News

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.

On Nov 1, 2026, the 'Mathilde Maersk', which had arrived from the London Gateway port on Oct 31, lost a container overboard during cargo handling at the Strom Quay in Bremerhaven. The box fell onto the bunker tanker 'Weser Service' (MMSI: 211428750) , which was moored alongside. The damaged container, which was loaded with steel plates, was subsequently recovered and placed on the pier. A sailing ban was issued for the bunker barge, which also sustained damage; it was escorted by a harbour pilot to the Kaiser Port. No one was injured in the incident, and there was no leakage of hazardous materials. The container ship itself sustained no damage. It left the port again on Nov 2 enroute to Hamburg with an ETA as of Nov 3. Administrative proceedings have been initiated against the operator of the loading crane. The further circumstances surrounding the accident were under investigation. Report with photos: https://www.nordsee-zeitung.de/bremerhaven/container-stuerzt-auf-bunkerboot-an-der-stromkaje-427564.html

On Nov 1, 2026, at 3.09 p m. UTC, the 'Selat Storm' with a mainly Indonesian crew on board was hit by an unknown projectile in the Strait of Hormuz, northwest of the Musandam Peninsula. The offshore tug had just departed Al Hamriyah, where it had been been berthed for weeks. The master of a passing vessel received the ship's radio mayday call and relayed it to the authorities. The 'Selat Storm' was reported to have sunk.

The 'Algrace' was detained in Shanghai on Nov 2, 2026, with five detainable defiencies: 11104 - LIFE SAVING APPLIANCES - Rescue boats (no responsibility of RO) 07113 - FIRE SAFETY - Fire pumps and its pipes (Qualitas Register of Shipping S.A. (QRS)) 07106 - FIRE SAFETY - Fire detection and alarm system (Qualitas Register of Shipping S.A. (QRS)) 10109 - SAFETY OF NAVIGATION - Lights, shapes, sound-signals (Qualitas Register of Shipping S.A. (QRS)) 07114 - FIRE SAFETY - Remote Means of control (opening,pumps,ventilation,etc.) Machinery spaces (no responsibility of RO).

The 'Cape Syros', enroute from Hong Kong to Manila, was targeted by suspected pirates in waters north of Bataan on Nov 2, 2026. A group of young Filipino individuals allegedly boarded the vessel and stole copper materials and liferafts. The circumstances surrounding the reported incident, including the safety of the crew and the extent of the alleged theft, have yet to be independently confirmed. The ship was anchored in pos. 14° 36' N 120° 50' E.

On Oct 30, 2026, at 8.15 p.m. the 'AS Dream' (identified as 'Antepli' and listing 'AS Dream' among its former names, besides 'Kıvanç', 'Susanna I' and 'Susanna'), with ten crew members - consisting of nine Indian nationals and one Cameroonian - and a cargo of salt on board, suffered water ingress and started sinking about 90 nautical miles west of Paphos, within the SAR area of the Republic of Cyprus. The JRCC activated the "NEARCHOS" Special National Plan and launched a rescue operation, mobilising a helicopter from the 460th Search and Rescue Squadron of the National Guard General Staff (GEEF), the patrol vessel 'Ammochostos' of the GEEF Naval Command, the patrol boat Pentadaktylos' of the Port and Marine Police, as well as the container m/v 'MSC Hannah III' (IMO: 9316347), which was in the vicinity on its way from Gioia Taurus to Beirut. Under the coordination of the Larnaca Joint Rescue Coordination Centre (JRCC), the crew was rescued by the cargo ship and subsequently transferred to the patrol boat, which transported them to the Port of Limassol. After paramedics from the Ambulance Service confirmed that they were all in good health, the rescued seafarers were taken into the care of the competent state authorities. The embassies concerned have been notified of the incident. The foreign ministry has started dealing with the case through diplomatic channels. The 'AS Dream' has a very checkered past. It was identified with deficiencies on its past 17 port state inspections, dating back to 2012, and was the subject of an unresolved case dating from Sep 1, 2025, in Ashdod. The original complaint involved eight seafarers, four months of unpaid wages and shortages of fuel and provisions. The International Transport Workers' Federation (ITF) reported that it had purchased diesel for the generators and coordinated the supply of food and water with a local customs official. Three Indian crew members were subsequently repatriated and paid. However, the case remained officially unresolved. In September 2026, Tansania’s maritime administration was seeking an updated status from the International Transport Workers’ Federation. On Sep 3, the ship was detained in Alexandria for a week with 21 deficiencies following a port state control safety inspection. Grounds for the detention included a missing AIS test report and expired firefighting equipment and appliances. The inspectors also found expired inflatable life rafts on the ship. The maintenance of life-saving appliances was not as required, and rescue boats and the radar were inoperative. The cause of the sinking was unknown. Report with photos and video: https://cyprustimes.com/astynomiko-reportaz/diesosan-10-naftikous-apo-ploio-pou-vythizotan-anoikta-tis-kyprou-dramatikes-stigmes-deite-vinteo/

On Nov 2, the 'Guardamar Urania' rescued 132 people from a patera. In addition, there were two lifeless bodies on board, and according to information from the rescued, another five lifeless bodies were thrown into the sea during the journey. The rescued were disembarked in Arrecife. The 'Salvamar Al Nair' rescued 35 people from a first patera and another 36 from a second. They werw disembarked in Arrecife. The 'Salvamar Acrux' assisted a patera with 59 people. The occupants were disembarked in Arrecife. The 'Salvamar Navia' escorted two cayucos to the port of La Restinga at different times. From the first, 90 people disembarked, and from the second, 19. The 'Salvamar Diphda' escorted another cayuco to the same port, from which 30 people disembarked. The rescue operations were coordinated by the controllers in the centers of Salvamento Marítimo in LasPalmas and Tenerife.

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.

The US Coast Guard medevaced a 53-year-old man from the 'Ever Elite', enroute from Vancouver to Tokyo, about 34 nautical miles off San Francisco on Oct 31, 2026. At 10:56 a.m., Coast Guard Sector San Francisco watchstanders received a notification that the crew member was experiencing a medical distress situation, while the vessel was sailing approximately 225 miles off the coast. The watchstanders coordinated the launch of a Coast Guard Air Station San Francisco MH-65 Dolphin helicopter and a C-27 Spartan aircraft from the Coast Guard Air Station Sacramento to assist, after the vessel moved closer to the shore. The watchstanders used the Automated Mutual-Assistance Vessel Rescue (AMVER) system to identify nearby commercial vessels that could assist with the medevac. At 10:08 p.m., the Dolphin helicopter arrived on scene, hoisted the patient aboard and transported him to awaiting emergency medical services personnel at the Air Station San Francisco. The Spartan aircrew provided on-scene coordination and overwatch. EMS personnel then transported the man to Sutter Health Mills-Peninsula Medical Center for further care.

The 'Star Suzanna' was detained in Yingkou on Nov 3, 2026, with five detainable defiencies: 08109 - ALARMS - Boiler alarm (no responsibility of RO) 07115 - FIRE SAFETY - Fire-dampers (no responsibility of RO) 02101 - STRUCTURAL CONDITIONS - Closing devices/watertight doors (no responsibility of RO) 07106 - FIRE SAFETY - Fire detection and alarm system (no responsibility of RO) 11101 - LIFE SAVING APPLIANCES - Lifeboats (no responsibility of RO).

The 'Jacky Glory' was detained in Tianjin on Nov 2, 2026, with three detainable defiencies: 02103 - STRUCTURAL CONDITIONS - Stability/strength/loading information and instruments (no responsibility of RO) 07106 - FIRE SAFETY - Fire detection and alarm system (no responsibility of RO) 03105 - WATER/WEATHERTIGHT CONDITIONS - Covers (hatchway-, portable-, tarpaulins, etc.) (no responsibility of RO).

On the morning of Oct 12, 2ß26 the Maritime Authority of Aysén was notfied that the 'Vali' had run aground after striking rocks, while providing support to the Serrano fish farm in the Isla Verdugo area, approximately 18 nautical miles southeast of Melinka in the Aysén Region. The vessel began taking on water, and the 14 crew members were evacuated by the motor launch 'Don Facundo-THN-3125', and taken to a nearby fish farm. All were found to be unharmed. In response to the emergency, the 'LSR-4420' from the Melinka Port Authority set sail to transport the crew to the Melinka Rural Health Post and assess the 'Vali's condition and damage. The ship was resting on the bottom semi-submerged and with a heavy list to starboard side. The vessel has approximately 161 m³ of fuel stored in its tanks, with no spills observed. Oil booms were laid out as a precaution. According to the preliminary inspection carried out with an ROV, a 3-meter hole was detected in the bow area, near the bow thruster, which was the main point of water ingress into the vessel. The company Detroit Sociedad Anónima was tasked to refloat the vessel. The Maritime Authority continued to monitor the situation. Reports with photos: https://www.latercera.com/nacional/noticia/armada-reporta-motonave-varada-cerca-de-melinka/ https://radiorevelacionfm.cl/?p=73412 https://lapoliticambiental.com.ar/contenido/8345/chile-denuncian-un-derrame-de-petroleo-de-un-buque-salmonero-en-la-patagonia-y-a

On Nov 2, 2026, the 'Nuevo Bosco', while sailing 17 nautical miles from Llanes, requested the nedical evacuation of an injured crew member. The CCS of Salvamento Marítimo in Gijón mobilised the SAR helicopter Helimer 207, while 112Asturias coordinated an ambulance to El Musel. The Helimer 207 hoisted the injured on board and handed him over to the medical personnel ashore.

On Nov 2, the 'Guardamar Urania' rescued 132 people from a patera. In addition, there were two lifeless bodies on board, and according to information from the rescued, another five lifeless bodies were thrown into the sea during the journey. The rescued were disembarked in Arrecife. The 'Salvamar Al Nair' rescued 35 people from a first patera and another 36 from a second. They werw disembarked in Arrecife. The 'Salvamar Acrux' assisted a patera with 59 people. The occupants were disembarked in Arrecife. The 'Salvamar Navia' escorted two cayucos to the port of La Restinga at different times. From the first, 90 people disembarked, and from the second, 19. The 'Salvamar Diphda' escorted another cayuco to the same port, from which 30 people disembarked. The rescue operations were coordinated by the controllers in the centers of Salvamento Marítimo in LasPalmas and Tenerife.

On Nov 1, 2026, the container m/v 'Mathilde Maersk' (IMO: 9632179), which had arrived from the London Gateway port on Oct 31, lost a container overboard during cargo handling at the Strom Quay in Bremerhaven. The box fell onto the 'Weser Service', which was moored alongside. The damaged container, which was loaded with steel plates, was subsequently recovered and placed on the pier. A sailing ban was issued for the bunker barge, which also sustained damage; it was escorted by a harbour pilot to the Kaiser Port. No one was injured in the incident, and there was no leakage of hazardous materials. The container ship itself sustained no damage. It left the port again on Nov 2 enroute to Hamburg with an ETA as of Nov 3. Administrative proceedings have been initiated against the operator of the loading crane. The further circumstances surrounding the accident were under investigation. Report with photos: https://www.nordsee-zeitung.de/bremerhaven/container-stuerzt-auf-bunkerboot-an-der-stromkaje-427564.html

On Oct 30, 2026, at 8.15 a.m., the Japanese Coast Guard was notified of a fire aboard the 'Cebu Hope' (ex 'Shojin Maru'), with six Japanese crew members on board, approximately 20 nautical miles north of Miyako Island in the Okinawa Prefecture. The Japan Coast Guard launched an SAR operation. An aircraft from the base in Ishigaki was able to locate a life raft 300 metres from the burning 'Cebu Hope' at 9.30 a.m. A helicopter from the same base hoisted the raft’s five occupants between 10:00 a.m. and 10:24 a.m. One crew member, the 65 year old chief engineer, was initally missing. Patrol vessels from Miyakojima and Naha responded with special rescue personnel from Haneda, three of whom boarded the tug at around 3:50 p.m. They found the engineer unconscious in the engine room with severe burns at about 4:10 p.m. Japan time. The Miyakojima Coast Guard Office confirmed his death on scene. The fire was declared out at about 5:20 p.m. The tug had just been transferred to the Cebu Asiatic Shipping & Port Services, affiliated with the Philippines' THI, and renamed 'Cebu Hope'. It had departed from Juroku Port on Oct 16 and was on its delivery voyage to the Philippines. The tug berthed at Hirara Port on Miyako Island on the morning of Oct 31. The group relayed the coast guard's assessment that there was no risk of an oil spill. Report with photos: https://ryukyushimpo.jp/news/entry-5582658.html

The 'Best London' was detained in Taizhou, Jiangsu, on Nov 2, 2026, with three detainable defiencies: 07113 - FIRE SAFETY - Fire pumps and its pipes (no responsibility of RO) 13102 - PROPULSION AND AUXILIARY MACHINERY - Auxiliary engine (no responsibility of RO) 12199 - DANGEROUS GOODS - Other (tankers) (no responsibility of RO).

The HM Coastguard has issued a distress alert, after the race yacht 'Océans' (MMSI: 228222460) capsized in the North Atlantic in pos. 49° 38.73' N 013° 52.00' W on the early afternoon of Nov 2, 2026. The sailing vessel. an Orma class yacht, was leading the Vintage Multi category in the Route du Rhum-Destination Guadeloupe race and had departed from Saint-Malo on Nov 1. The last AIS transmission was at 12:39 p.m. UTC, the distress alert was received at 1:57 p.m. UTC via COSPAS-SARSAT 406MHz. ​The Skipper Francis Joyon, 70, was rescued by the 'Maersk Columbus', enroute from Bremerhaven to Norfolk, Virginia, at 11 p.m. Francis Joyon spent approximately eight hours in his overturned trimaran. On Nov 3, the 'Maersk Columbus' was sailing southwest of Ireland, where Joyon was to be dropped off on the early afternoon. The SAR operation was coordinated by the CROSS Jobourg and British authorities.

The HM Coastguard has issued a distress alert, after the 'Océans' capsized in the North Atlantic in pos. 49° 38.73' N 013° 52.00' W on the early afternoon of Nov 2, 2026. The sailing vessel. an Orma class yacht, was leading the Vintage Multi category in the Route du Rhum-Destination Guadeloupe race and had departed from Saint-Malo on Nov 1. The last AIS transmission was at 12:39 p.m. UTC, the distress alert was received at 1:57 p.m. UTC via COSPAS-SARSAT 406MHz. ​The Skipper Francis Joyon, 70, was rescued by the container m/v 'Maersk Columbus' (IMO: 9332987), enroute from Bremerhaven to Norfolk, Virginia, at 11 p.m. The weather conditions were good, with 20 to 25 knots of wind and a wave height of two metres. Francis Joyon spent approximately eight hours in his overturned trimaran. On Nov 3, the 'Maersk Columbus' was sailing southwest of Ireland, where Joyon was to be dropped off on the early afternoon. The SAR operation was coordinated by the CROSS Jobourg and British authorities. Considered one of the greatest French sailors, Joyon was participating in the Route du Rhum for the ninth time. In 2018, he overtook François Gabart from Charente a few miles from the finish in Guadeloupe to secure his first overall victory.

On Nov 2, the 'Guardamar Urania' rescued 132 people from a patera. In addition, there were two lifeless bodies on board, and according to information from the rescued, another five lifeless bodies were thrown into the sea during the journey. The rescued were disembarked in Arrecife. The 'Salvamar Al Nair' rescued 35 people from a first patera and another 36 from a second. They werw disembarked in Arrecife. The 'Salvamar Acrux' assisted a patera with 59 people. The occupants were disembarked in Arrecife. The 'Salvamar Navia' escorted two cayucos to the port of La Restinga at different times. From the first, 90 people disembarked, and from the second, 19. The 'Salvamar Diphda' escorted another cayuco to the same port, from which 30 people disembarked. The rescue operations were coordinated by the controllers in the centers of Salvamento Marítimo in LasPalmas and Tenerife.