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The 'Initiatives-Cœur', skippered by Violette Dorange, returned to Roscoff, just hours after the start of the Route du Rhum on Nov 1, 2026, after a collision at sea with Romain Pilliard's trimaran 'Use it again' (MMSI: 228049890), for a technical stopover and a check-up of her monohull with her team. The force of the collision caused significant damage to both yachts. The 'Initiatives-Cœur' had to head to Lorient (Morbihan), the home port, to repair the IMOCA and try to continue the journey to Guadeloupe. It had suffered a few cracks in the foil, all along the starboard side, a little bit at the stern, but the most serious damage was that the crash box, the watertight compartment at the front of the boat, which was completely fractured. The team was now trying to analyse the situation to know when the yacht can set sail again. To carry out the repairs, the yacht had to proceed to Morbihan. To get there, the team had to plug the leak and secure the boat in Roscoff. The yacht has to cross finish line before it closes on Dec 3. Dorange in 2024 became the youngest participant in the Vendée Globe. "The whole point is to repair it as quickly as possible, because we have to cross the finish line before it closes on December 3rd," explains Dorange. The race against time is on.

The 'Saint-Patrick' has been immobilised at the STEB Terminal in Dunkirk since Oct 11 due to the engine trouble, due to which the ferry was initially announced as being out of service for "at least two weeks". Now it will remain in Dunkirk until at least Nov 11 for permanent repairs.

Just hours after leaving the port of Donges on Oct 31 , 2026, at 9.45 p.m., an oil terminal within the Nantes-Saint-Nazaire maritime port, the 'Aretea', with 26 crew members on board, broke down off Noirmoutier-en-l’Île, in the Vendée region, on Nov 1, at 1.30 a.m. The captain reported a major mechanical problem, which was directly affecting the main engine of the vessel, rendering it inoperable. The tanker dropped anchor, and regular contact was maintained between the ship and government services. The captain indicated that he was not requesting emergency towing assistance immediately, preferring to call upon a specialised engineer appointed by the shipowner, which was scheduled to arrive during the afternoon of Nov 2 to conduct a thorough investigation of the propeller shaft and the engine block. The maritime authorities were monitoring the situation closely in order to prevent any risk to navigation and the coastal environment. On Nov 3 at 7.30 a.m., repairs were completed, and the ship resumed its voyage to Setúbal with an ETA as of Nov 6. The vessel has a rigorous inspection history. Regularly inspected by international port authorities over the past 11 years, the ship had, until now, been the subject of no reservations or major deficiencies.

The captain of the 'Lady Ariane' has been reprimanded by the Disciplinary Board for Shipping on Oct 30, 2026, because he sailed into the Caland Bridge in Rotterdam on March 26, while it had not yet fully opened. One crew member was injured in the collision. According to the Disciplinary Board, the captain should have waited until the passage was permitted. The 'Lady Ariane' had departed that evening from the Brittannië Port in the Rotterdam Europoort area with a cargo of steel coils, bound for Spain. The captain had requested a bridge opening via radio. When the ship approached the Caland Bridge, it had not yet been cleared for shipping. The ship was sailing towards the bridge at a speed of over five knots. The signal showed red over green. According to the Inland Waterways Police Regulations, this meant that passage was still prohibited, but would be permitted shortly. The captain stated that he had to maintain speed due to the strong wind and current to keep the ship steerable. Otherwise, he feared being pressed against the bridge piers. However, the bridge did not open quickly enough. The 'Lady Ariane' struck the bridge with the top of the foremast, while still sailing at over four knots. Among other things, the radar scanner broke off. It fell onto the 2nd officer, who was standing on the foredeck. He sustained a collarbone injury. According to the captain, he has since fully recovered. The Disciplinary Board found that the captain should have adjusted his speed earlier. According to the Board, he should have waited in the line-up position, with the bow into the wind and, if necessary, using the bow thruster. Only after the bridge had opened and the ship was controllable and correctly positioned should he have initiated the passage maneuver. The Board determinef that the captain not only violated his responsibilities as a good seaman but also failed to comply with the regulations of the Inland Waterways Police Regulations. Prior to the incident, the captain had already accepted and paid a settlement proposal of 700 Ruros from the Public Prosecution Service. Despite this, the Human Environment and Transport Inspectorate requested disciplinary proceedings, as other skippers could learn from the accident. When determining the penalty, the Disciplinary Board took into account the previously paid 700 euros and issued a reprimand. This esd an official reprimand, without suspension of the sailing license. In its ruling, the Board emphasised that skippers must adjust their speed when approaching movable bridges in such a way that they could stop in time. Even in strong winds, passage may only be initiated once the bridge has been cleared and the vessel was sufficiently under control.

On the evening of Nov 1, 2026, the 'Haltbakk Bunker' suffered engine trouble and needed assistance, while being located on the east side of Stormolla, in the middle of the channel on the way into Ulvsvågssundet amid wind speeds of around 7-8m/s. The NSSR lifeboat 'Sundt Flyer' was deployed to the tanker and took it in tow to Svolvær. The ship was pulled to the quay in Osan and safely moored. Report with photo: https://livecenter.norkon.net/frame/lofotposten/23033/default?p=lc-12760181-23033-lofotposten