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The 'Banda' lost control and ran aground in the Sariyer district of the Black Sea coast of Istanbul west of the Bosphorus due to strong winds on Oct 15. The six-person runner crew was in good health and has not requested assistance. The Turkish Coast Guard and the Emergency Response Vessel 'Nene Hatun' (IMO: 9675004) attended the scene, but the crew did not request an evacuation and was so far safe on board. The vessel was attacked by naval drones on July 14 approximately 70 nautical miles southwest of the Russian port of Novorossiysk by the Security Service of Ukraine. It was unloaded and approaching the terminal to load a cargo of crude oil. Ukraine asserted that the tanker had transported Russian crude oil from the ports of Ust-Luga, Kerch, Novorossiysk, and Nakhodka. The vessel was struck near the stern, which caused a heavy explosion and a fire. It said there was also water ingress that flooded the engine room and left the vessel blacked out.  The salvage company Tsavliris sent a tug and a salvage team, which started towing the tanker on July 17 and boarded it to effect repairs on July 22. The tanker was stabilised, a portable generator was placed aboard, and repairs were made in the accommodation block for the crew. Tsavliris delivered the tanker at a Turkish anchorage on Aug 19. Turkish authorities indicating the ship was struck again on Sep 2, but did not provide any details on the incident. It was the second previously damaged tanker to run aground off the Turkish Black Sea coast in the past two days. On Oct 14, the tanker 'Grace Romavictor', which was also previously attacked in the Novorossiysk area, washed ashore in the Çatalca area. Reports with photos: https://www.aksam.com.tr/guncel/banda-tankeri-istanbul-kiyisina-vurdu-nene-hatun-olay-yerinde/haber-1706424 https://haberglobal.com/gundem/sariyerde-suruklenen-tanker-karaya-oturdu-548833

After spending two days off Portpatrick with engine problems, the 'CEG Orbit' was finally towed by the Clyde tug 'Garrion Owl' (IMO: 7601413) into the port of Workington on Oct 18, 2026., The local tug 'Helvellyn' (MMSI: 232062292) assisted as stern tug. Report with photo: https://www.facebook.com/share/p/1986sAZXp3/

The 'Toni Segundo' with four crew members on board suffered an engine failure and requested assistance on Oct 16, 2026. The fishing vessel was located three nautical miles from Segur de Calafell. The CCS Barcelona of Salvamento Marítimo deployed the SAR boat 'Salvamar Algenib' which took the ship in tow and safely pulled it back to Vilanova i la Geltrú. Report with photo: https://x.com/salvamentogob/status/2111042670160212328

A medical evacuation was carried out on the morning of Oct 18, 2026, of a crew member from the ' Helen Anna', enroute from Teesport to Bandirma, 84 nautical miles northwest of A Coruña. The CCS Fisterre of Salvamento Marítimo mobilised the SAR helicopter Helimer 402, which transported him to Alvedro, where an ambulance was waiting.

On the evening of Oct 16, 2026, the 'Boxster', enroute from Rotterdam to Ghent, was in collision was in collision with the inland vessel 'Maria B' (MMSI: 244740029), enroute from Antwerp to Rotterdam, at the junction near Kinderdijk, where the rivers Noord, Lek, and Nieuwe Maas converge. Emergency services were alerted shortly before midnight; the police received the report of the incident at 11:45 p.m. An ambulance also arrived at the scene, though its crew was not required to take any action. Rijkswaterstaat deployed two vessels to the site to provide assistance. Following the incident, the ships were moored at the cruise ship docks in Kinderdijk, near the Lekdijk embankment. The collision appeardd to have taken place some time earlier, with the incident only being reported to the police and emergency services around midnight. The 'Mari B' was sailing along the Noord river at approximately 10:15 p.m. and turned onto the Lek, where the 'Boxster' was approaching from the direction of the Lek. The port police conducted an investigation into the collision and administered breathalyzer tests to the skippers involved. It was not yet known how the two vessels collided, nor is there any clarity regarding the extent of the damage. Report with photos: ://www.alblasserdamsnieuws.nl/2026/10/17/opnieuw-aanvaring-tussen-binnenvaartschepen-op-rivierendriesprong-bij-kinderdijk/?fbclid=IwT01FWAVAIctleHRuA2FlbQIxMABwZG9mBXNydGMGYXBwX2lkDDM1MDY4NTUzMTcyOAABHjJgUfokmCT7mgjuF45SAzrVKr_dIfVZrCIBfkdK48uW0hPPot8hAD0E2xPA_aem_ZwdDX2eOrYkw8B6YVFGbSQ

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 'Nauti Buoy' (MMSI: 232012115), which was deployed to assist the grounded f/v 'High Roller III' (MMSI: 316012857) off Bay de Verde on Oct 18, 2026, got a rope entangled in the propeller during the attempts to pull the ship off. The tug had to abort its attempt and had to be taken in tow by a boat of the Canadian Coastguard to Bay de Verde to remove the obstruction from the propulsion. Photo: https://www.facebook.com/share/p/1C9GYLj7hG/

The CCS Las Palmas of Salvamento Marítimo has coordinated tan operation throughout the night of Oct 14, following the alert about a cayuco 85 nautical miles southsouthwest of Gran Canaria. In collaboration with merchant vessels and the SAR helicopter Helimer 204, they located the boat. The 'Salvamar Macondo' rescued 31 Maghrebine migrants and transferred them to Arguineguín on the morning of Oct 15.

On the morning of Oct 16, Salvamento Marítimo carried out two medical evacuations with its helicopters from two cruise ships: The SAR helicopter 204 evacuated a 62-year-old U.S. passenger from the 'Scarlet Lady', northwest of Tenerife, The patient was transferred to the Tenerife Norte Airport. The SAR helicopter Helimer 202 evacuated a Filipino crew member from the 'Mein Schiff 2' 45 nautical miles southeast of Cabo de la Nao, and transferred him to Alicante Airport for hospital care. Report with photo and video: https://x.com/salvamentogob/status/2111378432063848623/video/1

The CCS Tenerife of Salvamento Marítimo coordinated the assistance for two cayucos south of El Hierro, on Oct 18, 2026. In the early hours, the 'Salvamar Diphda' escorted a vessel with 131 people on board, among them 25 women and eight minors, to La Restinga, where twi deceased persons were confirmed. Subsequently, the 'Salvamar Navia' located and escorted another cayuco with 177 people, among them 17 women and 11 minors, to port. Report with photos: https://x.com/salvamentogob/status/2111812949392199710

The US Coast Guard responding to a report of 27 people in the water approximately 140 miles west of Ensenada, Mexico, on Oct 16, 2026. At approximately 1 a.m., watchstanders at Coast Guard Sector San Diego received a radio distress call reporting a vessel taking on water. The Sector San Diego coordinated SAR efforts and deployed crews from Air Station Ventura, Air Station Sacramento, and 'Active (WMEC-618)' to search the area. The USS 'Kingsville (LCS-36)' and a U.S. Navy helicopter with Helicopter Sea Combat Squadron 23 were also providing assistance. Assets located vessel debris while searching. 16 people have been rescued and transported to Coast Guard Sector San Diego, where emergency medical services personnel transferred them to local hospitals for further medical evaluation. Two of them were confirmed to be Mexican nationals. The boat was following a route normally used in illegal maritime smuggling operations. The SAR operation was ongoing.

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/

On Oct 17, 2026, the 'Mars' ran aground on the Groenestrand (Green beach) near Harlingen.. on Oct 18, there wasn’t enough water for it to refloat unassisted. The tug 'Hurricane', operated by Rederij Noordgat, eventually towed the vessel back into deeper water.

The CCS Tenerife of Salvamento Marítimo coordinated the assistance for two cayucos south of El Hierro, on Oct 18, 2026. In the early hours, the 'Salvamar Diphda' escorted a vessel with 131 people on board, among them 25 women and eight minors, to La Restinga, where twi deceased persons were confirmed. Subsequently, the 'Salvamar Navia' located and escorted another cayuco with 177 people, among them 17 women and 11 minors, to port. On Oct 16, the CCS Tenerife mobilised the 'Salvamar Navia', following the detection of a SIVE echo south of La Restinga. The vessel located a cayuco with 109 people, among them 32 women and 16 minors, of sub-Saharan origin on board, which was navigating on its own means and was safely escorted to the port of La Restinga (El Hierro), where they disembarked. On Oct 16 the crew of the 'Salvamar Navia' escorted a boat with 77 Sub-Saharan occupants, among them five women, which had been located 1.5 nautical miles from La Resting, to the port. The responses were coordinated by the CCS Tenerife of Salvamento Marítimo. Reports with photos: https://x.com/salvamentogob/status/2111812949392199710 https://x.com/salvamentogob/status/2111027281196089391

On the morning of Oct 16, Salvamento Marítimo carried out two medical evacuations with its helicopters from two cruise ships: The SAR helicopter 204 evacuated a 62-year-old U.S. passenger from the 'Scarlet Lady', northwest of Tenerife, The patient was transferred to the Tenerife Norte Airport. The SAR helicopter Helimer 202 evacuated a Filipino crew member from the 'Mein Schiff 2' 45 nautical miles southeast of Cabo de la Nao, and transferred him to Alicante Airport for hospital care. Report with photo and video: https://x.com/salvamentogob/status/2111378432063848623/video/1

On the evening of Oct 16, 2026, the inland tanker 'Boxster' (MMSI: 05419290), enroute from Rotterdam to Ghent, was in collision with the 'Maria B', enroute from Antwerp to Rotterdam, at the junction near Kinderdijk, where the rivers Noord, Lek, and Nieuwe Maas converge. Emergency services were alerted shortly before midnight; the police received the report of the incident at 11:45 p.m. An ambulance also arrived at the scene, though its crew was not required to take any action. Rijkswaterstaat deployed two vessels to the site to provide assistance. Following the incident, the ships were moored at the cruise ship docks in Kinderdijk, near the Lekdijk embankment. The collision appears to have taken place some time earlier, with the incident only being reported to the police and emergency services around midnight. The 'Mari B' was sailing along the Noord river at approximately 10:15 p.m. and turned onto the Lek, where the 'Boxster' was approaching from the direction of the Lek. The port police conducted an investigation into the collision and administered breathalyzer tests to the skippers involved. It was not yet known how the two vessels collided, nor was there any clarity regarding the extent of the damage. Report with photos: ://www.alblasserdamsnieuws.nl/2026/10/17/opnieuw-aanvaring-tussen-binnenvaartschepen-op-rivierendriesprong-bij-kinderdijk/?fbclid=IwT01FWAVAIctleHRuA2FlbQIxMABwZG9mBXNydGMGYXBwX2lkDDM1MDY4NTUzMTcyOAABHjJgUfokmCT7mgjuF45SAzrVKr_dIfVZrCIBfkdK48uW0hPPot8hAD0E2xPA_aem_ZwdDX2eOrYkw8B6YVFGbSQ

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.