salvage-crew-may-fix-old-road-access-grounded-cargo-ship

On Feb 27, 2025, the Spanish flagged 10-m-fishing vessel 'Foque Uno' wiith two crew members on board, requested urgent assistance due to water ingress in Sant Antoni (Girona). The CCS Barcelona of Salvamento MArítimo mobilized the 'Salvamar Sirius' to the scene, which helped bail out the vessel and tows it to the Port d'Aro dry dock for repairs.

On the afternoon of Feb 25, the 'Finlandia Seaways' left the berth in Gismarvik with assistance of a number of BB tugs. The ship then started its final voyage under tow of the tug 'BB Ocean' (IMO: 9196503). The ship arrived at the Smedegaarden 'A/S in Esbjerg on Feb 27, where the ship will be recycled now.

On Feb 27, 2025, the inland tanker 'Nazar' (MMSI: 244750356), en route from Nieuwegin, was in collision with the 'Alja', which was pushing a barge, from behind on the Amsterdam-Rhine Canal. The tanker then partially pushed the 'Aja' under water, the stern submerged. The crew was not injured. Both the pusher tug and the tanker proceeded to Amsterdam after the incident. The tanker berthed in the Sonthaven. The tug left the port again at 3.40 p.m. en route to Urk. Report with video still: https://www.schuttevaer.nl/nieuws/actueel/2025/02/27/bemanning-duwboot-alja-in-orde-na-aanvaring-met-tanker/

The Canadian Coast Guard was notified on Feb 19, 2025, at around 3:15 a.m. that the 18-m- aluminium fishing vessel 'Western Gambler' had grounded near Napier Point, about three kilometers south of Bella Bella, BC. The vessel had been taking on water prior to the sinking and was attempting to transit to the small port of Shearwater, southeast of Bella Bella, for an emergency haul out when it ran aground. The Canadian Coast Guard’s lifeboat of the Bella Bella station was tasked to assist. The CCGS 'Cape Farewell' and the Fast Rescue Craft arrived on-scene and rescued the four fishermen onboard. No injuries were reported. The 'Western Gambler' then capsized and appeared to be leaking, as there was some initial sheening and other debris on water. The local Heiltsuk Marine Emergency Response Team responded the same morning and deployed a containment boom around the vessel and a deflection boom along the shorelines to protect the McLoughlin Bay hatchery. A Unified Command has been established to oversee the incident and ensure an appropriate response. The owner of the fishing vessel was actively involved in the response. The 'Western Gambler' was submerged near the coastline with the foreship still sticking out of the water, and partially encircled by a yellow spill containment boom. The spill response equipment was deployed by the Heiltsuk Marine Emergency Response Team, which is operated by the local First Nation, to protect the shoreline and the nearby McLoughlin Bay fish hatchery. The 'Western Gambler' was carrying more than 7,500 litres of diesel and 1,100 litres of hydraulic oil when it sank. Additional containment booms were placed around the fish pens at the McLoughlin Bay hatchery as a preventative protective measure. Mariners who were not part of the response efforts are asked to refrain from transiting the area. The Heiltsuk Nation issued an urgent notice to boaters just before 1 p.m. The vessel is co-owned by Randolph Enterprises Ltd. and Jim Pattison Enterprises Ltd., with the latter serving as the authorized representative for the craft. Multiple layers of boom have been deployed around the vessel, as well as deflection boom to protect the shoreline and the McLoughlin Bay hatchery. The boom is regularly being repaired and maintained by the local Heiltsuk Marine Emergency Response Team (MERT) and Western Canada Marine Response Corporation (WCMRC). Preliminary assessments of the casualty vessel were conducted by a dive team on Feb 24. A crane and barge have been contracted by the owner and arrived on-site on Feb 25 with salvage work due to start on Feb 26. The MERT, Canadian Coast Guard and WCMRC will all be on the water during the salvage operation, in the event of a sudden release of pollution. An Emergency Zone of 0.5 miles has been established around the incident site in Lama Passage. A Navigational Warning is still in effect requesting mariners to minimize wake in the area. Report with photo: https://vancouverisland.ctvnews.ca/vancouver/article/fishermen-rescued-after-boat-sinks-spills-fuel-on-bc-coast/

Since March 2024 the 'Navimar 3', which was being operated by Middle East Marine (MEM), has been detained by the authorities in Bangladesh due to unpaid fees. The crew has become virtual prisoners on board, forced to work without pay to keep the vessel safe, amid strong currents where it is anchored off Kutubdia Island. Passport and certification documents were being held by a local agent for the Dubai-based company. With no means of getting home, no visa to disembark and without supplies, the crew has to rely on food and water from charities and unions. There is no medicine on board The ITF has now repatriated two separate crews of the 'Navimar 3'. A third crew, from Indonesia, boarded this month Report with photo: https://www.theguardian.com/environment/2025/feb/26/losing-hope-with-every-day-that-passes-torment-of-the-ships-crews-abandoned-at-sea

A man was arrested after allegedly stealing the 'Jamie Marie' on Feb 26, 2025, in Westport, according to the Washington Department of Fish and Wildlife. One of its crew members was on patrol when he received a radio call about the theft. The suspect had boarded the vessel, woke the crew, and instructed them to set sail. The crew, unfamiliar with the captain, assumed the man was an alternate operator and complied. As the vessel transited further out and onto the Grays Harbor bar about to cross into the ocean, the crew finally figured out something was wrong. The subject steering the vessel was talking about meeting the “Chinese Mothership” and was not making sense. He certainly was not describing fishing activity. A call to the actual captain confirmed the man had no authority to be on the ship. The suspect eventually returned the vessel to port, where he was apprehended by a member of the WDFW and Sgt. Mathews of the Westport Police Department. Authorities found $4,000 in cash and a large amount of individually packaged marijuana in his possession. Further investigation revealed the suspect had attempted to commandeer another large vessel earlier that morning, starting its engines and trying to rally the crew for a sea voyage. The crew managed to remove him from the ship, but did not report the incident until the theft of the 'Jamie Marie' was underway. The suspect was booked into jail on charges of Theft 1, Possession of Stolen Property 1, vehicle prowl 1, and VUCSA manufacture/delivery, according to the Westport police.

On the morning of Feb 28, the crews of the 'Salvamar Adhara' and 'Salvamar Acrux' escorted two cayucos with 70 and 76 sub-Saharan people on board, among them eight women, to the port of La Restinga. The assistance was coordinated by controllers from the Maritime Rescue Centre of Salvamento Marítimo in Tenerife. And with the collaboration of the LS Mike 02 of the Cruz Roja Tenerife. Report with photo: https://x.com/salvamentogob/status/1895388674386215310

On Feb 27, 2025, the Australian Transport Safety Bureau (ATSB) has issued an investigation report into the grounding of the 'Corsair', retrieving the pilot from the outbound container m/v 'Rio Grande, on Point Lonsdale Reef after misinterpreting its course on the evening of Oct 5, 2023, after it had departed Port Phillip. The transfer of the pilot to the launch took place offshore, about 4.2 km south-west of Point Lonsdale. Port Phillip Sea Pilots (PPSP) was the pilotage service provider and operator of the pilot launch, which commenced its return to the entrance of Port Phillip at about 11.07 p.m., intending to return to the pilot station at Queenscliff, inside the bay. At about 11.10 p.m.,, about 2.3 km south-west of Point Lonsdale, the coxswain commenced a slow course alteration to port of about 18º. The 'Corsair' was about 760 metres from Point Lonsdale Reef when it steadied on a course towards the reef. The 'Corsair' was west of the location intended by the coxswain and subsequently ran aground on Point Lonsdale Reef at 11.13 p.m.., sailing at a speed of 24 knots. It was found that the coxswain of Corsair misinterpreted the leading lights marking the entry to Port Phillip and navigated to the west of their intended course through the entrance. The return to Port Phillip following offshore pilot transfer was a routine activity which had been performed by the coxswain on many occasions. On this night, their perception of navigational lights on Shortland Bluff was probably influenced by their expectations of what they would normally observe. The likelihood of human error can be reduced by using protective systems of technology, other crew resources, and procedure. In this instance, the coxswain’s navigation of the 'Corsair' back to the entrance was predominantly visual with limited reference to onboard equipment to confirm the vessel’s approach. The other crew member, a deckhand, was also not actively involved with the vessel’s navigation. A vessel’s safety management system provides the structures and guidance to support a consistent approach to vessel operations. It was found that the pilot launch safety management system and procedures could be improved with guidance to the launch crew on operational practices for navigation through the entrance to Port Phillip and the effective use of the launch’s equipment and deckhand. It was also found that training material for launch coxswains contained limited detail on course content and assessment criteria, and training records were incomplete. There was also no refresher crew training in navigational practices. Although not considered to have influenced this occurrence, additional findings were made on the potential for review by Safe Transport Victoria of the local knowledge certification requirements for masters of domestic commercial vessels operating in Port Phillip Heads. Full report: https://safety4sea.com/wp-content/uploads/2025/02/ATSB-Grounding-of-pilot-launch-PV-Corsair-2025_02.pdf

The Court for the Repression of Economic Offenses and Terrorism (CRIET) examined the case of the 'SPSL Udeme', stranded in Fidjrossè, on Feb 27, 2025. During this hearing, the State Judicial Officer (AJE), representing the Beninese State, made his requests for compensation for the damage suffered. The Beninese State is claiming 300 million FCFA in damages. This sum epresents the compensation for the financial losses, the violation of territorial sovereignty and the effects on national security caused by the incident. In addition to this compensation, the AJE asked the Court to order the confiscation of the petroleum products transported by the ship and the three boats seized during the operation. In Aug 2024, the CRIET had ordered the dismantling of the stranded ship and granted provisional release on bail of one million FCFA to seven crew members. A total of 18 people were prosecuted in this case, including 14 crew members for navigation without a title and violations of maritime regulations, threre agents of the defense and security forces (FDS) for abuse of office, one smuggler for trafficking in petroleum products. On June 30, 2024, the ship had run aground on Fidjrossè beach, revealing an alleged petroleum product trafficking operation. The Court is expected to render its decision in the coming weeks.

On Feb 27, 2025, the 'Nazar' was in collision with the pusher tug 'Alja' (MMSI: 244710776), which was underway with a barge, from behind on the Amsterdam-Rhine Canal. The tanker then partially pushed the 'Aja' under water, the stern submerged. The crew was not injured. Both the pusher tug and the tanker proceeded to Amsterdam after the incident. The tanker berthed in the Sonthaven. The tug left the port again at 3.40 p.m. en route to Urk. Report with video still: https://www.schuttevaer.nl/nieuws/actueel/2025/02/27/bemanning-duwboot-alja-in-orde-na-aanvaring-met-tanker/

Regarding the fruit onboard the 'MAersk Saltoro' , the Chilean Cherry Committee executive director Claudia Soler has been in contact through the office in China from the beginning to provide information to the producers and exporters and send daily updates on the situation to the associates They have met at a general assembly to provide information and learn about the companies' situation. The objective was to be as coordinated as possible and informed to make decisions correctly and timely when necessary. Moreover, since last week, when the ship arrived in Nansha, the general manager of Frutas de Chile went to that market, together with professionals from the Agriculture and Livestock Service, and has held important meetings with the Chinese authorities to date to collaborate and coordinate the unloading and inspection activities of the more than 1,300 containers, mostly of cherries, which arrived at the port of Nansha. The Chinese authorities are very willing to ensure that the process is carried out in the best possible way and in compliance with the country's standards for commercializing the fruit. About 10% of checked containers did not meet marketing standards The CCR continued monitoring the entire process on the ground to continue supporting our partners and safeguarding the image of the category in the market, The cargo is estimated at more than $130 million, mainly in cherries. Other products, including blueberries, some containers of avocados, raisins, and other goods, were in transit to other Asian destinations such as Vietnam and Thailand. Containers were still being checked and the fruit has not been found fit to enter the market. Therefore, it was agreed to destroy all containers that do not meet the market quality and condition requirements. 800 containers had been unloaded from the vessel as of Feb. 25. The ship's unloading was completed by Feb. 26, and the ship continued to Hong Kong.

The fatal collision between the 'Saipem 7000' and the drilling platform 'Noble Regina Allen' in the Botlek on Feb 21, 2024, has shown that the Damen Shiprepair Rotterdam did not sufficiently consider the risks of simultaneous operations, the Dutch Safety Board (OVV) has stated in its report on the accident. A lack of coordination, poor communication and the absence of structural safety measures contributed to the accident in which a 59-year-old Damen welder lost his life. During the docking manoever at the Damen Shiprepair Rotterdam shipyard in Botlek, the crane vessel went off course due to bad weather conditions, among other things. A welder was working on a scaffolding on the outside of the drilling platform at the time. He became trapped and fell into the water. Despite intense searches, the body of the deceased victim was not found until more than three weeks later. The risk management of complex operations at the Damen Shiprepair Rotterdam shipyard in Botlek must be improved. In particular, complex activities that are carried out simultaneously require a more in-depth approach to risk management. The shipyard must ensure that risks are clear and controlled. The parties that work together on complex activities must go through scenarios with each other in advance. In doing so, they must map out the risks that may occur and agree on options for action. Pilots must prepare themselves well for the safe execution of complex activities such as docking a crane ship. For example, they must continuously test assumptions with all parties involved and express their opinions on possible risks. The Regional Pilotage Corporation Rotterdam-Rijnmond is responsible for ensuring that pilots do indeed prepare themselves in this way. The Safety Board recommended, among other things, that the shipyard, the Regional Pilotage Corporation Rotterdam-Rijnmond and the ship owner consult with each other in advance for complex, simultaneous operations. This allows them to oversee all activities on the shipyard, explore possible risks, discuss different scenarios and make agreements about mutual communication. In complex operations on or near the Damen Ship Repair site, the shipyard has the ultimate responsibility for managing the risks, especially if work is taking place simultaneously. Together with the other parties involved in the preparations and execution of complex operations, the shipyard must gain insight into and manage the risks of those operations (individually and simultaneously). The other parties involved have a joint responsibility to ensure that this happens. This applies in particular if the parties deviate from the agreements made in advance for the execution of an operation, such as exceeding wind limits. The Safety Board therefore makes a recommendation to all parties together and to Damen, the Pilotage Corporation and Saipem separately. In a complex operation such as the docking of the 'Saipem 7000', the parties involved can achieve safety gains if they focus on their joint contribution to safety, speak to each other in advance and together, in order to oversee the whole of the various activities at the yard, explore possible risks, discuss various scenarios and make agreements about communication. Following this incident, Damen Shiprepair Rotterdam has already carried out a number of actions to improve safety (see Appendix B). These actions tie in well with lessons learned from this incident and are mainly focused on risk management during docking and undocking. In addition, it is important to pay attention to risk management of all complex operations that take place simultaneously at the yard. The Safety Board therefore makes the following additional recommendations. To the shipyard: Ensure a structured approach to risk management for operations that take place simultaneously on or near the shipyard and that can influence each other. Involve all relevant parties in risk management, both in the individual projects and in combination with each other. Also discuss the various scenarios that can arise and how these risks are dealt with. Record this approach. Make a joint reassessment with the parties involved of all risks that arise if there is a deviation from previously made agreements for carrying out simultaneous operations. Adjust the scenarios for risk management if necessary. Update and improve the Life-Saving Rules following this incident and have employees actively think about the implementation of this. Emphasize the importance of safety as a joint responsibility. In the Netherlands, a pilotage obligation applies on certain waterways. This pilotage obligation is fulfilled by one party, namely the registered pilots (except in the Scheldemonden region. Here, part of the pilotage obligation is fulfilled by the Flemish pilotage service). This monopoly position entails a strong responsibility to carry out the piloting and manoeuvring of ships as safely as possible. To this end, the Safety Board makes the following recommendations. To the Regional Pilotage Corporation Rotterdam-Rijnmond Based on the lessons learned from this incident (and then periodically), evaluate and improve the procedures in the Vademecum that must ensure proper preparation for a special transport, including the resources that are used. In doing so, ensure in any case that: – these procedures are known to the pilots and that they also comply with these procedures; – the available and most recent information is easily accessible to the pilots; – the pilots ensure that the parties involved (such as the shipyard and the captain) in the preparation and execution of complex operations also know what assessments and choices they are making, so that these parties can indicate where necessary if risks arise. Ensure that for voyages that are carried out by more than one pilot, the pilots concerned prepare and carry out the voyage together. To this end, they must: - be involved simultaneously in the preparation and have access to the same information; – be able to professionally address each other in the preparation (for example in simulation training) and during the execution of the operation, regarding risk management and make their assumptions explicit (for example by ‘thinking aloud’); – ensure effective use of NMS during the execution of complex operations. The client of a docking operation plays an important role in the way in which the risk management and execution of that operation takes place. That is why they make the following recommendation. To Saipem Ensure that the captain, his bridge team and the pilot(s) jointly make specific agreements about the execution of the docking operation so that everyone knows how the operation is carried out and what their task is. Record in the agreements: the division of tasks, the method of communication, different scenarios and how to deal with questions, doubts and ambiguities during the operation. Check with the shipyard to see if they understand the risks of a complex (simultaneous) operation such as the docking operation. Make this step part of the preparation for complex operations. Report with photo: Dutch Safety Board Calls for Change After Deadly Allision at Repair Yard

The Vietnam Coast Guard rescued a Vietnamese crew member of the 'Danisa' on Feb 26, 2025, after he suffered acute appendicitis, while the tanker was sailing 111 nautical miles southeast of Con Dao Island, Ba Ria-Vung Tau province. The Vietnam Coast Guard Region 3 Command received an emergency call from the Vietnam Maritime Search and Rescue Coordination Centre (VMRCC). at around 6:00 p.m., after the 'Danisa' had urgent medical assistance for the 40-year-old Dao Van Quang from Nghe An province. The sailor’s condition was deemed life-threatening. The vessel altered its course toward Con Dao, expecting to anchor about 1.5 nautical miles from the island on Feb 26 by 2:00 a.m. At 1:30 a.m., the Vietnam Coast Guard Region 3 Command deployed the Coast Guard Ship 2011, carrying a medical rescue team. By 2:50 a.m., they had reached the 'Danisa', where the medical team provided an initial assessment and first aid to the sailor. Given the severity of his condition, the team decided to evacuate him for immediate medical treatment on land. At 4:15 a.m., the patient was safely transported to the Con Dao medical center, where he received further treatment. He was now reported to be in stable condition and continues to recover. Report with photo: https://english.vov.vn/en/society/sailor-with-appendicitis-rescued-off-con-dao-post1157543.vov

On the morning of Feb 28, the crews of the 'Salvamar Adhara' and 'Salvamar Acrux' escorted two cayucos with 70 and 76 sub-Saharan people on board, among them eight women, to the port of La Restinga. The assistance was coordinated by controllers from the Maritime Rescue Centre of Salvamento Marítimo in Tenerife. And with the collaboration of the LS Mike 02 of the Cruz Roja Tenerife. Report with photo: https://x.com/salvamentogob/status/1895388674386215310

Court proceedings over the death of 36-year-old Antonis Karyotis, who drowned after being pushed off the 'Blue Horizon', now sailing as 'Lefka Ori', in September 2023, concluded on Feb 27, 2025, after 17 sessions. A verdict was expected later in the day. Karyotis had been attempting to board the ferry as it was about to depart from the port of Piraeus, bound for Iraklio, when he was allegedly pushed by three crew members into the sea. The ship then sailed off, leaving Karyotis to drown in the swirling waters created by the ferry’s propeller. The vessel did not return to port until 40 minutes later, when ordered by the prosecutor. The prosecutor has recommended a guilty verdict for all four defendants – the captain and three crew members –, stating that their actions were inhumane, and emphasized that none of them attempted to help Karyotis, and accused the crew of deliberately pushing him into the water. One crew member faces homicide charges with possible intent, while the others are charged with aiding the crime. The captain is also charged with breaching maritime safety regulations and abuse of power. The trial gained attention thanks to a viral video filmed by passengers, which contradicted the defendants’ attempts to downplay the incident. The video, showing Karyotis being pushed into the sea, played a crucial role in bringing the case to court.

The crew of the 'Eleen Armonia', en route from Port Klang to Durban, has rescued 34 crew members of the burning fishing vessel 'Hasil Abadi 28', 224 gt, about 800 kilometres off the coast of Sri Lanka on Feb 26, 2025. The crew had issued a distress call after the stern of their ship caught fire. The crew of the bulk carrier noticed thick smoke clouds rising on the horizon. Upon receiving a distress signal from another passing cargo ship, the master Todor Todorov diverted to the scene and approached the charred, drifting wreck with the crew in desperate need of rescue. They had huddled together at the bow and were waving frantically for help when the bulk carrier approached. It pulled alngside, and the crew employed their hoses to try to put out the flames and salvage whatever they could from the vessel. After a few hours, the fire was extinguished, and all fishermen were rescued. They did not even have life jackets. The Bulgarian shipping company has established contact with the owner of the fishing vessel. It turned out that they have three other fishing vessels nearby, and vessels have been sent to pick up the castaways, who will then be returned to their homeland Indonesia. Report with photo: https://fakti.bg/en/world/953211-bulgarian-ship-rescues-34-fishermen-from-burning-vessel-in-indian-ocean

On the morning of Feb 27, 2025, the 'Friends RS 1' was in allision with the cargo m/v 'Jessica B' (IMO: 9262534), in the port of Gemlik, when she was maneuvering to depart from the port stern ahead, and hit the 'Jessica B' at its berth with the port side aft. The 'Jessica B' suffered a puncture at starboard side above the waterline, leading to the discharge of ballast water into the sea under pressure. Authorities initiated a damage assessment on site. The 'Friends RS 1' dropped anchor off Gemlik at 8.50 a.m. UTC in pos. 40° 25' N 029° 05' E. An investigation was launched regarding the extent of any environmental impact and assess potential pollution in the surrounding waters.

The Scottish Government is in advanced negotiations to lease the 'Spirit of Tasmania IV' to house Ukrainian refugees. The ship, which arrived at the port of Leith in late 2024, would replace the 'Victoria I' that previously accommodated displaced Ukrainians. The Tasmanian Government and the state-owned ferry operator TT-Line are currently in lease negotiations, with an official announcement expected on Feb 28, 2025. The Scottish Government had relied on the 'Victoria I' since late 2022 to house Ukrainian refugees fleeing the Russian war. The ship provided accommodation for 1,319 displaced Ukrainians during its approximately one-year deployment. The operation cost approximately $45.2 million each month. While the potential cost to lease the 'Spirit of Tasmania IV' remains undisclosed, the vessel offers significantly less capacity with 301 cabins compared to the 'Victoria I's 739.

After the fatal allision between the 'Noble Regina Allen' and the crane ship 'Saipem 7000' on Feb 21, 2024, the Netherlands' safety board has called on Rotterdam's pilots and on the Damen ship repair yard to carry out better planning before navigational evolutions in tight harbor basins. The accident happened when the crane vessel was docking at the repair yard in the Botlek. Winds were 13 knots, in excess of the standard docking procedure for the site, but the pilot had done this evolution in stronger winds and did not believe that the conditions would be problematic. Because of the tight quarters and the presence of the rig, there was no tug positioned on the 'Saipem 7000's port quarter. Despite the power of the crane ship's DP-3 thrusters and the assistance of six tugs, the wind was enough to push the vessel off course. Its stern swung to port as it was trying to enter its berth, and its port quarter struck the rig. A welder was working on scaffolding on the exterior of the drilling rig. When the 'Saipem 7000' made contact, he was trapped between the vessel and the rig, and he fell into the water. Multiple dive searches were conducted, but his body was not recovered for another three weeks. The board called for the Dutch pilots' association to systematically assess and improve procedures for navigating in the inner harbor.: "Pilots must prepare themselves well for the safe execution of complex activities such as docking a crane vessel. For example, they must continuously test assumptions among all those involved and speak out about possible risks. The Regional Pilotage Corporation Rotterdam-Rijnmond is responsible for ensuring that pilots indeed prepare in this way, according to the Dutch Safety Board, which also called on the shipyard to lead a joint risk assessment process for complex evolutions, incorporating input from all parties involved. "A more thorough approach is needed for complex operations that are carried out simultaneously. The shipyard must ensure that risks are clearly understood and managed," the board concluded. The Safety Board therefore makes the following additional recommendations. To the shipyard: Ensure a structured approach to risk management for operations that take place simultaneously on or near the shipyard and that can influence each other. Involve all relevant parties in risk management, both in the individual projects and in combination with each other. Also discuss the various scenarios that can arise and how these risks are dealt with. Record this approach. Make a joint reassessment with the parties involved of all risks that arise if there is a deviation from previously made agreements for carrying out simultaneous operations. Adjust the scenarios for risk management if necessary. Update and improve the Life-Saving Rules following this incident and have employees actively think about the implementation of this. Emphasize the importance of safety as a joint responsibility. In the Netherlands, a pilotage obligation applies on certain waterways. This pilotage obligation is fulfilled by one party, namely the registered pilots (except in the Scheldemonden region. Here, part of the pilotage obligation is fulfilled by the Flemish pilotage service). This monopoly position entails a strong responsibility to carry out the piloting and manoeuvring of ships as safely as possible. To this end, the Safety Board makes the following recommendations. To the Regional Pilotage Corporation Rotterdam-Rijnmond Based on the lessons learned from this incident (and then periodically), evaluate and improve the procedures in the Vademecum that must ensure proper preparation for a special transport, including the resources that are used. In doing so, ensure in any case that: – these procedures are known to the pilots and that they also comply with these procedures; – the available and most recent information is easily accessible to the pilots; – the pilots ensure that the parties involved (such as the shipyard and the captain) in the preparation and execution of complex operations also know what assessments and choices they are making, so that these parties can indicate where necessary if risks arise. Ensure that for voyages that are carried out by more than one pilot, the pilots concerned prepare and carry out the voyage together. To this end, they must: - be involved simultaneously in the preparation and have access to the same information; – be able to professionally address each other in the preparation (for example in simulation training) and during the execution of the operation, regarding risk management and make their assumptions explicit (for example by ‘thinking aloud’); – ensure effective use of NMS during the execution of complex operations. The client of a docking operation plays an important role in the way in which the risk management and execution of that operation takes place. That is why they make the following recommendation. To Saipem Ensure that the captain, his bridge team and the pilot(s) jointly make specific agreements about the execution of the docking operation so that everyone knows how the operation is carried out and what their task is. Record in the agreements: the division of tasks, the method of communication, different scenarios and how to deal with questions, doubts and ambiguities during the operation. Check with the shipyard to see if they understand the risks of a complex (simultaneous) operation such as the docking operation. Make this step part of the preparation for complex operations. Report with photo: https://maritime-executive.com/article/dutch-safety-board-calls-for-change-after-deadly-allision-at-repair-yard