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The mixture of chlorine with asphalt amid faulty ventilation ignited the fire aboard thed 'June Aster' and led to the death of 77 people, the Bureau of Fire Protection (BFP)  said on Oct 16. The BFP officer-in-charge, Chief upt. Wilberto Rico Neil Kwan Tiu, said that the large quantity of chlorine went through the vessel and its interaction with the asphalt amid the rough seas ignired the deadly blaze. Chlorine is a corrosive agent that, when mixed with asphalt, could potentially ignite. The asphalt and the calcium hypochlorite were stowed at the rear of the cargo deck, near the engine exhaust, an area exposed to hot air discharge, directly in front of the engine room and beside blocks of combustible asphalt. With the cargo and passenger vessel encountering rough seas, this caused the cargo to shift and later topple, causing containers of asphalt and calcium hypochlorite to overturn, and eventually triggered a rapid chemical reaction. What made the situation worse was that the vessel appeared to have a efective ventilation system that time. and the high temperature inside was enough to ignite a fire. The combustion produced a thick, highly toxic chemical smoke that rapidly spread through the sleeping quarters of the vessel. Since the fire broke out in the early evening while many passengers were resting in their bunks, the victims were probably suffocated by toxic fumes before realizing the ship was on fire or attempting to evacuate. The task force gathered detailed statements from survivors, crew members, and the vessel’s captain after he surfaced following a brief disappearance. Aside from 77 fatalities, 63 of whom could be identified, eight people were still missing. The ferry was originally scheduled to sail on Sep 3, but its voyage was postponed. The operator Atienza Inter-Island Ferries Inc. had attributed the delay to bad weather and low-tide conditions. However, investigators found that the vessel had been experiencing engine problems. During the four-day delay, additional cargo was loaded onto the ferry, including drums of cooking oil, blocks of asphalt and a large quantity of calcium hypochlorite. The investigation was ongoing to identify the lapses that allowed the ferry to continue its voyage despite the problems. If any government employees failed to perform their duties, specifically, the responsibility to conduct a thorough inspection before the ship set sail, they would be included in the administrative charges intended to be filed. Charges will likewise be filed against the captain, chief mate, two able-bodied seamen, 2nd chief mate, and the safety officer of the ship. Tve president and chief executive officer and operations manager of Atienza Interisland Ferries Incorporated, the owner of the 'June Aster', as well as the operations manager and supervisor of Mega Lifters Cargo Handling Corporation, were also facing charges. The cargo-handling personnel were being held accountable for the transfer of cargo containing blockages and large amounts of calcium hypochlorite from the port to the ship.

The 'Pirop' of the She Ray Ships Company was one of the Russian vessels in the Black Sea, using an unusual and potentially co-ordinated method of spoofing their tracking systems to hide voyages, as Moscow was bringing the shadow fleet under its own control to protect it from attack. At least 12 sanctioned tankers appeared to have used identical devices to transmit false, frozen positions even as the vessels sailed hundreds of miles away, which appeared to be a co-ordinated method of deception. Six of the tankers tracked simultaneously broadcast two AIS positions in recent months, unusually making it appear that the ships were in two places at once. The Russian shadow fleet vessels have long manipulated their AIS data to avoid western sanctions aimed at cutting Moscow’s oil revenues after the full-scale invasion of Ukraine. Ships were now adapting their methods to avoid Ukrainian drone attacks, with Russia trying to protect these assets as the EU was becoming more proactive in its approach to interfering and disrupting sanctioned ships, and the Ukrainians became more aggressive in their approach to trying to disrupt Russia’s oil exports. In late September the Ukraine had hit more than 300 Russian vessels within 11 weeks. The double positioning was used as the tankers passed out of the Black Sea through the Bosphorus, where Turkish authorities require ships to transmit a position as they pass through the waterway guided by tugs. The ships would briefly turn on their real satellite-tracked AIS during the transit, all the while transmitting a second frozen position close to the mouth of the Bosphorus to avoid attacks, while they continued the voyage. The 'Pirop' had broadcast a position near the Bosphorus Strait on Aug 27, 2026, while simultaneously broadcasting that it was located about 800 kilometres away on the Turkish coast. Other signs that the ships had been fitted with identical devices running the same programme included the repetition of exactly the same position coordinates — unlike ordinary ships, whose coordinates vary slightly as they shift on the water — and the fact that all position reports were frozen at the same time: 08:13 a.m.UTC. All but one of the tankers observed in the Black Sea had reflagged to Russia in the past year, meaning that they now fell under Moscow’s maritime regulations. Many have been equipped with nets and cages to try to protect them against relentless drone attacks, while more than 30 shadow fleet tankers have changed their names to Russian words for gemstones such as Gagat (jet), Labrador (labradorite) and Sapfir (sapphire) within days of reflagging to Russia over the summer. The only one of the 12 tankers spoofing their positions that did not come under the Russian flag had instead reflagged to Equatorial Guinea, which has become a proxy flag for Russia, with the ships registered to its flag being certified as seaworthy by the Russian Maritime Register of Shipping. On the whole, more than 80 ships had reflagged to Russia between July and September, after European and UK regulators have sanctioned nearly 700 tankers carrying the federation’s oil and gas in the past 2,5 years. It was estimaged 1,229 vessels over 20,000 dwt were in the shadow fleet, of which more than 75 % were sanctioned by the US, UK or EU.

The 'Selvaagsund', with ten crew members on board, enroute from Florø to Bodø, ran aground at Langstranda in Bodø, on Oct 18, 2026, at 09.12 a.m. The NSSR lifeboat 'Leif Erik Simonsen' and the patrol vessel Heimdal of the Norwegian Coastguard went on standby in case there was a leak or the need for assistance. There was no damage reported, and the vessel waiedt for the water level to rise again.At 3:30 p.m., the cargo ship got off the ground again and was taken in towed by the Coast Guard and the lifeboat. It then docked under its own power. Report with photos: https://www.blv.no/fartoy-har-gatt-pa-grunn-utenfor-bodo/s/80-4-42995

The 'Missunde III', operating between Brodersby-Goltoft and Kosel on the Schlei fjord, had to be taken out of service again on Oct 7. The reason was that both shoreside mooring wedges could not be raised. Repairs were started, and the ferry was expected to return to service on the afternoon of Oct 8. The ferry has been taken out of service again on the morning of Oct 9. The reason was once more a defect of a mooring wedge. According to the Schleswig-Holstein Agency for Coastal Protection, National Parks and Marine Conservation (LKN), there were problems with its drive chain. Technicians were on site again.On Oct 13 it was announced that there was a delay in the delivery of required spare parts. The failures, while this time not related to the ship itself, added to the series of ongoing breakdowns and mooring problems. The ship returned to service on Oct 15, but had to be sidelined again due to high water already on Oct 16.

On the morning of Oct 16, the CROSS Etel received a call transfer from CROSS Corsen, which had been alerted by the 'Spirit of Discovery', enroute from Motril to Portsmouth, UK, that one of its passengers was ill. Initially within the CROSS-Etek's area of ​​responsibility, the crew participated in an audio conference along with the the Maritime Medical Consultation Center (CCMM) in Toulouse. Following this conference, a medical evacuation by helicopter was recommended. The CROSS dispatched the French Navy's H160 (32F) helicopter based at Lanvéoc-Poulmic to evacuate the passenger. Once on scene, the helicopter, now within CROSS Corsen's area of ​​responsibility, allowed for the passenger's transfer. He was hoisted aboard and then transported to the Cavale Blanche hospital in Brest, where he was admitted at 09:32 a.m.

The HMS 'Protector' has been towed from Teesside to Devonport by commercial tugs, with Serco Marine Services tugs taking over the tow near the port following a reported defect, while the government was working towards a replacement. The ship returned to its home port while investigations into a defect took place. The nature of the problem, the extent of damage and the prospects for repairs have not been publicly established. Former Royal Navy officers have raised concerns about the condition of the vessel’s main engines, while speculation has emerged over whether the problem could be related to recent maintenance. Neither the cause nor any potential maintenance error has been established officially. Britain purchased the vessel in 2013 for 51 million pounds. The 'Protector' underwent a major refit in 2019-2020 after suffering a propulsion defect in the Caribbean. Further maintenance work took place in 2025, followed by additional work at a shipyard on Teesside.

Beached at Chittagong 16.10.26

New details have emerged about the condition of the 'Filo Jet' before it sank off Kyrenia, as investigators focussed on conversations recorded by the vessel's voyage data recorder (VDR), while the nine suspects arrested in connection with the 30 August maritime disaster appeared again before the "district court" in Kyrenia, which ordered a further seven-day extension of their detention. The suspects were facing allegations of causing death through negligence and carelessness. They included the director of Filo Denizcilik, the vessel's captain and deputy captain, the chief and 2nd engineers, and four crew members. During the latest court proceedings, investigators presented new findings from the VDR. The device contained 68 days of recordings, with investigators having reviewed material covering 12 days so far. According to evidence presented in court, the recordings included discussions about problems with the vessel's generator, exhaust insulation and steering system. References were also reportedly made to water being present near the exhaust area. Particular attention has been drawn to remarks attributed to the vessel's captain, who described the condition of the ferry by stating that "the ship was not a ship and the rudder was not a rudder." Investigators continued to examine the recordings to determine the extent of the vessel's technical problems and whether they were known before the sinking. New information has also emerged regarding people allegedly linked to the vessel's maintenance and operation. References in the recordings led investigators to identify an engineer who had carried out repairs on the vessel at different times. Authorities were now trying to locate him. The investigators wer also looking for a former captain, after recorded conversations allegedly referred to a previous incident in which the vessel struck an object in the Yumurtalık area. The timing of the reported incident has not yet been established. With the addition of these two individuals, the number of wanted persons in the case has risen from five to seven. Investigators were also examining the apparent deactivation of the vessel's data recorder. The device had been switched off two days before the shipwreck. They were attempting to establish who disabled the system and under what circumstances. Four crew members who were living aboard the vessel told investigators that no outside individuals had boarded the ship during the relevant period. The investigations into the causes of the tragedy were continued, focusing on the vessel's technical condition, maintenance history and the potential responsibilities of those involved in its operation prior to the shipwreck. According to the latest figures, 27 victims have been recovered, while The Coastguard teams continue efforts to locate Asel, a three-year-old girl, who was still missing. Relatives of the victims were moving ahead with the creation of an association called "Lives Left Halfway in the Blue" (Mavi'de Yarım Kalan Hayatlar Derneği) to represent affected families.

The 'Salvamar Al Nair' and the Helimer 211 SAR helicopter were deployed by Salvamento Marítimo, and a merchant vessel was requested to assist, after a precarious boat carrying 41 men of North African origin was located 26 miles northeast of Arrecife on Oct 17, 2026, by the 112 Emergency and Security Coordination Center. The boat had apparently departed from Sidi Ifni, Morocco. At 1:48 p.m. Canary Islands time, the 'Salvamar Al Nair' located the wooden boat and towed it to Arrecife, where the migrants disembarked apparently in good health.

The tank barge 'Shane V' (MMSI: 211509670), enroute from Sliedrecht to Gelsenkirchen, was in a head-on-collision with the 'Love Story', enroute from Koblenz, on the Rhine near Tolkamer on the night of Oct 17, 2026. Both ships sustained significant damage to their port side bows above the waterline, while there were no injuries in the incident. The vessels berthed in Tuindorp. The police was on site and started investigating the circumstances of the collision. There was no danger to other shipping traffic. How the two ships came into contact, was not yet known. Report with photos: https://112nederland.nl/2026/10/18/flinke-schade-na-aanvaring-tussen-twee-schepen/

The unmanned 'Sjøblomsten' broke lose from its four moorings in Nyksund on the morning of Oct 15, 2026, and grounded at the breakwater. At 08:30 a.m., the lifeboat 'Halfdan Grieg' was on its way to Nyksund, but has since turned around and returned to Myre, as the vessel was inaccessible and firmly stuck on the shore. The crew, in cooperation with the Øksnes Fire and Rescue, was looking at alternative options for salvage. The pier in Nyksund was closed for around three hours to secure the vessel before the tide came in. The municipality was informed that a salvage attempt was successful on the evening of Oct 17. Reports with photos: https://www.vol.no/nyheter/n/zlbwVv/slet-seg-i-uvaeret https://www.kystogfjord.no/nyheter/n/31KE1L/baaten-er-berget https://www.nrk.no/nordland/turistbat-slet-seg-i-uvaeret-_-moloen-i-nyksund-stenges-1.18056797

On the afternoon of Oct 16, 2026, the Port Authority of Syros was informed of a small fire in a VW van on the car deck of the 'Eurochampion Jet 2', enroute from the port of Mykonos to Syros. The local emergency plan was immediately activated, while the fire was completely extinguished by crew members. After the arrival of the ferry in port, the damaged vehicle was safely unloaded with the assistance of a Fire Service vehicle. Subsequently, an inspection was carried out by members of the Local Ship Inspection Team (TKEP) in the garage areas, during which it was found that the fire had not spread to adjacent vehicles or other areas of the ship, which was deemed seaworthy to continue its scheduled route. At the same time, an ambulance was called to the scene in order to preventively examine crew members who participated in extinguishing the fire. The ship sailed to the port of Piraeus with 383 passengers, 59 vehicles and eight motorcycles. The Syros Port Authority, which was conducting the preliminary investigation, arrested the foreign driver, an Albanian citizen, and the local owner of the vehicle, aged 40 and 45 respectively, for violation of article 264 par. 2 of the Criminal Code "Arson by negligence". There were no injuries or marine pollution from the incident. Report with photo: https://www.hcg.gr/el/epikairothta/ekdhlwsh-mikrhs-ektashs-pyrkagias-se-oxhma-entos-eg-og-tx-ploioy-sth-syro-8anatos-loyomenoy-sta-xania-entopismos-32-allodapwn-sto-farmakonhsi-syllhpsh-allodapwn-sthn-patra-apagoreysh-apoploy-if-skafoys-sth-leykada/

The German Federal Police were also active during the night in connection with Russian naval units and the ' Myra'. The patrol vessel 'Bamberg' (IMO: 9830020) had tracked the shadow tanker, which had arrived from Russia. The 'Myra' had previously drawn attention in the Baltic Sea when it changed its registered flag—switching from Madagascar to Cameroon—while underway. The Federal Police therefore kept the tanker under surveillance. No inspection took place, as the vessel was outside German territorial waters. The 'Myra' passed through the Fehmarn Belt during the night leading. The 'Myra' appeared on the sanctions lists of the EU, the United Kingdom, Switzerland, Ukraine and Canada..

Beached at Chittagong 16.10.26

The 'Smyrtos' remained at the Portland anchorage in pos. 50° 33' N 002° 23' W since being detained following a UK operation against Russia’s shadow fleet. The Government continued to monitor the vessel for environmental and safety concerns. There was no timeframe for its departure. The Department for Transport (DfT) was monitoring the tanker continuously and working closely with a range of agencies, including local partners, to ensure the vessel remained safely detained by the Transport Secretary, using discretionary transport sanctions powers. Plans and risk assessments were also being continually updated to take account of factors affecting the vessel during its detention. The Maritime and Coastguard Agency’s counter-pollution and salvage team remained ready 24 hours a day to respond in the event of a pollution or environmental incident. 22 crew members were currently living and working aboard the vessel. Only one was part of the original crew when the vessel arrived, with the remainder of the original crew, apart from former master Captain Ajay Pant, repatriated by the ship's owner. The current crew members remained aboard around the clock and only disembarked when crew changes were taking place. The shipowner was responsible for their welfare and arranges deliveries of essential supplies through local suppliers, while th officials remained in regular contact with the crew to monitor their welfare and safety. The former master, Captain Pant, has been charged with allegedly breaching Russian sanctions by directly or indirectly supplying or delivering prohibited Russian oil or oil products by ship to a third country. He has been remanded in custody after being refused bail, with a four-week trial listed to begin in December. Report with photo: https://www.dorsetecho.co.uk/news/26643119.detained-oil-tanker-continuous-watch-dorset/?afd_azwaf_tok=eyJraWQiOiIyQzI1RDVDRTVENEFCMTQzM0VBMDdBMTI4QjZBOUQ5MjBERkNGRkIyMEY2RkQ4MjY5MDU2OEU4RTlBRjY0QjFEIiwiYWxnIjoiUlMyNTYifQ.eyJhdWQiOiJ3d3cuZG9yc2V0ZWNoby5jby51ayIsImV4cCI6MTc5MjMzNTA3NSwiaWF0IjoxNzkyMzM1MDY1LCJpc3MiOiJ0aWVyMS01Zjg0Njg2OGY1LTljcTdjIiwic3ViIjoiMjJhOjg4MTo5YzE2OjkwOmVjMTozNmViOjE4ZWY6MzViZiIsImRhdGEiOnsidHlwZSI6Imlzc3VlZCIsInJlZiI6IjIwMjYxMDE4VDE0NTEwNVotMTVmODQ2ODY4ZjU5Y3E3Y2hDMUZSQWEwcm4wMDAwMDAyYWcwMDAwMDAwMDA3ZTRwIiwiYiI6InZqc0hhWUw1VWZnSXNXZlpDLXpnWGRXeER2MjlKVHhCNDkxeGhFOVkzWlUiLCJoIjoiNWdWRUdDekw4TDJuOTkwUTRNbEx4c3AxQXM0TTFjWEZWVGdfXzludVQ3WSJ9fQ.Bk_LEwhF9YIgn-H-OtzVyAFV1TnDK7QknBZRGKsERvBkciJ57zAB5DjYEVuPYOIQy3k4uAJFake6NXj5vmYyw6TA37ty2hig8zosbF7VXXys0uD2WyHxcdtgfY1-YoXjoc04Fm--_qDtn9fxkd7LgGyh8D2T1VUgpipu9XdE7D9QIc9yixA2S1vDYhjHGBWqSfPVCd2OM2d2GHnCvvZnYoVHEN76-JiYrMVzTPyP_CX53fdC4uR8413jQzv1dcNNZpbkJvh31Lvq7rJR9R7Zyh-NKUxujZ1vlsOvQ40qO8QGcF4H-4hdib2xPgVZwYgbHP24DlgsoMakT3yfEnj1Jw.WF3obl2IDtqgvMFRqVdYkD5s

The 'El Mohid' ran aground at entrance to the port of Sidi Youssef on Oct 15, 2026. The ferry had departed Sfax for the 6:30 p.m. crossing. As it was preparing to enter the shipping channel leading to the port of Sidi Youssef, it became stuck on the sandy bottom, when the captain attempted to avoid several fishing boats near the channel. By slightly deviating from its usual course, the ferry got stuck. The ferry was carrying 11 trucks, several cars, and a relatively small number of passengers. A crisis management team was established at the headquarters of the Kerkennah New Transport Company (Sonotrak), while regional and local authorities, the Maritime Guard, and relevant services were mobilised. Two tugs were dispatched to the scene, but access constraints in the port basin hampered refloating operations. Salvors had to wait for the water level to rise before the ferry could be freed by a tug, which took advantage of the rising tide, supported by technical teams of the New Kerkennah Transport Company. The ferry was then docked at the port of Sidi Youssef, allowing the trucks and cars to be unloaded. The local and security authorities of the island of Kerkennah at the port of Sidi Youssef secured the vehicles of the travelers until they were recovered by their owners. Investigations have been launched by the various parties involved, including Sonotrak, the merchant marine, and the Maritime Guard, to determine the exact circumstances of the incident and any potential liability. Report with photo: https://businessnews.com.tn/2026/10/16/kerkennah-le-ferry-echoue-a-lentree-du-port-de-sidi-youssef-des-passagers-bloques-pendant-plusieurs-heures/1423375/

The 'Shane V' was in a head-on-collision with the 'Love Story' (MMSI: 205372590), enroute from Koblenz, on the Rhine near Tolkamer on the night of Oct 17, 2026. Both ships sustained significant damage to their port side bows above the waterline, while there were no injuries in the incident. The vessels berthed in Tuindorp. The police was on site and started investigating the circumstances of the collision. There was no danger to other shipping traffic. How the two ships came into contact, was not yet known. Report with photos: https://112nederland.nl/2026/10/18/flinke-schade-na-aanvaring-tussen-twee-schepen/

On Oct 14, the 'Seacon Oceania' arrived at Odense under tow enroute from Gothenburg, after the ship had been disabled by the engine room fire, that had started during bunkering operations. The ship was pulled to the Fayard Shipyard in Munkebo by the tugs 'Sea Banckert' (IMO: : 9388651) and 'Svitzer Thor' (IMO: 9548366). Photos: https://www.shipspotting.com/photos/4028692?navList=gallery&category=39&page=1&viewType=normal&sortBy=newest https://www.shipspotting.com/photos/4028691?navList=gallery&category=39&page=1&viewType=normal&sortBy=newest https://www.shipspotting.com/photos/4028690?navList=gallery&category=39&page=1&viewType=normal&sortBy=newest

Having just been renamed from 'Skane Jet', the 'Europchampion Jet 2' transited the Kiel Canal en route from Mukran to Vigo on Nov 15, 2025, with an ETA as of Nov 17. Having been sold to the Greek operator Seajets, she sailed westbound towards the Mediterranean, where she will start a new lease of life.

Beached as Dead Vesel at Aliaga 29.09.26 towed by Protug 87 https://www.facebook.com/photo/?fbid=10163607129925036&set=gm.10167620649563943&idorvanity=6884293942