起工日が４2008年4月14日なのに、IMO番号は1082835なんだ。検査会社Intermaritime Certification Service (ICS)となっている。
ＰＳＣ(ポート・ステート・コントロール日本では国土交通省職員)が検査している可能性は高いが、知識と経験があれば、多くの不備を見つける事が出来るだろうと思う。
For a country surrounded by water, it’s heartbreaking that sea travel remains a perilous undertaking, with the Philippines holding the dubious record of having the world’s deadliest peacetime maritime disaster in the 1987 sinking of MV Doña Paz, with 4,386 fatalities.
Three recent sea tragedies underscore the needless loss of lives that bedevil sea transport in this archipelago, where the Philippine Ports Authority reported a record-breaking 6.28 million passengers traveling just over the 2025 Christmas holidays.
Early Monday morning, the roll-on, roll-off (RoRo) vessel MV Trisha Kerstin 3 of Aleson Shipping Lines bound for Jolo, Sulu, sank in the waters off Basilan province. At least 18 people died while more than 300 were rescued, the Philippine Coast Guard (PCG) said. At least 49 remain missing, according to latest reports.
For a country surrounded by water, it’s heartbreaking that sea travel remains a perilous undertaking, with the Philippines holding the dubious record of having the world’s deadliest peacetime maritime disaster in the 1987 sinking of MV Doña Paz, with 4,386 fatalities.
Three recent sea tragedies underscore the needless loss of lives that bedevil sea transport in this archipelago, where the Philippine Ports Authority reported a record-breaking 6.28 million passengers traveling just over the 2025 Christmas holidays.
Early Monday morning, the roll-on, roll-off (RoRo) vessel MV Trisha Kerstin 3 of Aleson Shipping Lines bound for Jolo, Sulu, sank in the waters off Basilan province. At least 18 people died while more than 300 were rescued, the Philippine Coast Guard (PCG) said. At least 49 remain missing, according to latest reports.
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On Jan. 23, the Singapore-registered MV Devon Bay capsized off Sabangan Point, west of Pangasinan. Only 17 of the 21 Filipino crew were rescued while two died and four are still missing.
Meanwhile on Jan. 19, the MBCA Amejara went missing while navigating the Davao Gulf. Only one person has been rescued so far, while five bodies were found. Three crew members and 12 passengers remain missing, the PCG said, adding that high waves and strong winds hit the boat causing it to list and eventually sink.
Lifesaving measures
While forces of nature may have contributed to the tragedies, these were clearly not acts of God, but consequences of acts of omission, complacency by some parties, and even corruption.
Take the ferry Trisha Kerstin 3 that the PCG said was within passenger capacity. However, reports said the harness lashing a truck in place had snapped, causing the vehicle to move and the vessel to list on one side.
So who was in charge of ensuring that the vehicles in the cargo hold were securely fastened? Given similar incidents, have loading protocols been updated and strictly observed to prevent a repeat? Are third-party inspections routinely carried out before every sailing to rule out possible negligence?
The age of the RoRo vessel—31 years—was also brought up. Were there periodic assessment, required tests, and safety checks on the seaworthiness of the ship before it was allowed to sail?
Crew training is crucial as well. Passengers of the ferry recalled that there had been no communication about the vessel being in trouble and what lifesaving measures were in place—only an announcement on the loudspeaker for them to secure a life vest minutes before the ship sank. Who’s accountable here, and what’s being done to review crew training and instill in them a commitment to keep passenger welfare top of mind?
32 sea mishaps
Several reports meanwhile indicated that the MBCA Amejara had left port without proper clearance, which has now been confirmed by Coast Guard District Southeastern Mindanao. The PCG certainly has a lot of explaining to do in this case.
As for MV Devon Bay, the bulk carrier was sailing from Gutalac, Zamboanga del Sur to Yangjiang, China with a cargo of nickel ore, said its owner, the Singapore-based “K” Line Pte Ltd.
The rolling and pitching of the ship during maritime transport, combined with high moisture from the rains, can contribute to nickel ore becoming liquid, shifting suddenly, and endangering ship stability.
Authorities have acted swiftly given this series of sea disasters within a week. Already, the Department of Transportation has grounded all 24 passenger vessels of Aleson Shipping until they pass the maritime safety audit of the PCG. The company, it turns out, has been involved in 32 sea mishaps between 2019 and 2026, leading one to wonder if sanctions had been meted out at all for this pattern of gross neglect to persist. Could its continued operations have something to do with one of the owners being married to Zamboanga City’s mayor?
Dangerous cargo
In the case of MV Devon Bay, the Department of Environment and Natural Resources should keep a close watch over the highly lucrative nickel ore mining operations in the country. Open mining exposes the ore to moisture from the humid climate, adding to its likelihood to liquefy during transport. Close monitoring should ensure that the ore’s moisture content is within standards. Regulations must also be strictly enforced so that infrastructure on land and on vessels are at par with safety requirements on the handling and loading of nickel ore. Bulk carriers must be equipped with necessary safety mechanisms as well and their crew trained and certified to handle such dangerous cargo.
But definitely, an extensive investigation should determine the full accountability of both government and shipowners in all three cases, if only to show that maritime safety should always be paramount.
A ferry with more than 340 people onboard sank early Monday in choppy seas off Basilan, killing at least 18 and leaving 10 still missing, the Philippine Coast Guard said.
Search-and-rescue efforts were expected to continue through the night, Philippine Coast Guard spokeswoman Noemie Cayabyab said, adding that an earlier tally of passengers had been reduced to 344 as some on the ship’s manifest never boarded.
The MV Trisha Kerstin 3 issued a distress signal around 1:50 am, a bit over four hours after it departed the Port of Zamboanga City, the PCG said.
Video released by Basilan Gov. Mujiv Hataman showed barefoot survivors being wrapped in blankets and placed on gurneys, while victims of the sinking were carried past in body bags.
The triple-decker vessel went down on nearly the same route where 31 people died in 2023 after a fire aboard the Lady Mary Joy 3 ferry.
Both ships were owned by locally based Aleson Shipping Lines.
President Ferdinand Marcos Jr. ordered the Department of Social Welfare and Development to immediately assist the victims, Palace Press Officer Claire Castro said.
DSWD’s field office in Zamboanga Peninsula has provided ready-to-eat food (RTEF) boxes and psychosocial support to the survivors of the ill-fated ferry.
Social Welfare Secretary Rex Gatchalian on Monday said he ordered regional director Riduan Hajimuddin to continue assessing the situation and prepare for additional aid, including medical assistance for injured passengers and burial support for families who lost their loved ones at sea.
Sheryl Balondo, a rescuer in Isabela City, one of two municipalities where survivors were being taken, said their office had received more than 100 phone calls from concerned family members.
“There’s a tug in our hearts whenever we pick up a call. Their voices sounded worried,” she said. “What we can only say is that, as of now, we don’t have the final list (of names), because the search and retrieval operation is ongoing.”
The 44-metre ferry went down about five kilometers east of Baluk-Baluk Island, part of the Basilan province chain of islands off the Zamboanga peninsula.
“Based on the account of some survivors, the waters in the area were rough at the time,” Cayabyab said in a televised interview.
At least two survivors disputed that account, saying the seas had been calm when the ship capsized.
“I hope they investigate this, because we did not have bad weather. Why did it sink when there was no storm?” asked Jun Guro, a lawyer whose interview was posted by the Isabela City government in Basilan.
Only moments before the ship sank, Kyle Punsalang, a recent graduate of a maritime academy, sent his brother a text he would share on Facebook.
“Our boat is tipping over,” Punsalang said. “Please help.”
Basilan emergency responder Ronalyn Perez told Agence France-Presse that rescuers were struggling to handle the influx of survivors.
“The challenge really is the number of patients that are coming in. We are short-staffed at the moment,” Perez said in an interview, adding that at least 18 had been brought to one local hospital.
Video released by the PCG showed survivors being plucked from the water and receiving medical attention.
Some could be heard shouting for help in the dark in a live video on Facebook.
“We cannot say for now the reason for the sinking, but we were instructed to conduct a marine casualty investigation to determine the cause,” Romel Dua, a coast guard commander from southern Mindanao, told Agence France-Presse. “As of now, we are focused on the rescue.”
Survivors were being brought to the coast guard stations in Zamboanga and Isabela City, he added.
In its statement, the coast guard said the ferry had not been overloaded.
“Our thoughts and hearts are with everyone who was on board,” Aleson Shipping Lines said in a statement, adding they were “working tirelessly” in close coordination with the coast guard.
Philippine industry regulator the Maritime Industry Authority said later it had “dispatched an investigation team to determine the probable cause or any factors that may have contributed to the incident.”
The Philippines has a long history of disasters involving the inter-island ferries that ply its seas.
Many rely on cheap and poorly regulated boats and ships for transport between the country’s more than 7,000 islands, despite regular accidents.
A 2015 ferry capsizing off the western coast of Leyte Island resulted in more than 60 deaths.
In 1987, the Dona Paz ferry collided with an oil tanker in a pre-Christmas accident that claimed more than 4,000 lives. It was the world’s worst peacetime disaster at sea.
Japan and Australia expressed their sympathies to the families of those affected by the ferry sinking.
“My heartfelt sympathies go out to all those affected by the sinking of the M/V Trisha Kerstin 3 ferry in the southern Philippines. Japan stands with you during these difficult times and hopes for the swift rescue and recovery of the passengers and crew members,” Japanese Ambassador to the Philippines Endo Kazuya said.
Australian Ambassador Marc Innes-Brown said: “Our thoughts are with those killed and injured, as well as their loved ones, following the ferry sinking in the southern Philippines. Our deepest condolences.” With AFP
SEA-WORTHY? Passenger-cargo vessel MV Trisha Kerstin 3, which sank off Basilan in the early hours of Monday, was built in 1995 and reflagged for Philippine service in 2010. It carried over 350 passengers over rough seas where the mishap happened.Illustration courtesy of Chatgpt
A desperate search continued Monday in the dark waters off Basilan after a passenger ferry carrying more than 350 people sank before dawn, leaving at least 18 confirmed dead and dozens still missing, according to the Philippine Coast Guard (PCG).
The MV Trisha Kerstin 3, a 44-meter, triple-deck passenger-cargo vessel, sent out a distress call at around 1:50 a.m., roughly four hours after departing Zamboanga City at about 9:20 p.m. Sunday for Jolo, Sulu. Shortly after the alert, the ferry sank about 5 kilometers east of Baluk-Baluk Island, near Hadji Muhtamad, Basilan, in reportedly rough seas.
Rescue teams raced against time as survivors struggled to stay afloat in the darkness. Many were found clinging to floating debris, life rafts, and pieces of the ship.
At least 316 passengers and crew have been rescued, Coast Guard Commander Romel Dua said, but between 28 and more than 40 people remain unaccounted for as of Monday morning. Among the casualties are women and children, including an infant, according to local officials.
A massive, multi-agency rescue operation is now underway.
Coast Guard vessels, Navy boats, and PNP Maritime units are sweeping the area, while Coast Guard and Air Force aircraft, including a Black Hawk helicopter, scan the Sulu Sea from above. Fishermen were among the first to respond, pulling survivors from the water and turning them over to PCG ships, including BRP Tubbataha, for transport to safety.
Hospitals in Isabela City, Basilan, and Zamboanga City were quickly overwhelmed as survivors arrived suffering from hypothermia, exhaustion and trauma. Basilan emergency responders admitted they were short-staffed as dozens of patients were rushed in.
The Department of Social Welfare and Development (DSWD) has begun profiling survivors and families of victims for emergency aid, while local governments coordinated shelters and food assistance.
Officials said early indications do not point to overloading. Commander Dua confirmed the ferry was carrying 332 passengers and 27 crew, within its authorized capacity.
Survivors, however, told authorities they heard a loud impact and noticed seawater rushing into the vessel shortly before it listed and capsized.
The Coast Guard said a full marine casualty investigation will be launched once search-and-rescue operations are completed.
For now, all efforts remain focused on finding the missing. As rescue boats and aircraft continue to comb the waters near Basilan, families wait anxiously onshore — clinging to hope that more survivors will still be found in one of the country’s most harrowing maritime disasters in recent years.
Island travel risks
The sinking of MV Trisha Kerstin 3 is the latest in a long line of deadly maritime accidents in the Philippines, an archipelago of more than 7,000 islands where millions rely on ferries for daily travel. Safety advocates have long pointed to aging vessels, rough seas, inconsistent enforcement of regulations, and overreliance on sea transport as persistent risks — particularly on remote southern routes.
Notable disasters include the 1987 Doña Paz tragedy, when more than 4,000 people died after the ferry collided with an oil tanker, making it the world’s worst peacetime maritime accident. In 2015, a passenger boat capsized in Ormoc Bay, Leyte, killing over 60 people. More recently, in 2023, at least 30 passengers died in a fire aboard a ferry in the southern Philippines.
Authorities insist that MV Trisha Kerstin 3 was not overloaded, but the incident once again highlights the dangers faced by passengers traveling between islands — especially during night crossings — and renews calls for stricter safety oversight and emergency preparedness across the country.
31-year-old Japan-built ship
The ill-fated ship is a passenger cargo vessel, a RORO-type interisland ferry serving one of the busiest sea corridors in the south.
Operated by Aleson Shipping Lines, a major player on the Western Mindanao and Sulu–Tawi-Tawi routes, the ship was built in Japan in 1995 and previously sailed there under the name Camellia II before being acquired by Aleson around 2010 and reflagged for Philippine service.
Since then, it has been deployed primarily on southern runs, including its regular night sailing from Zamboanga City to Jolo, Sulu, a route that takes it past the waters off Basilan where it met its fate.
The passenger vessel M/V Trisha Kerstin 3 of Aleson Shipping Lines sank early Monday, January 26, 2026, just hours after departing Zamboanga Port en route to Jolo, Sulu.
According to Basilan Governor Mujiv Hataman, the vessel had 332 passengers on board. Of this number, 223 passengers were rescued and are now at the Basilan Port, while four were confirmed dead, as of 6 AM.
In a report by the Coast Guard District Southwestern Mindanao, aside from the 332 passengers on board, the vessel had 27 crew members when the incident occurred 2.75 nautical miles northeast of Baluk-Baluk Island, Basilan.
"MV Trisha Kerstin 3 had departed the Port of Zamboanga City at approximaetly 9:20 PM on January 25, 2026, within its authorized maximum capacity of 352 passengers, not overloaded," said the Coast Guard.
Search and rescue operations are still ongoing for the remaining passengers.
Survivors told authorities that the vessel allegedly developed a hole, causing it to take in water and sink rapidly, RH Jun Dimacutac reported during Dos Por Dos program.
The incident occurred in the waters near the Island of Mutaman, Basilan, an area where another passenger ship also caught fire in a separate incident recently.
Rescue teams from the Philippine Coast Guard, local government units, and nearby vessels continue to search for missing passengers and provide medical assistance to those rescued.
Authorities have yet to release an official cause of the sinking as investigations are ongoing.
Fifteen surviving seafarers from the K-Line Pte Ltd (KLPL) bulker Devon Bay, along with the bodies of two that died when vessel sank on 22 January, returned to the Philippines on Monday morning.
The 15 survivors of 21 crew of Filipino nationals were rescued by the China Coast Guard in the South China Sea and handed over the Philippines Coast Guard on in a mid-sea transfer on Sunday.
According to KLPL, a Singapore-based shipowning company of K-Line in Japan, the 15 seafarers and the two bodies are in the Philippines at 6:30 am on Monday under the care of the Philippines Coast Guard. The company said the crew members were received by the ship manager who was providing immediate medical care and support, and arrangements have been made for them to be reunited with their families.
Search and rescue operations in the South China Sea are continuing.
KLPL confirmed that the 56,095 dwt, 2013-built ship was carrying a cargo of nickel ore at the time of the incident on 22 January, rather than iron ore as was originally reported by the Philippines Coast Guard.
The Singapore-registered Devon Bay was sailing from Gutalac, Zamboanga del Sur in the Philippines to Yangjiang, China, and would appear to have listed and capsized quickly which is consistent with cargo liquefaction casualties, although at this stage the cause of the accident remains unknown.
The sudden nature of cargo liquefaction casualties where the cargo shifts mean the crew have little time to escape and over 100 seafarers have died in the resulting vessels capsizing’s since 2010
The incidents are mainly have mainly been on vessel sailing from Philippines and Indonesia to China and have included the Nasco Diamond, Jian Fu Star, Hong Wei, Vinalines Queen, and Emerald Star.
Tracking data from Pole Star Global’s PurpleTrac shows that the Devon Bay’s last port of call was offshore at the Capunan Port Facility, Gutalac, Zamboanga del Norte. Capunan Port Facility is associated with a nickel ore project.
Nickel ore is classified as a Group A cargo under the 2016 revision of the International Maritime Solid Bulk Cargoes (IMSBC) Code which should in theory ensure that cargoes are safe for shipment.
However, despite being a multi-billion trade port facilities are primitive with nickel ore mined in open cast mines and then store in the open the beaches leave it exposed to monsoon conditions in the southern Philippines. Tests are supposed to be carried out by mines to ensure the Transportable Moisture Level (TML) is within safe limits. But, there have questions the adequacy of such tests and in the past P&I clubs have warned that certificates are frequently forged
Intercargo’s Bulk Carrier Report 2025 identified the loss of 20 bulk carriers (≥10,000 dwt) between 2015 and 2024 with 89 seafarer deaths. Cargo liquefaction, particularly nickel ore and bauxite caused 55 of these fatalities.
A Search and Rescue operation was underway in the South China Sea near one of the most disputed regions in the world after a Singapore-flagged bulker went down overnight. Both China and the Philippines dispatched ships and planes to the area, with the elements of political rivalry between the countries playing into the reporting of the incident.
The dry bulk carrier Devon Bay (56,000 dwt) issued a distress call late on January 22, reporting the vessel was listing. No details were released on the nature of the incident, but the Philippine Coast Guard reports that when it received the distress report, the vessel was listing 25 degrees. China reports the vessel capsized, and the pictures show the crew in the life rafts.
Built in 2013, the Singapore-registered vessel was a standard dry bulk carrier. It was 190 meters (653 feet) with a crew of 21 Filipinos. The ship is owned by a Singapore subsidiary of Japan's "K" Line (Kawasaki Kisen Kaisha).
The Chinese report the vessel’s position as 55 nautical miles northwest of Huangyan Dao (Scarborough Shoal) while the Philippine Coast Guard reported the position as 141 nautical miles west of Sabangan Point, emphasizing the vessel was in the Philippine Exclusive Economic Zone. There is an ongoing dispute over the shoal as China challenges the Philippines for control of the area.
The China Coast Guard reports it dispatched two vessels to conduct the rescue operation. Early reports said it had rescued 10 seafarers later changed to a total of 17, including two who were deceased. It said 14 are in stable condition and one is receiving emergency medical treatment. The Philippine Coast Guard said it was trying to confirm the reports.
The Philippines highlights that it sent two vessels, BRP Teresa Magbanua and BRP Cape San Agustin, as well as two PCG aircraft, to conduct Search and Rescue (SAR) operations. Chinese officials said they were also continuing the search and rescue operation for the four missing crewmembers of the vessel.
It is unclear what caused the casualty. The vessel was loaded with iron ore according to the Philippine Coast Guard. It had departed Zamboanga, in the Philippines, and was heading for Yangjiang, China. The Philippines is emphasizing that it is a frequently traveled route by ships.
The Maritime and Port Authority of Singapore issued a statement saying that, as the flag state and because the owner is registered in Singapore, it would be leading the investigation. It says it continues to monitor the SAR operation and is in contact with the shipowner.
The Philippines Coast Guard said the vessel was loaded with a cargo of iron ore, however, its last port of call was related to a nickel ore mining facility in Southern Philippines.・・・
Nickel ore, if improperly stored on land, is prone to liquefaction which can lead to the sudden capsizing of vessel often with the loss of some or all of the crew of the vessel.
The Devon Bay was shown on 19 January as anchored at offshore position consistent with loading at nickel ore ports in southern Philippines with limited infrastructure.
Last reported position of the Devon BayCredit: Pole Star Global
The Singapore-registered bulker Devon Bay was reported to have capsized and sank in the South China on 22 January.
The Maritime & Port Authority of Singapore, which administers the Singapore-flag, said that the crew were no longer on the vessels and that 17 out 21 crew members had reportedly been recovered, however, two had died. Search and rescue operations remained ongoing for the four missing crew members.
The Philippines Coast Guard said that the vessel’s last known position was recorded as 141 nautical miles west of Sabangan Point in the Philippines at 8:30 pm on 22 January and was reported a crew of 21 Filipinos on board.
The PCG said it received a distress report the bulker Devon Bay that the vessel was already listed at approximately 25 degrees and that on 23 January the Hong Kong Maritime Rescue Coordination Centre said 10 of the 21 crew had been rescued by a passing China Coast Guard vessel.
The Devon Bay is owned by Japanese shipowner K-Line through its Singapore-based shipowning company K Line Pte Ltd.
The 56,095, 2013-built bulker was reported to be sailing from Gutalac, Zamboanga del Sur in the Philippines to Yangjiang, China.
The Philippines Coast Guard said the vessel was loaded with a cargo of iron ore, however, its last port of call was related to a nickel ore mining facility in Southern Philippines.
Tracking data from Pole Star Global’s PurpleTrac shows that the Devon Bay’s last port of call was the Capunan Port Facility, Gutalac, Zamboanga del Norte. Capunan Port Facility is associated with a nickel ore project, making it likely that the vessel was loaded with nickel ore rather than iron ore as reported.
Nickel ore, if improperly stored on land, is prone to liquefaction which can lead to the sudden capsizing of vessel often with the loss of some or all of the crew of the vessel.
The Devon Bay was shown on 19 January as anchored at offshore position consistent with loading at nickel ore ports in southern Philippines with limited infrastructure.
BEIJING – The Maritime and Port Authority of Singapore (MPA) is investigating the sinking of bulk carrier Devon Bay in the South China Sea on Jan 23, which left two crew members dead.
There were no Singaporeans on board the Singapore-flagged ship, and four crew members remain unaccounted for, MPA said in a statement to The Straits Times on Jan 23.
Bulk carrier Devon Bay, which was built in 2013 and registered in Singapore, had sunk while en route to Yangjiang, China.
According to the latest available information, 17 of the 21 crew members had reportedly been picked up, said MPA.
China and the Philippines said on Jan 23 they launched rescue operations after receiving reports of a distressed cargo ship near Scarborough Shoal in the South China Sea, carrying 21 Filipinos.
As Singapore is the vessel’s flag state, MPA said it is in contact with the ship owner and relevant search and rescue authorities, and is providing support as required.
The Chinese military said 17 crew members were rescued and two of them later died, after a report around 1.30am on Jan 23 that a foreign cargo vessel had capsized in waters near the shoal.
It dispatched aircraft to conduct searches, and the China Coast Guard sent two vessels for rescue efforts.
One person was receiving emergency medical treatment, it said, adding that China’s maritime authorities were organising additional rescue forces to head to the area.
The Philippine Coast Guard (PCG) said it deployed two vessels and two aircraft to rescue the Philippine crew from MV Devon Bay that was loaded with iron ore and en route to the southern Chinese city of Yangjiang.
“The PCG Command Center acquired information from the Hong Kong Maritime Rescue Coordination Centre that 10 of the 21 Filipino crew members were rescued by a passing China Coast Guard vessel,” it said, adding that it received a distress report that the ship was already listing at about 25 degrees.
The PCG said the ship’s last known location was 141 nautical miles west of Agno Bay, in the northern Philippine province of Pangasinan.
In response to media queries, K Line, the shipping agency operating the bulk carrier, expressed its condolences to the family members and loved ones of the two crew members who died, and said it was working to contact the crew’s families to provide necessary support.
It added that it has activated its emergency response team and remained in close contact with the authorities and stakeholders, amid ongoing efforts to find the four missing crew members.
K Line also said vessels near the stricken ship, including those from its fleet, had either arrived or were going to the area to help with search and rescue efforts.
Scarborough Shoal is one of Asia’s most contested maritime features and a frequent flashpoint in disputes over sovereignty and fishing rights.
On Jan 20, the Chinese military said it organised naval and air force units to drive away a Philippine government aircraft that it accused of “illegally intruding” into airspace over the atoll.
China claims almost the entire South China Sea, overlapping the exclusive economic zones of Brunei, Indonesia, Malaysia, the Philippines and Vietnam. REUTERS
Coral AdventurerCoral Expeditions
A cruise ship with 120 people on board ran aground on the eastern coast of Papua New Guinea on Saturday, December 27.
The incident occurred in the early morning (local time) of Saturday when Coral Adventurer, a cruise ship operated by Australia-based Coral Expeditions, struck a reef some 30 kilometres from the city of Lae.
A spokesperson for Coral Expeditions said that all passengers and crew are safe and that an initial inspection has shown that the ship did not suffer any damage.
The Australian Maritime Safety Authority (AMSA) meanwhile said it is aware that the ship had run aground but clarified that it had not received a distress call from her crew.
According to PNG local media, the ship encountered strong currents while en route to Madang province, causing her to strike the reef.
Coral Adventurer has been at the centre of an AMSA investigation since late October of this year when one of the ship's passengers died after reportedly being left behind on a remote island near the Great Barrier Reef.
According to AMSA, 80-year-old Australian national Suzanne Rees had gone hiking on Lizard Island as part of a group from Coral Adventurer on October 25.
The crew did not realise that Rees was not on board until later that evening after the ship had already departed the island.
Rees' body was only found the following morning during an aerial search of the island. Her remains were recovered hours later.
Two individuals have been arrested and the vessel’s captain is under official scrutiny following the grounding of the ferry Queen Jenuvia II (IMO 9901386) on rocky shallows off the south-western coast of South Korea.
The incident occurred near the uninhabited Jogdo Island, adjacent to Jangsan Island in Shinan County.
All 267 passengers and crew members were successfully evacuated after the vessel became stuck, though 27 sustained minor injuries from the impact.
The coast guard confirmed the arrest of the helmsman and the first mate on charges of gross negligence resulting in injuries. It was reported that the helmsman initially cited a steering malfunction but subsequently conceded that his attention had been diverted by his mobile phone, causing him to miss a critical navigational waypoint.
The Korea-flagged ferryboat en route to Mokpo from Jeju Island has since been moved to a nearby port.
Authorities continue to investigate the precise cause of the accident.
During the event, passengers relayed their experiences through social media. One account, published by Yonhap news agency, described a loud impact followed by a pronounced list of the ship, after which an instruction was issued for all aboard to don life jackets and assemble on the top deck.
The location is proximate to the site of the 2014 Sewol ferry disaster, a sinking that resulted in the loss of more than 300 lives, predominantly schoolchildren. A diving instructor from Jeju Island recounted that, despite a moment of intense fear and the deafening sound of the grounding, the memory of the Sewol tragedy reinforced the critical need to remain calm, proceed to the exterior, and await instructions while wearing a life jacket.
he Togo-flagged motor carrier NEKSU (IMO: 8907606) lies drifting off the coast of Japan after a machine malfunction. The Japanese Coast Guard will be sent to the vessel controlled by a Russian company. The vessel remains idle off the coast of Japan's Toyama Prefecture.
There is a crew of 15 Russian citizens on board the ship, Alexei Krivoruchko, vice consul of the Russian Federation in Niigata, told TASS.
"We have contacted the Japan Maritime Safety Service. At the moment, Japanese ships are directed to NEKSU," he said.
The Togo-flagged motor carrier NEKSU (IMO: 8907606) lies drifting off the coast of Japan after a machine malfunction. The Japanese Coast Guard will be sent to the vessel controlled by a Russian company. The vessel remains idle off the coast of Japan's Toyama Prefecture.
There is a crew of 15 Russian citizens on board the ship, Alexei Krivoruchko, vice consul of the Russian Federation in Niigata, told TASS.
"We have contacted the Japan Maritime Safety Service. At the moment, Japanese ships are directed to NEKSU," he said.
The Japanese side will decide on further action after assessing the situation. The NEKSU is expected to be dragged to a port.
"We continue to monitor the situation with Russian citizens. If necessary, we will take all possible measures to ensure their safety and health," the Consulate General noted.
Cruise passenger, 80, found dead after being abandoned on Great Barrier Reef island
The crew of a search helicopter spotted Suzanne Rees' body the next day about 50 meters (55 yards) off the hiking trail to the lookout, The Australian newspaper reported.
She appeared to have fallen from a cliff or slope, the newspaper said.
Two vessels burning in South Korean anchorage (Korea Coast Guard - Yeosu)
A fire started early on Saturday, August 16, spreading from one ship to another in the anchorage off Yeosu, South Korea. The local fire department in the city in southeastern Korea worked with the Coast Guard due to the risk of explosion as the two ships burned.
The fire broke out on a 2,692-dwt chemical tanker that was at anchor. The police declined to name the ship during the investigation. The fire spread to a neighboring vessel, which is being described as a 24-ton delivery ship. It is unclear if there was a transfer of chemicals was taking place.
The tanker was loaded with 2,500 tons of hazardous chemicals as well as 100 tons of fuel. The Coast Guard reports because of the high risk of an explosion, 15 vessels were mobilized.
Fire crews boarded the two vessels (Korea Coast Guard)
All 18 crewmembers, including 14 from the tanker and four from the smaller vessel, were evacuated. The fire department reports the captain of the smaller vessel, a man in his 50s, was confirmed deceased. Two Myanmar crewmembers from the tanker were also injured. One is in critical condition, and the second is only slightly injured.
Firefighting crews reported that the fire began around 0100 local time and by 0317 was extinguished on the smaller vessel. It took till 0745 to completely extinguish the fire on the tanker.
Both vessels were being inspected to confirm that the fire was out. The investigation will determine the cause of the fire.
Coast Guard officers in Yeosu, South Jeolla Province, work to extinguish a fire on an oil tanker and a cargo ship moored at a port in the southern city, Aug. 16, 2025, in this photo provided by Yeosu's Coast Guard. Yonhap
YEOSU — An oil tanker and a cargo ship caught fire in the southern coastal city of Yeosu early Saturday, killing one and leaving two others injured.
The Coast Guard in Yeosu, some 320 kilometers south of Seoul, said a fire broke out on the 2,692-ton tanker and the 24-ton cargo vessel, moored next to each other, at 1:04 a.m. Witnesses from another ship called the Coast Guard.
According to the authorities, all 18 crewmembers -- 14 aboard the tanker and four on the cargo ship -- were rescued, but the captain of the smaller vessel was found unconscious and was later pronounced dead. Two foreign-born crewmembers from the oil tanker sustained burn injuries, according to the authorities.
The fire was extinguished around 7:45 a.m., but the cause was not immediately known.
The Coast Guard said the tanker contained about 2,500 tons of toxic chemicals but had not been able to confirm as of Saturday morning whether those chemicals had spilled into waters in the port.
A fire on an oil tanker and a cargo ship has killed one person and injured two others Saturday in South Korea, according to Yonhap News.
The 2,692-ton tanker and the 24-ton cargo ship, docked side by side, caught fire at 1.04 am local time (1604GMT Friday) in the southern coastal city of Yeosu, according to that city’s coast guard.
All 18 crewmembers -- 14 aboard the tanker and four on the cargo ship -- were rescued. But the captain of the smaller ship was found unconscious and later pronounced dead.
Two foreign-born crewmembers aboard the tanker were also reported to have sustained burn injuries.
The blaze was brought under control at around 7.45 am, though its cause has yet to be determined.
The tanker contained 2,500 tons of toxic chemicals, according to the coast guard.
It is also not known yet whether the chemicals spilled into the ocean.
The ill-fated seafarers, aged 68 and 79, were found deceased in the ship’s pilothouse, while the tanker’s chief engineer suffered burns and was transported to a hospital for treatment.
The fire broke out on the unnamed 494-ton ship in the early morning hours of March 20, Yonhap New Agency cited local authorities.
At the time of the incident, the vessel was some 5 kilometers off Odong Island, South Jeolla Province.
Loaded with 10,000 tons of bunker fuel, C oil and heavy oil, the vessel was crewed by six sailors, four of whom managed to escape the ship shortly after the fire started.
The fire did not spread aboard the ship and was contained within hours.
Philippine Coast Guard (PCG) Commandant, Admiral Ronnie Gil L Gavan PCG, led the awarding ceremony for 43 officers and crew of the BRP Suluan (MRRV-4406), who were cited for their bravery, when they outmaneuvered two pursuing Chinese vessels that collided off Scarborough Shoal. PCG
The Philippine Navy on Tuesday said it is verifying reports of alleged Chinese fatalities from Monday’s collision between a People’s Liberation Army Navy (PLAN) vessel and a China Coast Guard (CCG) ship in Bajo de Masinloc.
“Still checking,” Philippine Navy spokesperson for the West Philippine Sea (WPS) Rear Admiral Roy Vincent Trinidad said in a message.
Trinidad was responding to questions after Senator Ping Lacson claimed that two CCG personnel were allegedly killed in the incident.
“The WPS collision between a PLAN ship and a CCG vessel, while chasing a PCG vessel on a mission to resupply our fishermen near Bajo de Masinloc, reportedly killed two CCG crew members,” Lacson said in a post on X (formerly Twitter).
“While we are proud of a skillful maneuver by our PCG captain, we also mourn the senseless loss of lives of the CCG personnel,” he added.
Maritime expert and former US Air Force official Ray Powell said Chinese ships were conducting search and rescue (SAR) operations near Bajo de Masinloc.
“At least one CCG vessel and eight militia ships have been conducting SAR operations 15 to 25 nautical miles east of the shoal since yesterday afternoon’s mishap with a PLAN destroyer,” Powell said.
“The damaged vessel, CCG 3104, has been automatic identification system-‘dark’ since before the incident,” he added.
Trinidad said the pattern of the Chinese vessels’ movements suggested that at least one crew member may have fallen into the sea.
“These are patterns used generally when searching in the ocean, indicative of a man-overboard situation,” he explained.
On Monday, the PCG and the Bureau of Fisheries and Aquatic Resources (BFAR) headed to the disputed Bajo de Masinloc to distribute aid to local fishermen as part of the Kadiwa program. Several Chinese ships reportedly harassed Philippine vessels by using water cannons, performing dangerous maneuvers, and shadowing.
According to the PCG, the PLAN guided missile destroyer Guilin (164) and CCG vessel 3104 collided while chasing PCG patrol vessel BRP Suluan.
Video released by the PCG shows the CCG cutter with a crumpled bow, deeming it “unseaworthy.” The Guilin’s port side bore visible damage and scrape marks.
Meanwhile, the flagpole on the Suluan’s stern was twisted in the near-collision — indicating how close the patrol vessel came to being rammed by the 7,500-ton destroyer.
Chinese Foreign Ministry spokesperson Lin Jian on Monday maintained Beijing’s claim to the WPS, saying it had to do what was “necessary to safeguard our territorial sovereignty and maritime rights and interests in accordance with the law.”
“The Philippines’ moves seriously infringed upon China’s sovereignty and rights and interests, and seriously harmed peace and stability at sea. These moves are of a malign nature,” the Chinese Foreign Ministry said.
“China urges the Philippines to stop the infringement and provocative activities at once and refrain from challenging China’s firm resolve to safeguard our lawful rights and interests,” Lin added.
In a press briefing, Trinidad was asked about possible Chinese retaliation or a change of tactics after the incident.
“The AFP thrives on plans. We plan, we prepare, we don’t anticipate. Whatever situation arises, your AFP can respond appropriately,” he said.
Trinidad noted that the Philippine military’s use of force is not authorized except for self-defense.
“The rules of engagement are given by higher headquarters to govern whether force is allowed for mission accomplishment or not,” he said. “The guidance has been very clear in conducting our aerial missions, patrols, maritime patrols, and air surveillance flights — the use of force is not authorized except for self-defense situations.”
According to Trinidad, there was a spike in the number of Chinese vessels not only in Bajo de Masinloc but also in the northern islands.
“There was a noted spike in the number of research vessels and CCG ships in the northern islands, Batanes, Babuyan Group of Islands, and Bajo de Masinloc,” he said.
AFP spokesperson Colonel Francel Margereth Padilla said alliances with like-minded nations are helping strengthen cooperation for a free and open Indo-Pacific.
“These alliances are really working towards enhancing our cooperation with other countries,” Padilla said. “So more nations want to join us in what we are fighting for here — a free and open Indo-Pacific. We are here with one common goal with other allied nations.”
Scarborough Shoal is located 124 nautical miles off Masinloc, Zambales, and is within the Philippines’ 200-nautical-mile exclusive economic zone (EEZ). The West Philippine Sea refers to the maritime areas on the western side of the Philippine archipelago, including the Luzon Sea and the waters around, within, and adjacent to the Kalayaan Island Group and Bajo de Masinloc.
By JOVILAND RITA, GISELLE OMBAY, GMA Integrated News
Crewmen on the bow of China Coast Guard cutter 3104 can be seen deploying a fender just seconds before their ship rammed the PLAN guided missile destroyer Guilin while both ships attempted to block the Philippine Coast Guard patrol vessel BRP Suluan near Bajo de Masinloc on Aug.11, 2012. SCREENSHOT FROM PCG VIDEO
The Philippine Navy on Tuesday said it is checking reports on supposed Chinese fatalities in last Monday’s collision of People's Liberation Army Navy (PLAN) and China Coast Guard (CCG) ships in Bajo de Masinloc.
“Still checking,” Philippine Navy spokesperson for West Philippine Sea (WPS) Rear Admiral Roy Vincent Trinidad told GMA News Online in a message.
Trinidad made the statement when asked for information after Senator Ping Lacson said that two CCG personnel allegedly died in the incident.
"The WPS collision between a PLAN ship and a CCG vessel, while chasing a PCG vessel on a mission to resupply our fishermen near Bajo de Masinloc reportedly killed 2 CCG crew members,” the senator said in a post on X (formerly Twitter).
“While we are proud of a skillful maneuver by our PCG captain, we also mourn the senseless loss of lives of the CCG personnel," he added.
Maritime expert, former US Air Force official, and ex-Defense Attaché Ray Powell said Chinese ships were conducting search and rescue (SAR) operations near Bajo de Masinloc.
At least one CCG vessel and eight militia ships have been conducting SAR operations 15 to 25 nautical miles east of the shoal since yesterday afternoon's mishap with a (PLAN) destroyer,” Powell said.
“The damaged vessel, CCG 3104, has been automatic identification system-’dark’ since before the incident,” he added.
Trinidad told GMA News Online that the pattern of the Chinese vessels’ movements hinted that at least one crew member possibly fell into the sea.
“These are patterns used generally when searching in the ocean, indicative of a man overboard situation,” he said in a message.
GMA News Online has also asked for information about the supposed Chinese deaths in the collision from the Chinese Embassy in Manila and the Philippine Coast Guard (PCG) but it has yet to respond as of posting time.
On Monday, the PCG and the Bureau of Fisheries and Aquatic Resources (BFAR) headed to the disputed Bajo de Masinloc to distribute assistance to local fishermen as part of the Kadiwa program.
Several Chinese ships reportedly harassed Philippine vessels by using water cannons, performing dangerous maneuvers and shadowing.
According to the PCG, People's Liberation Army Navy (PLAN) guided missile destroyer Guilin (164) and China Coast Guard (CCG) vessel 3104 collided while they were attempting to chase PCG patrol vessel BRP Suluan.
Video released by the PCG shows the CCG cutter with a crumpled bow, deeming it “unseaworthy”. The Guilin’s port (left) side bore visible damage and scrape marks.
Meanwhile, the flagpole on the Suluan’s stern was twisted in the near-collision— an indication of how close the PCG patrol vessel was nearly rammed by the 7,500-ton destroyer.
Chinese Foreign Ministry spokesperson Lin Jian on Monday maintained China's claim to the WPS, saying that it had to do what is “necessary to safeguard our territorial sovereignty and maritime rights and interests in accordance with the law.”
“The Philippines’ moves seriously infringed upon China’s sovereignty and rights and interests, and seriously harmed peace and stability at sea. These moves are of a malign nature,” the Chinese Foreign Ministry said.
“China urges the Philippines to stop the infringement and provocative activities at once and refrain from challenging China’s firm resolve to safeguard our lawful rights and interests,” he added.
Bajo de Masinloc is located 124 nautical miles off Masinloc, Zambales, and is considered within the Philippines’ 200-nautical-mile exclusive economic zone (EEZ).
Tensions continue as Beijing claims almost all of the South China Sea, a conduit for more than $3 trillion of annual shipborne commerce, including parts claimed by the Philippines, Vietnam, Indonesia, Malaysia, and Brunei.
Parts of the South China Sea that fall within Philippine territory have been renamed by the government as the West Philippine Sea to reinforce the country’s claim.
The West Philippine Sea refers to the maritime areas on the western side of the Philippine archipelago including Luzon Sea and the waters around, within and adjacent to the Kalayaan Island Group and Bajo de Masinloc.
In 2016, the Permanent Court of Arbitration in the Hague ruled in favor of the Philippines over China's claims in the South China Sea, saying that it had "no legal basis."
China has refused to recognize the decision. — RF, GMA Integrated News
One crew member died and three others were hospitalized after eating pufferfish aboard a fishing boat off the coast of Jodo-myeon, Jindo County, in South Jeolla early Tuesday morning, according to local authorities.
The four crew members, all Vietnamese nationals, had reportedly prepared the fish themselves for dinner on Monday evening. At approximately 1:18 a.m. Tuesday, they began experiencing symptoms consistent with tetrodotoxin poisoning, including dizziness and nausea, South Jeolla emergency workers said.
Emergency responders transported the crew members to a nearby hospital, but one in their 40s died shortly after arrival. The other three — identified as being in their 20s, 30s and 40s — remain under treatment.
Pufferfish, or fugu, contains a potent neurotoxin known as tetrodotoxin, which is highly concentrated in its liver, ovaries and internal organs. The toxin is colorless, odorless and tasteless, making it difficult to detect without proper training. Ingesting even a small amount of improperly prepared pufferfish can lead to severe poisoning or death. On average, the toxin in one pufferfish is lethal enough to kill 33 adults and is highly heat-resistant.
Authorities strongly recommend that only licensed professionals prepare pufferfish for consumption due to the toxin's high fatality rate.
The Coast Guard is investigating the incident and questioning the crew to determine the exact circumstances.
Local authorities confirmed on January 6 that the incident occurred in Binh Thanh Commune, Tuy Phong District.
The meal took place on January 5 at the home of 58-year-old D.G., with participants including D.V.L. (31, Binh Thanh), N.V.B. (55, Binh Thanh), H.A.T. (51, Lien Huong Town), and L.V.X. (59, Thuan Nam District).
The pufferfish, caught by D.V.L. during a fishing trip, was prepared by D.G. and D.V.L. for lunch.
By 3 p.m., all five men exhibited symptoms of poisoning, including tongue numbness and facial discoloration. They were rushed to Tuy Phong District Medical Center for emergency treatment.
Medical personnel diagnosed severe pufferfish poisoning and transferred the patients to higher-level care.
Unfortunately, H.A.T.’s condition deteriorated rapidly, and he passed away later that evening. The remaining four individuals are recovering under close medical supervision.
Pufferfish is known for its highly toxic tetrodotoxin, which can cause severe poisoning and death if consumed improperly. Authorities continue to caution the public against consuming or handling pufferfish without proper knowledge and preparation.
They developed symptoms of poisoning, such as numbness of the lips, tongue, hands, and legs, fatigue, and dizziness
Three people in Ninh Thuan Province, south-central Vietnam suffered food poisoning after eating canh chua (Vietnamese sweet and sour soup) with puffer fish, with one of them dead later, local authorities said on Tuesday.
At 11:00 am on Friday last week, Huynh Van C., 35, Do Van Ph., 34, and Do Tai Tr., 35, caught a puffer fish weighing around two kilograms, according to the People’s Committee of Thuan Nam District, Ninh Thuan Province, where the three reside.
They later cooked canh chua with the fish.
After eating the dish, the three developed symptoms of poisoning, such as numbness of the lips, tongue, hands, and legs, fatigue, and dizziness at 1:00 pm the same day.
They visited the medical station in Ca Na Commune, Thuan Nam District for first aid.
They were later transferred to the Ninh Thuan General Hospital for further treatment as the symptoms persisted.
However, C. died at 0:30 on Saturday last week.
Meanwhile, Ph. and Tr. have overcome the critical stage but are still at the hospital.
Chairman of the Ninh Thuan People’s Committee Tran Quoc Nam has written to relevant departments and agencies asking them to enhance the food safety management in the province.
They should improve residents’ awareness of using food safely and ask locals not to eat puffer fish.
Nam also required units under the provincial Department of Health to figure out the cause of the above food poisoning case and the provincial General Hospital to provide intensive care for the poisoned patients.
Vietnamese media is reporting that fish was most likely the cause of severe food poisoning onboard Chinese bulk carrier Wu Zhou 8 which took the lives of at least 12 crewmembers, with unconfirmed reports suggesting one more person has also died.
The bulker, while on its way from Thailand to China, requested emergency medical assistance last Friday after its crew of 21 suddenly fell ill about 63 miles to the southeast of Con Dao island, Ba Ria-Vung Tau province.
Vietnamese authorities dispatched helicopters to bring the victims to a hospital onshore leaving the vessel without any crew onboard, but by the time the rescue team arrived, 10 crewmembers were already dead. Another two died on the way to a hospital on Con Dao island.
One of the interviewed saved crewmembers reportedly said the crew ate duck meat and Chinese canned meat the day before without any problems. However, on Friday evening the crew had fish and vegetables with many experiencing abdominal pain, vomiting, and diarrhea. There were some people who quickly developed this condition, but some didn’t show signs of instability until later that night, the crewmember was quoted as saying.
According to Equasis, the vessel is owned by Chaozhou Xingwang Shipping and managed by Cosco Shipping Seafarer Management.
Food safety training remains insufficient among the global merchant fleet, David Steele, the founder of Food Inspection and Training told Splash today, going on to highlight how Chinese companies, in particular, did not tend to spend enough time on the issue.
“Most shipping companies still do not provide sufficient training. And from many years the training provided in China, India and other countries does not meet the learning hours that are needed to be fully aware of food safety,” he said.
This incident shows how important the safe preparation of food is, and in particular ensuring fish is caught and prepared safely, noted Christian Ioannou, chief executive of Marine Catering Training Consultancy (MCTC).
“Fishing can be a relaxing activity while onboard, but it is important to be aware of the risks associated with it. Fish caught in polluted waters or bought from unreliable sources may lead to food poisoning and other medical issues. Fish may take up chemicals in their bodies and in the case of a toxic fish being consumed by mistake, the consequences could be far more dangerous.
“Fish caught from fishing could also be poisonous. There are many species that are extremely poisonous and lethal if consumed. For example, there are enough toxins in one pufferfish to kill 30 adult humans. We would advise taking extreme care while fishing and only fish in safe waters. Do not consume fish you are not familiar with. Fish supplied onboard from well-known suppliers are from reliable sources and are safe to consume.
“It is also important that food is prepared safely. Cooks need to have the proper knowledge of how to safely clean, scale and trim a fish before cooking it. Before scaling, gutting, or filleting, a fish should be thoroughly washed with cold running water to remove the slimy texture that can make the fish slippery and tricky to handle,” Ioannou explained.
Jakarta, July 3, 2025 (Agencies): Indonesian authorities have launched a massive search and rescue operation after a ferry, KM Tunu Pratama Jaya, sank in the Bali Strait late Wednesday night, leaving at least four people dead and dozens unaccounted for.
The ferry, en route from Ketapang Port in East Java to Gilimanuk Port in Bali, reportedly went down around 11:35 p.m. local time, approximately 30 minutes after departure. According to officials, the vessel was carrying 53 passengers, 12 crew members, and over 20 vehicles.
By early Thursday, 31 survivors had been rescued, four bodies recovered, and 30 individuals remained missing. The National Search and Rescue Agency (Basarnas) deployed multiple vessels and rescue teams, while helicopters and divers faced challenges due to high waves and strong currents.
President Prabowo Subianto, currently on an overseas visit, issued directives prioritizing the rescue of all passengers. A crisis center has been set up at Gilimanuk Port to coordinate efforts and support affected families.
The cause of the incident remains under investigation. Maritime accidents remain a concern in Indonesia, an archipelago heavily reliant on ferry transport. Experts have frequently raised concerns over overloaded vessels and inconsistent safety regulations.
Authorities have promised a thorough investigation into the tragedy, while the rescue operation continues under increasingly difficult weather conditions.
Ship collision and fire Off UAE coast caused by navigational error, officials say
The salvors, Resolve Marine, have reported that the Morning Midas car carrier sank in international waters in the North Pacific, following a fire that broke out onboard on June 3.
Damage caused by the fire, compounded by heavy weather and subsequent water ingress, caused the Morning Midas to sink at around 16.35 local time zone (UTC -9) on June 23, in waters approximately 5,000 m deep and 360 nautical miles from land.
As a precaution, two salvage tugs containing pollution control equipment remain on site to monitor for any signs of pollution or debris.
The Liberian-flagged car carrier Morning Midas, managed by Zodiac Maritime, caught fire approximately 360 miles southwest of Adak, Alaska, while en route from Yantai, China, to Lázaro Cárdenas, Mexico. The vessel was transporting over 3,000 vehicles, including approximately 70 fully electric and 681 hybrid models. The fire reportedly originated on a deck housing electric vehicles, raising concerns once again about the risks associated with lithium-ion batteries in maritime transport.
Despite the crew’s efforts to contain the blaze using onboard suppression systems, the fire intensified, leading to the evacuation of all 22 crewmembers, who were safely rescued by the nearby containership COSCO Hellas.
Ship collision and fire Off UAE coast caused by navigational error, officials say
In the early hours of Tuesday, June 17, two large vessels, oil tanker ADALYNN and cargo ship Front Eagle, collided approximately 24 nautical miles off the UAE’s eastern coast in the Gulf of Oman. The incident, which occurred at around 1:30 a.m., resulted in minor hull damage to both ships, a small oil spill, and a fire that broke out in the fuel tank of one of the vessels, according to the UAE’s Ministry of Energy and Infrastructure (MoEI).
According to TankerTrackers.com, the Front Eagle was moving southbound at 13.1 knots when it executed a starboard (right) turn, colliding with the aft port side of the Adalynn, which was moving southeast at 4.8 knots.
The MoEI confirmed on Wednesday, June 18, that the accident was due to “navigational misjudgment by one of the vessels.” The fire was extinguished following prompt intervention by emergency teams, and no injuries were reported among the crew members of either ship.
A collision between ships off the coast of Fujairah, some 15 nautical miles from the Emirati port, has set off alarm bells in one of the world’s most sensitive shipping lanes. The incident occurred in the early hours of June 17 and involved the oil tanker Front Eagle, operated by Anglo Eastern, and the cargo vessel Adalynn, allegedly linked to a fleet of opaque operations in the region.
No injuries or confirmed contamination
Frontline, the company that owns the Front Eagle, confirmed that the entire crew of its vessel is safe and that no injuries have been reported. There have also been no reports of oil spills so far, according to initial reports from maritime authorities.
Minutes after the impact, a fire broke out on the deck of the Front Eagle, which was quickly contained thanks to onboard safety systems. At the same time, satellite images and testimonies reported intense flames on board the Adalynn, whose situation is being closely monitored.
Immediate intervention by the authorities
According to Reuters, the UAE Coast Guard, as well as the port of Khor Fakkan, activated their maritime emergency response to maritime emergencies. Naval patrols and rescue teams were deployed to the area, while the structural condition of both vessels is being assessed.
Despite the geostrategic location of the event, near the Strait of Hormuz, both Frontline and local authorities have indicated that this is an isolated incident, with no connection to active tensions or conflicts in the region.
Investigation to clarify causes of collision between vessels
The causes of the collision have not yet been determined. The maritime authorities have initiated a joint investigation with the participation of international experts. Preliminary results are expected to be released in the coming days.
The route between the Persian Gulf and the Indian Ocean, where the collision occurred, is crucial to the global hydrocarbon trade. global hydrocarbon trade. The incident is therefore being closely monitored by security agencies and logistics operators around the world.
After the tanker Front Eagle collided with the "dark fleet" tanker Adalynn in the Gulf of Oman earlier this week, operator Frontline couldn't even find a way to reach Adalynn's owner to talk about the casualty, boss Lars Barstad said at a panel at Marine Money on Wednesday. The Adalynn's anonymous controlling interests made no response.
“This was the first time Frontline was exposed directly to the dark fleet," Barstad said. “It is an insane situation that we cannot conduct contact."
Adalynn and the tanker Front Eagle were in collision at a position about 22 nm off the coast of Khor Fakkan, UAE early Tuesday morning (local time). The impact sparked fires aboard both vessels; Front Eagle's crew was able to extinguish the blaze aboard their ship, but Adalynn's crewmembers did not have success in containing the fire. They abandoned ship, and all 24 were safely rescued by first responders.
All told, the response to the casualty was successful, Barstad said, and it was not a worst-case scenario. He said that time will tell when it comes to the root cause of the collision, and suggested that it could have been a mechanical casualty aboard the Adalynn. Barstad denied that AIS jamming played any role.
After the collision, Frontline attempted to get in touch with Adalynn's owners, but found that it could not find an individual to talk to. Frontline had to find out from a local agent - not the shipowner - that Adalynn's crew made it safely ashore and were lodged in a hotel.
The Adalynn's listed operator has an address in an older office complex in Navi Mumbai, India. The building is home to multiple logistics, seafarer training and ship management firms, but has no public directory to confirm whether the Adalynn's operator is a tenant.
The Indian company operates two aging tankers - Adalynn, flagged in Antigua, and Carcharodon, which is sanctioned by the United Kingdom for moving Russian oil. Both Adalynn and Carcharodon are sanctioned by the government of Ukraine for involvement in Russia's shadowy oil trade.
Firefighting continues as the fire has spread to the majority of the vessel (Indian Coast Guard)
A massive firefighting effort has been launched in an attempt to control the fire which has spread to large portions of Wan Hai 503 drifting approximately 40 nautical miles off the Indian coast. While reporting some progress, the Indian Coast Guard which is leading the effort emphasizes the danger reporting the fire is not contained and explosions persist aboard the vessel.
The first explosion occurred according to the rescued crewmembers around 0930 on Monday morning June 9. It is unclear how much of a firefighting effort could be mounted aboard but by 1230 the crew was advising the Coast Guard that they were abandoning ship into a lifeboat and life raft.
The Indian Navy transferred 18 crewmembers from Wan Hai 503 to shore at the New Mangalore Port. Six were admitted to the hospital with two suffering burns over 30 to 40 percent of their body and serious respiratory burns. Three other crewmembers have been released from the hospital and four remain missing. The Navy and Coast Guard said they were continuing the search for the missing crewmembers.
A total of five Indian Coast Guard vessels are in the area with two large patrol ships leading the fire fighting effort. They are dousing the fire and are also providing perimeter cooling but according to the reports, efforts were being hampered by monsoonal winds. The winds have pushed the flames nearly the length of the 890-foot (268-meter) vessel with the front of the accommodation block and bridge now showing they are also scorched.
The Coast Guard is saying that the fire is under control on the forward section of the vessel through thick smoke continues to rise from the ship. The fire moved aft with the Coast Guard reporting additional containers were catching fire and exploding. The port authority announced that the manifest it had received indicated there were 157 containers with hazardous materials aboard.
Reports vary on the number of containers that were lost overboard in the initial incident, but there are some indications that additional boxes have gone overboard during the firefight. The authorities are warning they are drifting toward the south and the first debris should reach the coastline within three days.
Firefighting continues as the fire has spread to the majority of the vessel (Indian Coast Guard)
The vessel has taken on a 10-to-15-degree list which has the authorities concerned that the ship could sink. The vessel is reported to have aboard 100 tons of fuel oil.
The ship is registered in Singapore and the Maritime & Port Authority says it is also providing assistance along with the vessel’s class society. It reports that two additional vessels from the Coast Guard and a private salvage company hired by Wan Hai were due to reach the ship Tuesday evening.
The container Vessel Wan Hai 503 (IMO: 9294862), which experienced fire in position lat 11 32 24N, long 074 37 33E, off the southwest coast of India, on Jun 9, The Indian Coast Guard released a further update stating that fires and explosions continue from midship towards accommodation. Flame and thick smoke can be seen as per the photos and videos released by ICG on X.
Its reported that vessel has developed list of around 10 to 15 degrees to port and more containers have gone overboard.
Indian Coast Guard (ICG) vessels Samudra Prahari and Sachet are engaged in firefighting and boundary cooling operations, while ICG vessel Samarth is being deployed from Kochi along with salvors. The DG Shipping is in continuous coordination with the Coast Guard, Navy, and vessel managers for an organised emergency response. Officials from MPA Singapore, the vessel flag state, has also reached India for co-ordination and investigation.
The vessel, managed by Wan Hai Lines, has been instructed to appoint a professional salvor and firefighting expert, with initial contact made with SMIT Salvage for specialised assistance.
The Maritime and Port Authority of Singapore (MPA) has been informed of a fire on board the Singapore-registered container vessel Wan Hai 503.
The incident on the Wan Hai 503 occurred on 9 June 2025 at around 12:30 PM (Singapore Time), approximately 80 kilometres southwest of Azhikkal, Kerala, India.
The vessel is managed by Wan Hai Lines (Singapore) Pte Ltd.
Of the 22 crew members on board, 18 have been accounted for and are being transferred from lifeboats to a passing vessel.
According to MPA, some have sustained injuries.
Four crew members remain unaccounted for. No Singaporeans are among the crew.
The Indian Coast Guard and Navy have been notified and are actively assisting with crew support and search-and-rescue efforts for the missing personnel.
MPA is in close contact with the vessel’s management company, is monitoring the situation, and will be conducting an investigation into the incident.
The news follows a recent incident on June 6, when the MPA reported that the barge Marco Polo 802 ran aground off Tanjong Beach, Sentosa, with no reports of damage, injuries, or pollution. A few hours after the incident, MPA reported that the barge Marco Polo 802, which had run aground off Tanjong Beach, was safely towed to an anchorage for inspection and investigation.
Tuesday, February 28, 2023 - 11:00
AMSA Media release with bottom of the sea image
The Australian Maritime Safety Authority (AMSA) yesterday issued a refusal of access direction notice the Liberian-flagged container ship MSC Kymea II from Australian ports for 90 days.
AMSA issued the notice following months of sub-standard performance from the ship’s operator, MSC Shipmanagement Ltd (MSC), including critical maintenance issues.
AMSA has detained nine MSC ships over the past two years, including five ships in 2023 alone. Many of these detentions showed systemic sub-standard maintenance practices onboard.
The AMSA inspection of the MSC Kymea II found 21 deficiencies in total, including a defective free fall lifeboat steering system, defective fire safety systems, dangerously-stored flammable materials, and multiple wasted or missing railing safety chains used to prevent stevedores from falling from heights when lashing cargo.
Another MSC vessel inspected two weeks ago was found with a corroded fuel-oil tank air pipe, and the evidence suggests that the ship attempted to hide the seriousness of the defect from authorities by covering up the rusted pipe with canvas and painting over it.
AMSA Executive Director of Operations Michael Drake said the agency’s inspection regime has shown that MSC has failed to meet its obligations to properly maintain its vessels.
“AMSA has zero-tolerance for sub-standard ships operating in Australian waters and we will not hesitate to ban vessels that fail to meet basic safety standards,” he said.
“The Australian public has an expectation that ships operating in Australian waters meet or exceed the minimum international standards for safety and environmental protection. Ships should be on notice that this kind of repeated poor performance is not acceptable, and Australia will take action.”
For a full list of ships that AMSA has banned, visit: Refusal of access to Australian ports
The huge ship crashed into a local resident's front garden on Thursday
The watch officer of a large container ship that ran aground and crashed into a garden in Norway has told police he was asleep at the time of the incident.
Investigators said the man, a Ukrainian national in his thirties, admitted to falling asleep while on duty on his own.
He has been charged with negligent navigation and police are also investigating whether rules regarding working and rest hours were adhered to on board the vessel.
The 135m-ship (443ft) missed a house by metres when it ran aground on Thursday morning in Byneset, near Trondheim, central Norway. Efforts to refloat it have been unsuccessful so far.
"The individual charged was the officer on watch at the time of the incident," the prosecutor in Trøndelag Police District said in a press statement.
"During questioning, he stated that he fell asleep while on duty alone, which led to the vessel running aground," Kjetil Bruland Sørensen added.
Local media reported that the man was in charge of steering the ship but failed to change course when entering the Trondheim Fjord.
No one was injured in the incident.
The Cypriot-flagged cargo ship, the NCL Salten, had 16 people on board and was travelling south-west through the Trondheim Fjord to Orkanger when it veered off course.
Logistics company NCL, which chartered the ship, said this was a "serious incident" and it was grateful no one was harmed.
"This remains an ongoing rescue operation and our highest priority is to ensure a safe and secure salvage operation," the company's statement said, adding that it was assisting police with their investigation.
Intense Blaze Erupts on Cargo Ship in Amsterdam's Harbor
A significant fire erupted on a cargo ship filled with scrap metal at the Amsterdam Scrap Terminal on Thursday, May 15, and continued into Friday.
The vessel in question is the Trade, a supramax bulk carrier weighing 58,096 deadweight tonnes. Registered under the Marshall Islands flag and built in 2011,it had just arrived from Le Havre,France on May 9 and was docked at Vlothavenweg in Amsterdam’s western port.
According to the Dutch fire brigade, flames ignited around 5:02 PM local time in cargo hold No. 4. Firefighters initially tried to combat the blaze by removing burning materials from that hold and extinguishing them ashore. This tactic worked temporarily; though, by early Friday morning around 6 AM, the fire spread to hold No.3.
The intense heat caused structural damage to hold No. 3’s hatches, making access impossible for emergency crews who had to rethink their approach entirely.
Throughout thursday night into Friday morning, firefighters utilized boats equipped with hoses as well as cranes and ladder trucks to spray water onto the ship while continuing debris removal efforts.
Social media captured public concern about this incident; one user shared their experience of respiratory issues after observing nearby wildlife during the fire’s peak intensity.
Authorities labeled this situation as complex due to how deeply embedded the scrap was within the ship’s structure—making it tough for responders to reach all areas of concern effectively.
By approximately 8:45 PM on Friday evening, officials confirmed that they had successfully extinguished all flames. However, thick smoke plumes drifted across various neighborhoods in Amsterdam and beyond throughout this ordeal.
In response to health concerns posed by smoke inhalation risks from soot particles released into residential areas—including Amstelveen and Zaanstreek—the Dutch government issued five NL-Alerts advising residents close windows and turn off ventilation systems when conditions worsened due to shifting winds carrying smoke toward central locations.
Residents reported unpleasant odors along with soot deposits affecting air quality but were reassured that toxic substance levels remained stable according to monitoring teams’ assessments. They advised keeping homes sealed against any incoming particles while also recommending cleaning surfaces exposed outside using warm soapy water if necessary.
Fortunately for everyone involved onboard Trade—no injuries were reported among crew members during this incident! The operator Diligent Holdings has since initiated an examination into what sparked such a dangerous event at a facility known for exporting scrap metal internationally—including destinations like Turkey!
Interestingly enough—a similar incident occurred just weeks prior involving another vessel at this very port! It raises questions about safety protocols within maritime operations dealing with hazardous materials like scrap metal recycling.
Content Original Link:
Original Source fullavantenews.com
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Original Source fullavantenews.com
The sand carrier Hong Hai 16, which capsized off the Philippines' Occidental Mindoro province on April 15, 2025. Nine of the vessel's 25-strong crew were killed in the incident.Philippine Coast Guard
Philippine President Ferdinand R. Marcos Jr has ordered that a thorough investigation be conducted to determine whether sand from the Philippines' coastal areas is being used illegally in a number of land reclamation projects undertaken by foreign companies.
Mr Marcos' order for an investigation came following the submission of intelligence reports stating that a number of Chinese companies have been conducting dredging and reclamation activities in Manila Bay and other coastal areas in the country.
The President also emphasised that any local officials who will be found to be partly responsible for the illegal dredging will be held accountable.
The Chinese-led dredging operations have drawn criticism from local fishers and environmental groups, which claimed that the activities have resulted in environmental damage and depletion of fish stocks in some of the northern provinces.
In provinces farther south such as Oriental and Occidental Mindoro, local officials claimed that dredging being carried out in coastal areas was for flood control.
Chinese-operated dredgers and dredging support vessels have been involved in a number of maritime accidents in Philippine waters. Some of these accidents have even resulted in loss of life.
On April 28, 2023, a Chinese-operated dredger registered to Sierra Leone collided with a tanker off Corregidor Island in Cavite province. The dredger later capsized and two of the crew were killed while three others have gone missing.
Earlier this year, the sand carrier Hong Hai 16 capsized off Occidental Mindoro. Nine of the vessel's 25-strong crew were killed.
特別民間法人「日本小型船舶検査機構（JCI）の仕事をした事がないので、実際の状況はよくわからない。船の検査と言っても、小型船（20トン未満）から何十万トン（国際トン数）の船があり、料金は違う。検査する船が遠くにある場合、検査する時間よりも検査する場所に行く時間の方が長くなる事はあるのではないかと思う。そのような場合、どのように請求しているのだろうか？検査する仕事の問題は、検査を受ける側が規則を理解していない、又は、規則を満足しようと考えていないのに検査を受ける場合がある。問題があったから、検査を通さない場合、追加料金なのか、同じ金額を請求するのか良く知らない。検査する船が事務所から遠くにある場合、検査する時間よりも移動時間の方が長くなる。確認作業と言っても、船の場所まで行くまでは時間がかかる。リモートにすれば良いと考える人はいると思うが、性善説で考えれば可能だが、現実は性善説をベースにすると違反が増えると思う。別の業界だが「愛知の盗難アルファード、タイに密輸出未遂の疑い パキスタン人の男再逮捕 04/21/25（カナロコ by 神奈川新聞）」には「４台は同年６～７月に愛知県内で盗まれた車両で、虚偽申請した車体番号が記されたプレートが溶接されていた。通関業者には申請車両をコンテナに積み込む作業を収めた資料が添付されていたといい、同年８月１日に同税関の検査で申告と異なることが判明した。」と書かれている。どうように他の船の写真を取って送ることは出来る。
検査する船はいろいろあるし、経験と知識がある人は船を見るだけでいろいろな問題を疑う事が出来るので、現場での検査は重要だと思う。知識と経験がない、又は、やる気がない人が検査するのであれば、経験と知識がある人が、携帯電話を通して動画を見る方が良い場合はある可能性はあると思うけど。
特別民間法人「日本小型船舶検査機構（JCI）の職員の給料がどのくらいなのか知らないが、安いのではないだろうか？もっと大きな船を検査できるのであれば、大きな船を検査する組織で働いた方が給料は良いと思う。
内航船に関して船員不足問題がある。船員不足だけでなく、海運及び造船関係の労働者不足があるのではないかと思う。造船業界は下り坂なので、就職したのでがまんして働いている人や慣れているから、同じ仕事を継続する人はいると思うが、新入社員として造船を選ぶ人は減っていると思う。実際に、造船所の数は減っている、又は、体力のない造船所は倒産か、吸収されている。一部の仕事を除いては学歴よりも、実際に経験を通して学んでいるかが重要だと思うので、人が足りないから採用しても戦力になる可能性は低い。経験と知識が重要な部分では、これらが欠けていれば、本来の目的は達成できない。時間を２倍かけても問題を見つけられない事はある。時間をかければ経験をカバーできない部分はある。もちろん、そうでない仕事はある。
外航船のサブスタンダード船、又は、サブスタンダード船と疑われる船はインチキの結果だ。酷い旗国と検査会社の子供だ。つまり、この２つの組織が、インチキで協力する形で本来は運航できない船が運航できるようになる。どちらかがまともに機能すれば、サブスタンダード船が消滅するかはわからないが、現在よりも、隻数は減るはずである。国際条約が存在し、満足すべき項目が条約に記載されても、インチキ、又は、問題を見逃すのが売りになっているので規則を満足する必要はない。（サブスタンダード船の写真）
日本の話ではないが、日本人の人でも知っている人は知っている船の名前は 韓国客船 Sewolだろう。
韓国客船 Sewol沈没事故、Korean Register clarifies some reports on Stellar Daisy 02/13/19 （Insurance Marine News）、Former shipping executive ordered arrested over Stellar Daisy sinking 01/28/19 （Baird Maritime）の「A South Korean court has ordered the arrest of a former executive of a local shipping company whose vessel sank in the South Atlantic along with its entire crew of 24 in 2017.・・・Charges were originally filed by the Korea Coast Guard against the five individuals for making illegal modifications to the vessel, incorrect inspection by KR, and forgery of documents that attested to the thickness of the vessel’s steel plate conducted by thickness measurement technicians from a private company.」
上記を考えれば、検査や安全は簡単には安全レベルには達しないと言う事だろうと思う。
現実と現状を知らなければ、対応や判断で間違った選択する可能性がある。規則を厳しくしてもチェックが甘ければ結果で期待は出来ない。下記のケースが良い例だろう。日本では、ＰＳＣ（ポート・ステート・コントロール：国土交通省職員）が外国籍船の検査と呼ばれるチェックを行っている。このようなレベルのチェックで良いのなら、同じような問題はまた起きるであろう。
外航船のサブスタンダード船、又は、サブスタンダード船と疑われる船はインチキの結果だ。酷い旗国と検査会社の子供だ。つまり、この２つの組織が、インチキで協力する形で本来は運航できない船が運航できるようになる。どちらかがまともに機能すれば、サブスタンダード船が消滅するかはわからないが、現在よりも、隻数は減るはずである。国際条約が存在し、満足すべき項目が条約に記載されても、インチキ、又は、問題を見逃すのが売りになっているので規則を満足する必要はない。（サブスタンダード船の写真）
日本の話ではないが、日本人の人でも知っている人は知っている船の名前は 韓国客船 Sewolだろう。
韓国客船 Sewol沈没事故、Korean Register clarifies some reports on Stellar Daisy 02/13/19 （Insurance Marine News）、Former shipping executive ordered arrested over Stellar Daisy sinking 01/28/19 （Baird Maritime）の「A South Korean court has ordered the arrest of a former executive of a local shipping company whose vessel sank in the South Atlantic along with its entire crew of 24 in 2017.・・・Charges were originally filed by the Korea Coast Guard against the five individuals for making illegal modifications to the vessel, incorrect inspection by KR, and forgery of documents that attested to the thickness of the vessel’s steel plate conducted by thickness measurement technicians from a private company.」
上記を考えれば、検査や安全は簡単には安全レベルには達しないと言う事だろうと思う。
日本政府は外国人や外国人労働者を安易に受け入れているが、理論的に考えるように上手くいかず、外国人問題は悪化しているだろう。最近では、ドイツ人船長と話す機会はなくなったが、昔は、首相が安易に安い労働力だと外国人や難民を受け入れるから、治安が悪くなって夜の外出が危険になったと文句を言っていた。日本はそこまで治安は悪化していないが、将来はそのようになるかもしれない。
Mark Deogrades, a safety officer at the MV Hong Hai 16. Photo courtesy of Marimar Deogrades
MANILA -- At their home in Cainta, Rizal, Marimar Deogrades patiently waits for updates from Occidental Mindoro, where the number of bodies being recovered from the capsized MV Hong Hai 16 continues to rise.
Her husband, Mark Deogrades, a 32-year-old safety officer of the vessel, is among those still missing.
“Tuwing mag-aala-singko or mag-aalasais ano na po nila kakain daw, doon daw sa kabina nila bababa, kaya ang expected ko po wala siya sa cabin,” said Marimar.
According to the Philippine Coast Guard report, the MV Hong Hai 16 capsized around 5:00 p.m. on Holy Tuesday.
Marimar wishes to go to the incident command post in Barangay Malawaan, Rizal, Occidental Mindoro, but she doesn’t have the strength, as she is undergoing dialysis.
“Bilang dialysis patient po, hindi po ako makatulog ng maayos. Kalalabas ko lang po ng ospital gawa ng tinaasan po ako ng BP, muntik na po ako magcollapse kahapon,” said Marimar.
Mark and Marimar have two children, aged 8 and 2 years old. Now, all she can do is pray that her husband will be found.
“Siya lang po bumubuhay sa amin tapos hindi pa siya makita ngayon, ang tagal-tagal na. Sana po ngayong araw makita na po lahat, bangkay ba o buhay , kung pupuwede po huwag na sila titigil gawa po hindi na po kami makatulog. Isip kami ng isip kung anon a ba nangyari sa kanila,” Marimar said through tears.
As of this Sunday, the death toll from the MV Hong Hai 16 tragedy has reached nine.
Two bodies were recovered inside the vessel by the Special Operations Group Southern Tagalog and Technical Wreck Divers of the Coast Guard Special Operations Force.
Around 9:17 a.m., one body was found in cargo hold no. 1, while the second was found around 3:10 p.m. in the cargo hold monitoring room.
But the recovered bodies are almost unrecognizable.
The search for the remaining two missing crew members will continue on Monday.
The Philippine Coast Guard (PCG) said Sunday it is looking at the possible filing of administrative cases against the shipowner of MV Hong Hai 16, which capsized in the waters off Occidental Mindoro on April 15.
PCG deputy spokesperson Commander Michael John Encina, however, stressed that they are still focusing on the search and recovery operations following the fatal incident, and on mitigating the possible oil spill from the vessel.
“Diyan muna tayo nakatuon before we interject or before we proceed dito naman sa administrative cases na posible naman din po nating i-file against dito sa may-ari once na ma-prove natin upon our conduct of the investigation, na may mga possible administrative charges na pwedeng ibigay sa kanila,” Encina said in a Super Radyo dzBB interview.
(Let's focus on that first before we interject or before we proceed with the administrative cases that we can file against the owner once proven in the investigation.)
The Coast Guard earlier issued a demand letter to the owner of MV Hong Hai 16 to ensure full cooperation in the ongoing response operations off the coast of Rizal, Occidental Mindoro.
Nine crew members reportedly died due to the incident, while four others remain missing, said Encina.
The cause of the incident has also yet to be determined, but the PCG official emphasized that they are not discounting the possibility of a stability problem in the vessel.
So far, Encina reiterated that there were no signs of an oil spill in the surrounding waters where the ship overturned.
“Sa ngayon po, wala pa pong nai-report sa atin na may nakita na ‘yung ating response team on the field. And even the coastal communities, we are also in coordination dito sa ating mga coastal barangays na kapag sila ay may mga nakikitang [oil spill],” he said.
(So far, there have been no reports given to us regarding any oil spill. We are also in coordination with the coastal barangays to inform us if they notice oil spills.)
The Marine Environmental Protection Enforcement Response Group – Southern Tagalog earlier deployed 10 segments or 250 meters of oil spill boom to mitigate possible oil spill resulting from the capsizing. —RF, GMA Integrated News
On the evening of April 15, the 144 meter long, 20421 dwt dredger Hong Hai 16 (IMO: 8665870) capsized in the Mindoro Strait off Barangay Malawaan, Rizal, Occidental Mindoro, Philippines. The Hong Hai 16 had lost stability while dredging a short distance off the coast.
A video caught the vessel listing heavily to port before it suddenly rolled over in less than a minute. Of the 25 crew on board the sand dredger, 14 crew were able to escape and found in the water near the hull.
The Philippine Coast Guard arrived on scene and began a search and rescue operation looking for the missing crew. The initial search found the body of one crew member. Divers were brought to the site and began searching within the Hong Hai 16‘s compartments. Divers would find 3 more bodies trapped inside the vessel. The Coast Guard states there is some hope the missing crew members may be found alive possibly in the engine room.
Photo: x.com
An oil sheen was spotted around the overturned Hong Hai 16. The Coast Guard deployed booms around the stern off the hull to contain the pollution.
Photo: gmanetwork.com
HONG HAI 16 (IMO:8665870)は中国の Chaohu Shunfeng Shipbuildingで建造されたようだ。以前に似たような船が衝突で転覆しているから、規則を満足しているかも知れないが復原性に関してあまり良い結果でない船である可能性は高いと思う。下記の動画をみると波もない状態でゆっくりと転覆してる。復原性が悪いと推測する人が多くいても不思議ではないと思う。
まともな調査は行われるのかな？死亡した船員は生き返らないし、復原性が悪いと判明したら他の同型船に影響するのでお金で手打ちかな？
The upturned hull of the dredger Hong Hai 16, April 16 (PCG)
Rescuers are attempting to find survivors after the capsizing of a Chinese-operated sand carrier off the coast of Rizal, Occidental Mindoro.
The sand carrier Hong Hai 16 was operating off Barangay Malawaan on Tuesday morning in moderate seas. At about 0520 hours, the vessel capsized; the cause of the casualty is still under investigation.
The vessel had 25 crewmembers. Fourteen have been rescued alive by first responders, including six Philippine nationals and eight Chinese seafarers. Two crewmembers have been confirmed dead and nine remain missing, including three Chinese and six Philippine nationals.
Images courtesy PCG
PCG Special Operations Group Southern Tagalog has dispatched a team of divers with cutting gear to help access the ship. The capsized vessel is floating keel up with an even trim, and is partially submerged. The PCG hopes that some crewmembers may have survived in the engine room.
“The PCG remains on-scene and fully committed to ensuring the safety of all individuals involved, while also preparing for any potential environmental impact,” the agency said in a statement Tuesday.
PCG commandant Admiral Ronnie Gil Gavan visited the scene on Tuesday for an aerial and site inspection, and in a statement he said that he had urged the response teams to make every effort to save any survivors.
A similarly named Chinese dredging vessel capsized and floated hull-up for days in Manila Bay in May 2023.
The upturned hull of the dredger Hong Hai 16, April 16 (PCG)
MANILA, Philippines — The Philippine Coast Guard (PCG) has launched a search and rescue operation for 10 missing crew members aboard a Chinese vessel that capsized off Occidental Mindoro on Tuesday.
In a report on Wednesday, the PCG said that Motor Vessel Hong Hai 16, a sand carrier vessel, capsized in the waters of Barangay Malaawan around 5:20 p.m. under moderate sea conditions. The ship had 25 crew members: 13 Filipinos and 12 Chinese.
“Search and rescue operations are ongoing, including underwater assessments and preparation for diving operations and cutting work by the Coast Guard Special Operations Group Southern Tagalog,” the agency said.
“Per initial visual assessment, the vessel remains upright but partially submerged, with possible trapped personnel in the engine room,” it added.
Of the 10 missing crew members, seven are Filipinos, while three are Chinese.
Before launching another search and rescue operation, the PCG said they have rescued 14 crew members—six Filipinos and eight Chinese—while one Chinese was found dead.
In preparation for possible environmental hazards, the PCG said its personnel coordinated with the Provincial Disaster Risk Reduction and Management Office in case there is a need to install oil spill containment booms.
A Belize-registered dredger named KSE Hitachi sank while moored off Tuas, Singapore, on 14 April 2025.
The Maritime and Port Authority of Singapore (MPA) received the alert around 1:30 pm and responded immediately.
There were no people on board the dredger when the incident occurred, and no injuries have been reported.
Despite the sinking, port operations in the area continue as normal.
MPA has issued a navigational broadcast to warn nearby vessels to avoid the site for safety reasons.
The dredger’s company is in the process of arranging salvage efforts to recover the sunken vessel.
Additionally, MPA has deployed three patrol crafts to monitor the situation and support any required actions.
An investigation has been launched to find out what led to the sinking of the vessel.
Reference: MPA
1,336 回視聴 2024/02/15 #大型船舶
Huihang Shipping 管理のゼネラルカーゴ JOYO 6 が関門海峡を西航、韓国へ向かいました。中古と思われる高級車を満載していて韓国経由でロシアへ輸出しているのではないかとの疑いが拭えません。船としても怪しさ満載で(笑)、ベリーズ船籍で船級がPanama Maritime Documentation Services、船齢が28年、ファンネルが一色で塗りつぶされてる、等です。そもそもゼネラルカーゴにクレーンで搭載した高級車をむき出しで並べていることこそがまず怪しいです(笑)
The Huihang Shipping Co Ltd managed general cargo ship JOYO 6 sailed the Kanmon Strait.
JOYO 6
Flag: Belize
IMO: 9088419
MMSI: 312243000
Callsign: V3OJ6
Type: General Cargo
Dimensions: 104 m x 19 m
DWT: 8,240 tons
GT: 6,635 tons
Built: 1996
Filmed date: 2024/1/21
Camera: SONY α6400
TAMRON B061S 18-300mm
MBN News. 2.39M subscribers. Indonesian Captain Jailed for Secretly Sailing to North Korea to Sell Pig Offal [MBN News 7]の動画をみると船のスタンプにぼかしが入れられているがIMO:8904795ではないかと思われる。
A satellite image of a cargo vessel that allegedly illegally carried 450 tons of meat to the port of Wonsan, North Korea on March 5 [KOREA COAST GUARD]
South Korean authorities have arrested the captain of a foreign cargo vessel on charges of illegally attempting to deliver hundreds of tons of meat to North Korea, in what officials described as a serious violation of inter-Korean trade laws.
According to the Coast Guard on Tuesday, a cargo vessel owned by a Taiwan-based company departed from Busan Port on Feb. 9 and entered North Korean territorial waters via the East Sea.
The ship remained docked at the port of Wonsan Port in North Korea until March 5. The vessel was reportedly carrying 450 tons of frozen meat products, including cattle and pig intestines and chicken feet.
The captain, an Indonesian national in his 50s, was taken into custody by the South Korean Coast Guard and referred to prosecutors. Authorities suspect he attempted to sell the meat to North Korean buyers during his time in Wonsan.
Although the meat was still on board at the time of the vessel's interception, the captain claimed he was merely following company orders to travel to Wonsan and was unaware of any specific transaction details.
Under South Korean law, any form of transport traveling between South and North Korea — regardless of foreign ownership — requires prior approval from the Unification Ministry. However, the cargo vessel allegedly misreported its destination when departing Busan, in an apparent attempt to conceal its true course.
The ship used a similar tactic when returning to Busan for refueling on March 8, again listing its previous port of departure as an unspecified offshore area.
The Coast Guard also found that the captain had switched off the ship's Automatic Identification System (AIS), a device used to track a vessel's position, while sailing through North Korean waters. The AIS was turned back on only upon reentering South Korean waters.
While the ship did not meet the criteria to be flagged as a “vessel of interest” — a designation for ships with prior violations or suspected of espionage — the Coast Guard confirmed its activity through satellite imagery showing the vessel docked in Wonsan.
Including the captain, eight Indonesian nationals, were on board at the time of arrest. The Taiwan-based shipping company that owns the vessel has also been booked on related charges.
Authorities said that no evidence of espionage was found.
However, a Coast Guard official said “even if a ship is foreign-registered, unauthorized travel to and from North Korea, and providing false declarations about port entries and exits, can pose serious national security risks.”
“We will strengthen monitoring and enforcement measures against maritime security violations,” the official added.
Translated from the JoongAng Ilbo using generative AI and edited by Korea JoongAng Daily staff.
Authorities uncover 1 ton of cocaine valued at 341 million USD in major drug bust
In a significant crackdown on drug trafficking, South Korean authorities have seized approximately 1 ton of cocaine hidden aboard a foreign cargo ship, marking the largest drug seizure by volume in the nation's history. The operation took place on April 2, 2025, at a port in Gangneung, located in Gangwon Province, where about 90 personnel from the Donghae Regional Coast Guard and Seoul Regional Customs were deployed to search the vessel.
The cargo ship, flying the Norwegian flag, was reportedly on a journey that began in Mexico, passing through Ecuador, Panama, and China before docking in South Korea. The authorities acted on a tip-off from the U.S. Federal Bureau of Investigation (FBI), which led them to investigate the ship.
Upon searching the vessel, officials discovered 50 boxes, each containing approximately 20 kg of cocaine, cleverly concealed within the ship's cargo. The estimated market value of the seized cocaine is around 500 billion won, equivalent to approximately 341.7 million USD. This operation is a significant milestone in South Korea's ongoing battle against drug trafficking.
As part of their investigation, South Korean authorities are scrutinizing the ship's captain and crew to ascertain the origin and intended destination of the illicit drugs. Additionally, they are collaborating with the FBI and U.S. Homeland Security Investigations (HSI) to expand their inquiry into potential links with international drug trafficking organizations.
The implications of this seizure are vast, highlighting not only the scale of drug trafficking operations that can reach South Korea but also the international collaboration required to combat such crimes. The cooperation between U.S. and South Korean authorities underscores a shared commitment to tackling the global drug trade.
This incident comes amid a broader context of rising drug-related activities in the region. Authorities have noted an uptick in the trafficking of various narcotics, prompting increased vigilance and enforcement efforts. The successful seizure of this substantial quantity of cocaine serves as a reminder of the persistent challenges faced by law enforcement agencies.
Moreover, the operation sheds light on the complexities involved in tracking and intercepting drug shipments that traverse multiple countries. The route taken by the cargo ship—from Mexico to South Korea—illustrates the extensive networks utilized by traffickers to evade detection and deliver drugs to markets.
The South Korean government has been proactive in enhancing its maritime security measures to address the growing threats posed by drug trafficking. This includes bolstering the capabilities of the Coast Guard and Customs Service, as well as fostering international partnerships to improve intelligence sharing and operational coordination.
In addition to the cocaine seizure, recent operations have also targeted other substances, reflecting a comprehensive approach to drug enforcement. For instance, authorities have recently arrested 16 individuals, including seven from China and Taiwan, and confiscated 1.4 tons of ketamine along with 80 tons of chemicals used in drug production.
This multifaceted strategy highlights the interconnected nature of drug trafficking, where various substances are often linked to broader criminal enterprises. The ongoing efforts by South Korean authorities aim to dismantle these networks and reduce the availability of drugs within the country.
The seizure of this cocaine shipment is not just a victory for South Korean law enforcement; it serves as a crucial step in the fight against drug trafficking on a global scale. As countries continue to grapple with the complexities of drug-related issues, the need for cooperation and robust enforcement strategies becomes increasingly apparent.
As investigations proceed, the spotlight remains on the international drug trade and the efforts to combat it. The collaboration between South Korean authorities and U.S. agencies exemplifies the importance of a united front in addressing the challenges posed by drug trafficking.
In conclusion, the recent seizure of cocaine aboard a foreign cargo ship is a landmark event in South Korea's ongoing battle against drugs. It underscores the critical need for vigilance, international cooperation, and comprehensive strategies to combat the pervasive threat of drug trafficking.
By: Jacob Lazaro
MANILA, Philippines — The government will provide legal assistance to the Filipino seafarers onboard the cargo vessel that was found to be carrying two tons of suspected cocaine in South Korea, the Department of Migrant Workers (DMW) said.
Migrant Workers Secretary Hans Leo Cacdac reported on Tuesday that there were 20 Filipinos, including the ship captain, on MV Lunita.
Article continues after this
It docked in Okgye, South Korea, on April 4. The drugs were found by local authorities during an inspection.
According to reports, over 50 boxes of suspected cocaine were found hidden in a compartment within the engine room. The ship had traveled from Mexico to Ecuador, Panama and China before reaching Seoul.
Pinoy sailors held in Korea after drugs found in ship
Migrant Workers Secretary Hans Leo Cacdac —Photo by RTVM via the official Facebook page of the Department of Migrant Workers
MANILA, Philippines — The government will provide legal assistance to the Filipino seafarers onboard the cargo vessel that was found to be carrying two tons of suspected cocaine in South Korea, the Department of Migrant Workers (DMW) said.
Migrant Workers Secretary Hans Leo Cacdac reported on Tuesday that there were 20 Filipinos, including the ship captain, on MV Lunita.
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It docked in Okgye, South Korea, on April 4. The drugs were found by local authorities during an inspection.
According to reports, over 50 boxes of suspected cocaine were found hidden in a compartment within the engine room. The ship had traveled from Mexico to Ecuador, Panama and China before reaching Seoul.
While it has yet to determine if the Filipinos were involved in the smuggling of drugs, the DMW, which said it has started coordinating with the Department of Foreign Affairs and South Korean authorities on the matter, will provide them with a lawyer.
Pinoy sailors held in Korea after drugs found in ship
Migrant Workers Secretary Hans Leo Cacdac —Photo by RTVM via the official Facebook page of the Department of Migrant Workers
MANILA, Philippines — The government will provide legal assistance to the Filipino seafarers onboard the cargo vessel that was found to be carrying two tons of suspected cocaine in South Korea, the Department of Migrant Workers (DMW) said.
Migrant Workers Secretary Hans Leo Cacdac reported on Tuesday that there were 20 Filipinos, including the ship captain, on MV Lunita.
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It docked in Okgye, South Korea, on April 4. The drugs were found by local authorities during an inspection.
According to reports, over 50 boxes of suspected cocaine were found hidden in a compartment within the engine room. The ship had traveled from Mexico to Ecuador, Panama and China before reaching Seoul.
While it has yet to determine if the Filipinos were involved in the smuggling of drugs, the DMW, which said it has started coordinating with the Department of Foreign Affairs and South Korean authorities on the matter, will provide them with a lawyer.
Cacdac said the ship’s company, JJ Ugland Companies, has already sent a lawyer to the Filipino crew.
“This is already included in the investigation—who may be involved, if any of the crew members are included, what the details are, where they were or their locations, and the involvement of each crew member on board,” he said in an interview with GMA’s Unang Balita.
“But as of now, of course, they are entitled to their defense, to be presumed innocent. We are providing the necessary legal counsel in tandem with the one provided by the ship owner,” Cacdac added.
Following reports of cable breakage and to strengthen the safety of Taiwan’s waters and key infrastructure, ships from Mainland China, Hong Kong and Macau are now required to go through longer port visit application processes to the island with the paperwork expected to take up to a month per vessel visit. Ships also flying the flags of Cameroon, Tanzania, Mongolia, Togo and Sierra Leone are also required to fill in the extra filings, many of which will be screened by Taiwanese security officials before being passed on to Taiwan’s Maritime and Port Administration.
Like in the Baltic, Taiwan has faced multiple attacks on its subsea infrastructure in recent months, largely from merchant ships dragging their anchors.
The island blacklisted 52 Chinese-owned ships in January while Taiwan’s National Security Bureau has said ships which have previously been found to misreport information will be put on a list of ships for priority inspection at ports.
Moreover, if these ships enter within 24 nautical miles of Taiwan’s coast and are close to where undersea cables are, the coast guard will be dispatched to board them and investigate.
A ship accused at the end of February of damaging cables off Taiwan had a simple way of changing identity.
The Togo-flagged Hongtai 68 was able to change its name many times as the crews simply replaced three steel plates (pictured) at its stern and on its bow whereby it has also recently traded as the Hongtai 58 and Shanmei 7.
The captain of the vessel – dubbed in local media as the ‘thousand faces ship’ – had on an earlier occasion been caught entering Taiwan with false documents.
This photo taken on March 30, 2025 shows the grounded Chinese cargo ship Anyang-2 near Nevelsk, Russia. (Photo by Guo Feizhou/Xinhua)
NEVELSK, Russia, March 30 (Xinhua) -- Chinese and Russian authorities are actively advancing rescue efforts for the Chinese cargo ship Anyang-2, which ran aground near Nevelsk, on Russia's Sakhalin Island, the Chinese Consulate General in Vladivostok said on Sunday.
A Chinese task force recently arrived in Russia's Sakhalin Oblast to consult with local Russian government officials and rescue agencies to coordinate the ship's salvage operation, according to the consulate.
Both sides have signed a letter of intent regarding oil removal, with further efforts underway to draft the next phase of the rescue plan.
Staff from the Chinese consulate boarded the vessel after it ran aground to visit the crew. As of now, all 20 crew members are in good health, maintaining smooth communication with the outside world and having sufficient supplies of food and drinking water.
The Chinese cargo ship "Anyang-2" ran aground near the Port of Nevelsk on Sakhalin Island in the early hours of February 9 following a severe storm. The vessel was carrying approximately 50 tons of diesel and 700 tons of heavy fuel oil. No pollution has been detected in the surrounding waters following the incident, according to Sakhalin's governor.
This photo taken on March 30, 2025 shows the grounded Chinese cargo ship Anyang-2 near Nevelsk, Russia. (Photo by Guo Feizhou/Xinhua)
Stricken container ship Solong has been towed to the port of Aberdeen
A container ship involved in a crash with a US oil tanker in the North Sea has been towed to Aberdeen.
Portuguese vessel Solong was towed to Scotland for "safe berthing" after it crashed into the anchored tanker Stena Immaculate off the East Yorkshire coast on 10 March.
Rescuers saved 36 crew members off both ships. One sailor - named as Filipino national Mark Angelo Pernia, 38 - remains missing and is presumed dead.
The Solong's Russian captain, Vladimir Motin, 59, has appeared at the Old Bailey charged with gross negligence manslaughter and is due to stand trial in January 2026.
Stricken container ship Solong has been towed to the port of Aberdeen. Pic: PA
The Solong was still burning a week after it collided with the fuel tanker, whose crew were praised as "heroic" for triggering a crucial firefighting system before abandoning ship.
Only one of the Stena Immaculate's cargo tanks containing jet fuel was damaged, according to Crowley, the maritime company managing the ship.
The Solong was accompanied by a vessel with counter-pollution measures as it arrived at the Port of Aberdeen at around 7am on Friday.
This photo taken on March 30, 2025 shows the grounded Chinese cargo ship Anyang-2 near Nevelsk, Russia. (Photo by Guo Feizhou/Xinhua)
A spokesperson for Ernt Russ, the company that owns Solong, said the fire-stricken ship will be "fully assessed by specialist marine assessors and insurers" in Aberdeen.
Chief coastguard Paddy O'Callaghan said: "Salvage of the Solong has progressed to enable its relocation to the Port of Aberdeen for safe berthing.
"The Stena Immaculate remains in a stable condition with salvage ongoing."
Following the collision, thousands of plastic pellets used in plastics production, known as nurdles, were released from ruptured containers on the Solong and began washing up on beaches on the Norfolk coast.
According to conservationists, the nurdles are not toxic but can harm animals if ingested.
King's Lynn and West Norfolk Council said it had begun removing the nurdles, focusing initially on the stretch of beaches between Holme-next-the-Sea and Old Hunstanton.
Mr O'Callaghan added: "HM Coastguard continues to support local authorities which are leading the onshore response to pollution, including plastic nurdles, in Norfolk and Lincolnshire.
"HM Coastguard will continue to keep the overall situation under close review."
Barbados-flagged bulk carrier MJ Pinar was hit by Russian missiles at the port of Odesa yesterday evening with four crew killed, and another injured. The dead crew hailed from Syria and Ukraine.
The handysize vessel was loading a cargo of wheat when it was struck with images showing the ship’s port side badly charred.
The attack comes at a time when Russia and Ukraine are reported to be closing on a temporary ceasefire deal.
Ukraine said yesterday it is ready to accept an immediate 30-day ceasefire with Russia proposed by the US, after a day of US-Ukraine talks in Saudi Arabia.
LONDON -- A man has been arrested on suspicion of gross negligence manslaughter after a cargo ship collided with an anchored oil tanker Monday in the North Sea, police said.
The Portuguese container ship Solong struck the U.S.-flagged oil tanker Stena Immaculate while the tanker was anchored on the U.K.'s eastern coast near Hull, England, with both vessels catching on fire, officials said Monday.
Thirty-six people between the two ships were safely brought to shore, the U.K. coast guard said.
One of the Solong's crew members remains missing in the wake of the collision, according to Ernst Russ, the manager of the container vessel.
The search for the missing crew member was unsuccessful and has ended, the U.K. coast guard said in an update Monday night. The missing person is believed to be dead, U.K. Transport Minister Mike Kane told the House of Commons on Tuesday.
Humberside police said they began a criminal investigation into the collision and have arrested a 59-year-old man following the "conclusion of search operations by HM Coastguard for the missing crew member of the Solong."
"The man arrested remains in custody at this time whilst enquiries are underway, and we continue speaking with all those involved to establish the full circumstances of the incident," Humberside Detective Chief Superintendent Craig Nicholson said in a statement.
Police did not release any additional details on the suspect, including his name or connection to the incident.
The suspect is not a member of the Stena Immaculate crew nor a mariner with Crowley, the manager of the ship, a Crowley spokesperson confirmed to ABC News.
Fires burning on board the two vessels appeared in aerial footage to have been largely put out a day after the collision, although a shipping official said it would be "premature" to say the fire on the tanker had been extinguished.
"There will be an investigation," Martyn Boyers, chief executive of the Port of Grimsby, said Tuesday. "With all the technology that these vessels have, there's no way it should have happened."
The Stena Immaculate was carrying 220,000 barrels of jet fuel at the time, with at least one cargo tank rupturing in the collision and resulting in multiple explosions onboard, according to Crowley.
Both ships sustained significant damage and were abandoned by their crews.
The British coast guard said in a statement on Tuesday that the two ships had been separated and that an "exclusion zone" had been put in place within a kilometer of the ships.
"Safety vessels and other vessels with firefighting capabilities are still on scene with more arriving today," the coast guard said.
The Marine Accident Investigation Branch is investigating the cause of the collision.
Kane told the House Commons on Tuesday that officials with the agency are on-site to survey the two vessels and will report back to him with official findings.
No pollution had been reported yet, Kane said.
"As it currently stands, no sign of pollution from vessels is observed at this time," he said. "But monitoring is in place and should that change, assets in place will be provided as needed."
Russia claims to have sunk a cargo vessel carrying weapons and military equipment bound for Ukraine on Saturday, March 1.
Russian Telegram war channel Talipov Online said Moscow’s forces unleashed two Iskander-M missiles targeting Panama-flagged container ship MSC Levante F at the port of Odesa.
The vessel, seen carrying yellow and red containers, reportedly made a stop in Turkey to load British sea drones and other weapons from the UK’s NATO base before heading to Ukraine.
“The container ship was struck as it prepared to unload,” the Telegram channel claimed. “After the strike detonations began, the cargo was completely destroyed, the ship sank.”
Ukrainian authorities confirmed that two port workers were injured in the strike, which also damaged port infrastructure.
However, despite the claim, Russia has yet to provide evidence that MSC Levante F was indeed sunk.
Kyiv’s Response
Odesa Governor Oleg Kiper confirmed that there was a missile strike on a cargo vessel docked at the Odesa port.
However, he said the strike only “damaged” the civilian ship, which is owned by a Swiss-based shipping company.
Oleksii Kuleba, Ukraine’s Deputy Prime Minister for Reconstruction, rejected Russia’s claim, asserting that the vessel was carrying “completely civilian cargo.”
He also revealed that a second ship was hit in the attack.
Since Russia’s invasion of Ukraine in February 2022, at least 20 foreign merchant ships have been targeted by Russian strikes, according to Ukrainian President Volodymyr Zelensky.
This will be a rather short article on to establish some of the basic facts of the case and where information could be found. It was reported by various news outlets that a Togo-flagged cargo ship operated by a Chinese crew was allegedly caught severing a submarine cable between Taiwan and Penghu Islands (see RFA report).
When I started the investigation, I was searching for information with “Hong Tai 58” as the keywords. However, when I try to search for the vessel on www.myshiptracking.com, I realised that there are two ships which are almost identically named save for the fact of letter spacing.
There is firstly the “Hong Tai 58” rendered in the exact form which news reports mentioned (see below and link).
However, the registration detail records it to be a Chinese-flagged vessel rather than a Togo – which was reported by news outlets. The last known location was mentions to be in Haikou in Hainan island as at 21 Feb 25. It’s unique Maritime Mobile Service Identity. (MMSI) number was 413485270. The dimensions of the ship was recorded to be 110 x 19 m.
However, there is a “Hongtai58” which was Togo-flagged and the last location was in Anping, Taiwan (see below and link). This vessel matches the details of what was reported on the captured vessel.
The dimensions of the ship was 90 x 40 m and the MMSI was 671756000. Could the two ships be one and the same? It’s not impossible though at this point we cannot establish this just using open source. It could be that the vessel was somehow able to register two or more MMSI. The difference in dimensions between the two ship registrations could also be intentional to give the impression that they are two different ships. In fact, the open source data on ship dimensions might be wildly inaccurate in the case of “Hongtai58”. I managed to find another database, Maritime Optima, which showed its dimensions to be 78 x 12 m.
Unfortunately, aside from what I found above, I did not manage to find anything else. I tried to find establish the ownership of the vessel but no openly available data is available.
I will update this article as more data is found or becomes available.
Update 1
According to report by 4c Offshore, the IMO number used by Hongtai58 correspond with that of another ship, the Jinlong 389. We see that in the Maritime Optima record found earlier that Hongtai58 had the IMO 8357069.
Checking this number on vesselfinder.com, we are able to verify this finding.
The report mentioned that Jinlong 389 was owned by a company called, “Dongguan Jinlong Shipping Co”. I could not find a website for this company but I found a company with a Chinese name corresponding to what was reported. There were some details of the company, “东莞市金龙航运有限公司” (Dongguan City Jinlong Shipping Private Limited), on third party Chinese websites on shipping companies (link to one such website).
The contact person was named as Jiang Huating (江华亭).
The Coast Guard intercepted and detained a "Hong Tai" cargo ship suspected of damaging one of Taiwan's submarine cables. (Photo: CNA)
A Togolese cargo ship with a Chinese crew is suspected of having something to do with damage to the Taiwan-Penghu No. 3 submarine cable.
Coast Guard personnel carefully boarded a “Hong Tai” freighter that had been loitering around Taiwan’s southwestern coast since Saturday evening in order to investigate whether it is related to the Taiwan-Penghu No. 3 cable break. The Togolese vessel carried a “flag of convenience,” meaning it flies the flag of a country other than the country of ownership, and was crewed by eight Chinese nationals.
The ship dropped anchor in the wee hours of Tuesday morning about six miles northwest of Jiangjun Fishing Harbor. After the Tainan fleet branch of the Coast Guard broadcasted a warning, it began sailing northwest. At about 3:24 a.m., Chunghwa Telecom reported that the submarine cable had been disconnected. Tainan Coast Guard boat 10079 was dispatched and escorted the vessel to Anping Port around noon.
Was it an accident, or was it intentional? Given the shady background of the ship, authorities are not ruling out the possibility of grey-zone warfare. After all, this is not the first time undersea telecommunications cables around Taiwan have been suspiciously damaged. A similar incident occurred just last month off the northern coast.
Considering how crucial this infrastructure is to cross-continent data traffic, keeping undersea cables stable is a matter of national security.
Taiwan's coast guard officers prepare to board the Togolese-registered vessel "Hong Tai." Photo courtesy of the Coast Guard Administration
Taipei, Feb. 25 (CNA) A Togolese-registered vessel and its Chinese crew have been detained after a submarine communications cable linking Taiwan and Penghu was severed Tuesday.
Taiwan's Coast Guard Administration (CGA) said it dispatched the PP-10079 patrol and rescue vessel at 2:30 a.m. Tuesday to monitor the "Hong Tai" freighter, which was anchored 6 nautical miles northwest of Jiangjun Fishing Port in Tainan.
The CGA said it immediately issued broadcasts ordering the vessel to leave.
At around 3 a.m., the CGA received a report from the partially state-owned Chunghwa Telecom informing it that the "Taiwan-Penghu No. 3" submarine fiber optic cable had been severed.
The CGA said that it then began attempting to detain the ship on grounds of possible sabotage.
However, due to the difference in height between the two vessels preventing CGA personnel from boarding the Hong Tai, the CGA said it had to send the Cijin offshore patrol vessel and the PP-10059 patrol vessel to the scene to assist with boarding and detention.
The Hong Tai, which the CGA said was funded by "Chinese capital," was later brought to Anping Harbor where it and its eight crew, all Chinese nationals, were detained, pending investigation by Tainan district prosecutors.
When PP-10079 radioed the freighter, its crew said the ship's name was "Hong Tai 168," which contradicted the name shown by its Automatic Identification System "Hong Tai 58," the CGA said.
The CGA added that the ship's name would be verified by an upcoming investigation.
According to the CGA, the freighter had been loitering near the broken cable at a distance of about 925 meters from the cable since 7 p.m. on Feb. 22.
Coast guard vessels sail near the Togolese-flagged ship Hong Tai off the coast of Tainan today.
Photo courtesy of the Coast Guard Administration
Communications transmitted by the Taiwan-Penghu No. 3 Cable have been rerouted to other cables to ensure no disruption, Taiwan's Ministry of Digital Affairs said.
The CGA said Tuesday's incident may be "gray zone" activity by China, adding it would work closely with prosecutors to get to the bottom of the incident.
Gray zone activity refers to actions that fall between traditional notions of war and peace. These activities typically involve ambiguous or nontraditional methods that aim to achieve strategic objectives without overtly crossing the threshold into open conflict.
船尾の国旗が畳まれているのか、風でポールに巻き付いているのか判断できないが、トーゴ籍船の国旗にも見える。M/V"SHAN MEI 7"で検索しても出てこない。無国籍船か、幽霊船なのか、待っていれば追加の情報が出てくるだろう。見た感じ国際トン数で2000トンから3000トンのようなので、AIS:船舶自動識別装置は国際条約で要求される。また、ISMコードとISPS(国際保安)コードにも国際条約で適合する事が要求されるはず。この船舶に証書を発給した検査会社が存在するのなら、会社名と検査官の名前を公表してほしい。Report links Panama flag with illegal North Korean shipments 05/24/19 (Splash247)の記事ではPanama Maritime Documentation Services (PMDS)と呼ばれるパナマから承認されている検査会社と検査官達の不正である。また、International Maritime Survey Association (IMSA)と呼ばれるモンゴルから承認されている検査会社と検査官が不正に関わっていた事が明らかになっている。
船舶が登録される旗国に責任があるが、検査会社と検査官にも責任があると思う。徹底的にこのような事件を調査して公表しないと、問題は解決されない。
An undersea cable to Penghu County has been severed, the Ministry of Digital Affairs said today, with a Chinese-funded ship suspected of being responsible.
It comes just a month after a Chinese ship was suspected of severing an undersea cable north of Keelung Harbor.
The National Communications and Cyber Security Center received a report at 3:03am today from Chunghwa Telecom that the No. 3 cable from Taiwan to Penghu was severed 14.7km off the coast of Tainan, the Ministry of Digital Affairs said.
The vessel Hong Tai suspected of severing an undersea cable to Penghu County is pictured in an undated photograph. The name on the hull, Shan Mei, does not match its identification.
Photo copied by Chiu Chun-fu, Taipei Times
The Coast Guard Administration (CGA) upon receiving a report from Chunghwa Telecom began to monitor the Togolese-flagged Hong Tai (宏泰) freighter anchored near the cable, the CGA said in a news release.
The ship was in the area from Saturday at about 7:10pm to around the time when Chunghwa Telecom reported that the cable had been severed, it said.
When the CGA received another report at 3am that the cable had been severed and that external force could have been responsible, it said it stopped the vessel and called for reinforcements.
Coast guard vessels sail near the Togolese-flagged ship Hong Tai off the coast of Tainan today.
Photo courtesy of the Coast Guard Administration
Undersea cable to Penghu severed, Chinese-funded ship suspected
By Lery Hiciano / Staff writer, with CNA
An undersea cable to Penghu County has been severed, the Ministry of Digital Affairs said today, with a Chinese-funded ship suspected of being responsible.
It comes just a month after a Chinese ship was suspected of severing an undersea cable north of Keelung Harbor.
The National Communications and Cyber Security Center received a report at 3:03am today from Chunghwa Telecom that the No. 3 cable from Taiwan to Penghu was severed 14.7km off the coast of Tainan, the Ministry of Digital Affairs said.
The vessel Hong Tai suspected of severing an undersea cable to Penghu County is pictured in an undated photograph. The name on the hull, Shan Mei, does not match its identification.
Photo copied by Chiu Chun-fu, Taipei Times
The Coast Guard Administration (CGA) upon receiving a report from Chunghwa Telecom began to monitor the Togolese-flagged Hong Tai (宏泰) freighter anchored near the cable, the CGA said in a news release.
The ship was in the area from Saturday at about 7:10pm to around the time when Chunghwa Telecom reported that the cable had been severed, it said.
When the CGA received another report at 3am that the cable had been severed and that external force could have been responsible, it said it stopped the vessel and called for reinforcements.
Coast guard vessels sail near the Togolese-flagged ship Hong Tai off the coast of Tainan today.
Photo courtesy of the Coast Guard Administration
Although coast guard personnel could not board and inspect the ship due to a difference in height, it was escorted back to port in Tainan, where prosecutors have started their investigation after detaining the crew, it said.
Despite flying Togo’s flag, Hong Tai is Chinese-owned and all eight crew members on board are Chinese, the CGA said.
Furthermore, the ship’s automatic identification system name does not match what it identified itself as over the radio or what is written on the hull, the CGA said.
After the cable was severed, the digital ministry ordered the company to redirect traffic to other cables connecting Taiwan’s main island to its offshore islands.
The company was also instructed to add the cable to its repair schedule, coordinating with a repair vessel currently in Kaohsiung working to fix the previously damaged Taiwan-Matsu No. 2 and No. 3 cables.
Those two cables are expected to be fully completed by the end of this month and next month, respectively, with the cable connecting Penghu to be fixed afterward, the ministry said.
The ministry has submitted a report to the Executive Yuan labeling Taiwan’s undersea cables as critical infrastructure.
It also said it would move to strengthen Taiwan’s resilience to such issues by establishing more monitoring stations and subsidizing telecom operators’ capacity to repair cables and invest in backup communication infrastructure such as microwave systems.
Photos from the Canadian Coast Guard show box ship MSC Baltic III grounded near shore with a helicopter attending the scene (source: Canadian Coast Guard/X)
by Jamey Bergman
Weather conditions have hampered initial salvage operations for box ship MSC Baltic III, which lost power and grounded on Canada’s east coast
A box ship that grounded in Canada’s easternmost province of Newfoundland and Labrador after a ’full power blackout’ was reported on board had its first visual assessment a little more than 48 hours after the vessel’s crew sounded a mayday alert to the Canadian Coast Guard.
Weather conditions have hampered operations at the scene of the vessel’s grounding, some 12 nautical miles from the Bay of Islands on the western side of Newfoundland Island.
The Canadian Coast Guard said an additional vessel, CCGS Ann Harvey, arrived on scene on 17 February.
"Weather hampered activity in the early part of the day. When weather improved, a fast rescue craft was launched for a visual assessment of the vessel. No pollution was observed," the coast guard said.
The coast guard said privately held shipowner MSC "continues to be co-poperative and responsive" in response operations for the stricken vessel.
"We have been advised that the vessel contains approximately 470 containers, over half of which are empty. The others contain items such as food, lumber and paper supplies. We are still trying to confirm the amount of diesel on board," the Canadian Coast Guard said.
The coast guard has established a 2 nautical mile airspace restriction for drone operators around the site of the vessel grounding, with coast guard helicopters still conducting overflight operations in the area to monitor the vessel.
All 20 crew from MSC Baltic III were airlifted to safety by coast guard helicopter shortly after the crew reported a blackout on board the vessel on 15 February.
As weather cleared, the Canadian Coast Guard was able to make an initial visual assessment of MSC Baltic III, finding no observable pollution (source: Canadian Coast Guard/X)
7 February
An MSC box ship has grounded after the crew reported the vessel had suffered a "full power blackout" near the coast of Canada’s easternmost provinces.
"On Saturday morning, 15 February, the [Canadian] Marine Communications and Traffic Services in Port aux Basques received a mayday from the cargo ship MSC Baltic III located approximately 12 nautical miles outside the entrance to Bay of Islands, NL. The vessel reported a loss of power," the Canadian Coast Guard reported. The acronym NL refers to Canada’s Newfoundland and Labrador provinces on the country’s eastern coast.
The vessel lost power in a storm with high winds, reportedly gusting to 120 km per hour, and what the coast guard termed ’unfavourable’ sea conditions, which can be seen in a video of the grounded vessel below.
"The vessel was unable to secure an anchor and ran aground in Wild Cove west of Lark Harbour. There were 20 people on board. All crew have been safely airlifted from the vessel by a Cormorant helicopter," the coast guard said in its initial report.
According to the Halifax, Nova Scotia Joint Rescue Coordination Centre, the vessel’s crew alerted authorities to "a full power blackout on a cargo vessel drifting towards the shore of Newfoundland".
"Thanks to 103 and 413 SAR Squadrons’ swift response, all 20 crew were airlifted to safety," the Halifax JRCC reported on its X social media feed.
The coast guard has continued to report on the vessel, giving daily updates in what is still considered an ’active incident’. "With the crew rescued, the focus shifts to assisting with the salvage effort, and marine environmental and hazards response," the organisation said.
The coast guard said weather in the area continues to be a factor as it carries on its work to assess the vessel and formulate a response. In addition to establishing an emergency zone around the incident area of two nautical miles to allow operational access to the vessel, Canadian Coast Guard crews and Eastern Canada Response Corporation representatives are establishing a response staging area in Lark Harbour, NL.
"Additional Canadian Coast Guard crews and equipment are en route. CCGS Jean Goodwill will transit to the site from Canso, NS [Nova Scotia], as weather permits and CCGS Henry Larsen is standing by in Corner Brook, NL to facilitate operations," the coast guard said.
The coast guard said the privately owned container shipping giant MSC, which owns MSC Baltic III, has been "co-operating and responsive, and a team from the salvage company contracted by the owner is expected in the area ... to assess the situation".
The governor of the Sakhalin Region, Valery Limarenko, stated that he had a "stable assumption" that the owner of the Chinese cargo ship with oil products An Yang 2, which ran aground near the port of Nevelsk, would leave it on the coast. He noted that the region faced the same problem in 2021.
"Three years ago, we had the same Chinese vessel washed ashore in the Kholmsky district, directly near the port of Kholmsky. And it was not disposed of by the Chinese owners, there was no appeal to us. We had to take the disposal completely on ourselves. <> I have a firm assumption that they will abandon the ship because it has significant damage, and I assume that its repair is impossible in the conditions in which we are now," Limarenko said in a video posted on the Telegram channel.
The governor recalled that in December 2021, the Chinese cargo ship Xing Yuan sank off the coast of Sakhalin under the flag of Sierra Leone. The Chinese owners of the bulk carrier refused to take measures to dispose of the vessel. Then the government of the Sakhalin Region took over this work. The complex of measures to remove the vessel from customs control was completed in December 2023, it was the first such practice in the Russia.
"We believe that we should not allow such a situation a second time. Therefore, we are contacting the Chinese Foreign Ministry. We appeal to the Chinese shipowner to cooperate with us. We are ready to offer all kinds of services in order to make it comfortable for the crew, and so that it would be possible to organize work on the utilization of hydrocarbons and on towing or recycling of the ship," Limarenko emphasized.
It is also reported that the chairman of the government of the Sakhalin region, Alexei Belik, reported to the governor that the shipowner's contact had already been found. Negotiations with him should take place in the near future.
"We will not wait until the storm capsizes the ship and all this remains with us on the shore. We should not wait for this. Make every effort so that the captain of the vessel comes out with constructive proposals for interaction, for example, on a boom, on exploring the vessel with the help of divers and other things," Limarenko said.
As EADaily reported, there are 20 crew members — Chinese citizens - on board the An Yang 2 cargo carrier. The press service of the regional government noted that the Chinese vessel is loaded with coal, fuel oil and engine oil.
The Antigua and Barbuda-flagged suezmax Koala experienced several explosions in its engine room before preparing to sail but Russian authorities said there was no damage to its cargo tanks
Koala is still at berth at Ust-Luga and reportedly suffered limited damage, Russian officials confirmed.
Source: Alexander Drozdenko via Telegram
A DARK fleet* tanker was rocked by several explosions in its engine room on Sunday, February 9, while at berth at the Russian Baltic port of Ust-Luga.
The Antigua and Barbuda-flagged, 164,533 dwt crude oil tanker Koala (IMO: 9234642) is on Lloyd’s List Intelligence’s dark fleet watchlist and arrived at Ust-Luga on February 6.
At around 0200 hrs on February 9 three explosions “thundered” in the tanker’s engine room, a Lloyd’s List Intelligence casualty report said.
The vessel’s crew of 24 managed to get ashore without injury, but Koala ran aground at its stern as a result of the incident and the Russian Ministry of Emergency Situation installed booms around the vessel.
Koala was loaded with 130,000 tonnes of fuel oil, immediately sparking concerns of an environmental incident in the Gulf of Finland.
But the Federal Agency for Maritime and River Transport of Russia (Rosmorrechflot) said there had been no damage to the tanker’s cargo holds and no oil had leaked, state news agency TASS reported.
Governor of Leningrad Oblast Alexander Drozdenko said on Telegram that the incident as a “man-made incident” that occurred during engine start up. He added there was no threat of an oil spill and that there had been no casualties.
But Finnish Prime Minister Petteri Orpo said his government was “closely following” the news and said Finland had increased its oil spill readiness response as a result of the incident.
Baltic states have expressed concern about the potential for an oil spill form a dark fleet tanker before. Swedish foreign minister said Russia “doesn’t care one bit” about the potential for a big oil spill, while Finland’s alternate permanent secretary to the International Maritime Organization said Finland, Sweden and Estonia had warned a meeting at the European Maritime Safety Agency of a “catastrophe waiting for happen” from a dark fleet oil spill.
The Nordic-Baltic 8 countries began asking dark fleet tankers for proof of insurance in late December 2024, and along with the UK, Germany, the Netherlands and Poland said they would take “coordinated steps to disrupt and deter Russia’s shadow fleet”.
In the latest effort to bolster efforts against Russia’s dark fleet, Denmark’s minister of business and industry, Morten Bødskov, held a meeting with Danish maritime organisations to discuss how the industry could strengthen the enforcement of sanctions against Russia.
Danish Shipping deputy chief executive Jacob Clasen said, “Danish shipping companies have already very clearly chosen to be on the right side of history” and had chosen to go “beyond the sanctions and opt out of sailing to Russia”.
* Lloyd’s List defines a tanker as part of the dark fleet if it is aged 15 years or over, anonymously owned and/or has a corporate structure designed to obfuscate beneficial ownership discovery, solely deployed in sanctioned oil trades, and engaged in one or more of the deceptive shipping practices outlined in US State Department guidance issued in May 2020. The figures exclude tankers tracked to government-controlled shipping entities such as Russia’s Sovcomflot, or Iran’s National Iranian Tanker Co, and those already sanctioned.
A view of the unmaneuverable oil tanker "Eventin" off the coast of the island of Ruegen. The oil tanker, which flies the flag of Panama, drifted for several hours in the Baltic Sea off the coast of Ruegen, unable to maneuver - German emergency services secured the ship in the afternoon. Stefan Sauer/dpa
A loaded oil tanker that lost the ability to manoeuvre in the Baltic Sea near the German island of Rügen has been towed to the city harbour of Sassnitz.
The stricken tanker Eventin, loaded with 99,000 tons of oil, was being held in place about five kilometres off the coast by two tugboats on Sunday.
The vessel will remain there until a decision is made on next steps, a spokesperson for Germany's Central Command for Maritime Emergencies (CCME) said. The ship is watertight and poses no danger to the environment, the CCME added.
The Eventin, which was built in 2006 and is sailing under a Panamanian flag, was en route from the Russian port of Ust-Luga to Egypt's Port Said, according to the ship tracking platform Vesselfinder.
The ship is part of Russia's so-called "shadow fleet" used to export oil despite heavy sanctions on the country, according to a list of Russian-linked vessels compiled by the environmental advocacy organization Greenpeace.
The European Union and Britain, among others, have imposed sanctions on Russia's oil industry in response to its full-scale invasion of Ukraine in 2022.
Ships in the "shadow fleet" are often outdated and in poor operating condition.
The Eventin suffered an engine failure on Friday and was drifting in the Baltic Sea before being secured, according to CCME. The cause of the engine failure remained initially unclear.
Germany's maritime authorities released pictures of the Eventin tanker and their tugboats carrying out the rescue operation
Malu Cursino
German authorities have said an oil tanker stuck in German waters belongs to Russia's "shadow fleet", which Berlin says is used to avoid sanctions.
Germany's maritime authorities (CCME) said on Friday that the Panamanian-flagged ship, known as Eventin, had lost power and steering, meaning tugboats were deployed to secure the vessel.
German Foreign Minister Annalena Baerbock blamed Moscow, accusing Russian President Vladimir Putin of "circumventing" sanctions and threatening European security by "ruthlessly deploying a fleet of rusty tankers".
Russia, which previously declined to respond to accusations that it uses a shadow fleet, has not yet commented on this incident.
The Eventin, carrying almost 100,000 tonnes of oil, was adrift and 'unable to manoeuver' in the Baltic Sea (Handout)
Handout/Havariekommando/AFP
Germany was battling Saturday to secure a heavily loaded tanker stranded off its northern coast, towing the stricken ship that it said was part of Russia's sanctions-busting "shadow fleet" away from shore to avert an oil spill.
The 274-metre-long Eventin was sailing from Russia to Egypt with almost 100,000 tonnes of oil on board when its engine failed and it lost the ability to manoeuvre overnight Thursday to Friday, according to Germany's Central Command for Maritime Emergencies.
As the vessel drifted in coastal waters Friday, Foreign Minister Annalena Baerbock slammed Russia's use of "dilapidated oil tankers" to avoid sanctions on its oil exports, calling it a threat to European security.
Three tugs have linked up with the Eventin and are attempting to steer it northeast, away from the coast and toward a "safer" area where there is "more sea space", the command said.
On Saturday morning it said the Eventin and the accompanying tugs were "still north of (the island of) Ruegen and moving eastwards".
The whole convoy was "travelling slowly" at a rate of about 1-2 knots, or 2.5 km/h, to safer waters northeast of Ruegen's Cape Arkona, the commando said.
It added that there were winds of 6 to 7 on the Beaufort scale in the area and that "stormy gusts" were expected to continue, while waves were around 2.5 metres (eight feet) high.
"Once the position has been reached the convoy will wait out the strong winds," the statement said.
No oil leaks were detected by several surveillance overflights, authorities said Friday.
- 'Rusty tankers'-
Although the tanker was navigating under the Panamanian flag, the German foreign ministry linked it to Russia's "shadow fleet" used to avoid Western sanctions on its oil exports over its ongoing invasion of Ukraine.
Baerbock said that "by ruthlessly deploying a fleet of rusty tankers, [Russian President Vladimir] Putin is not only circumventing the sanctions, but is also willingly accepting that tourism on the Baltic Sea will come to a standstill" in the event of an accident.
An engine room fire on board the Marshall Islands-flagged cargo vessel Panoria injured four crew members and left the ship disabled off Taiwan’s southern coast on Saturday evening.
Among the injured, one crew member suffered severe burns, while three others had minor injuries.
The fire broke out at around 5:00 p.m. when the vessel, a 50,000 dwt bulker, sailed 23 nautical miles southwest of Oluanpi, Taiwan’s southernmost point.
Although the crew managed to extinguish the fire, the ship lost power, and the captain requested immediate evacuation for all 21 crew members.
The Taiwan Coast Guard Administration (CGA) dispatched five response vessels to the scene after receiving the distress call, but waves reaching 12 feet made ship-to-ship transfers impossible.
A helicopter from the Ministry of National Defense arrived at around 7:00 p.m. and airlifted the four injured crew members to Kaohsiung International Airport. They were later transferred to a nearby hospital for medical treatment.
The remaining 17 crew members stayed on board due to the challenging sea conditions. On Sunday morning, the tugboat Salvage Rigger, flagged in Saint Vincent and the Grenadines, set off to tow the disabled ship to safety.
The tug was accompanied by coast guard vessels to ensure safe passage. The ship was expected to reach the Port of Kaohsiung by noon Sunday with the 17 uninjured crew members still on board.
The Panoria, built in 2008 and operated by a Greek company, has faced safety issues in the past. Its last two port state control inspections France and Indonesia- revealed 19 deficiencies, including problems with the fire pumps and firefighting equipment.
Just two months ago, the ship was detained in Indonesia due to deficiencies in its firefighting systems, sewage treatment, and oil filtering equipment.
These issues were reportedly addressed in a follow-up inspection before the vessel’s departure.
The CGA reported that its Anping-class patrol vessel was the first to reach the scene at around 6:00 p.m. on Saturday. Despite efforts made to approach the Panoria, high waves made direct transfer unsafe.
The Maritime and Port Bureau’s Southern Maritime Affairs Center coordinated the tugboat’s deployment to assist in towing the ship.
The Taiwan Coast Guard Administration (TCGA) reports that a fire ignited on board a commercial vessel off the coast of Kaohsiung in the late afternoon (local time) of Saturday, January 4.
The blaze had ignited in the engine room of the Marshall Islands-flagged 50,000DWT bulk carrier Panoria. Although the crew were eventually able to extinguish the fire on their own, four individuals suffered burn injuries requiring treatment.
The TCGA attempted to evacuate all 21 of the vessel's crew by sea. However, the planned transfer of the survivors to another vessel was deemed impractical due to the bad weather and waves reaching as high as three metres.
A helicopter arrived later in the day on Saturday to evacuate the four injured sailors. The 17 other crewmembers meanwhile had to remain aboard ship after local officials decided not to risk deploying additional helicopters to the scene amid the worsening conditions.
A tug has since been despatched to take Panoria under tow. A TCGA official told local media that they expect the bulk carrier to be brought to Kaohsiung at around noon on Monday, January 6.
Denmark, which has been monitoring a Chinese vessel anchored off its coast after two Baltic Sea cables were cut, said on Monday it was in talks with China over the ship.
In a statement, Denmark’s foreign ministry said it was “in ongoing dialogue with the countries most involved in handling this case, including China”.
It added that it could not provide any details on the “diplomatic dialogue”.
Sections of two telecoms cables were cut on November 17 and 18 in Swedish territorial waters of the Baltic Sea.
Swedish and Finnish police have opened investigations and European officials have said they suspect “sabotage” linked to Russia’s invasion of Ukraine. The Kremlin has rejected the comments as “absurd” and “laughable”.
The Yi Peng 3 sailed over the cables around the time they were severed, according to ship tracking sites, though there is nothing to indicate that it was involved in the incidents.
The ship has remained anchored in the narrow Kattegat strait between Sweden and Denmark since Tuesday.
China’s foreign ministry has denied any responsibility in the matter.
“China is currently working with relevant parties including Denmark to maintain smooth communication through diplomatic channels,” a Chinese foreign ministry spokesperson said on Friday.
Denmark’s navy said on Wednesday it was shadowing the vessel, which is in international waters, limiting Danish authorities’ possibility to intervene.
Sweden’s coastguard joined it on Saturday.
Early on November 17, the Arelion cable running from the Swedish island of Gotland to Lithuania was damaged.
The next day, the C-Lion 1 submarine cable connecting Helsinki and the German port of Rostock was cut south of Sweden’s Oland island, around 700km (435 miles) from Helsinki.
Tensions have mounted around the Baltic Sea since Russia’s invasion of Ukraine in February 2022.
In September 2022, a series of underwater blasts ruptured the Nord Stream pipelines that carried Russian gas to Europe, the cause of which has yet to be determined.
In October 2023, an undersea gas pipeline between Finland and Estonia was shut down after it was damaged by the anchor of a Chinese cargo ship.
Authorities yesterday raced to remove 284 tonnes of oil from a Chinese carrier that ran aground off Taiwan after losing power in rough seas as Typhoon Kong-rey neared.
The Chinese-flagged Yu Zhou Qi Hang was transporting three cranes from Keelung to China on Tuesday when it stalled in wild weather, authorities said.
A Coast Guard Administration vessel was deployed to rescue the 17 crew and the Chinese ship drifted to the shore of Yehliu Geopark (野柳公園) in New Taipei City, where it ran aground.
The Yu Zhou Qi Hang, a Chinese-flagged cargo ship, lies stricken off the New Taipei City coast near Yeliu Geopark yesterday.
Photo: Cheng I-hwa, AFP
The Yu Zhou Qi Hang was carrying 247 tonnes of heavy fuel oil and 37 tonnes of light diesel oil, the coast guard said.
An Agence France-Presse photographer yesterday saw red cranes above the water, one leaning heavily and touching the rocky shore, while the Yu Zhou Qi Hang was submerged.
Tracking Web site vesselfinder.com said the ship was a 143m-long heavy load carrier built in 2012.
Authorities hoped to start recovering the oil yesterday afternoon, a Maritime and Port Bureau official said.
The Ocean Affairs Council estimated it would take two to three days to finish the work, with council Minister Kuan Bi-ling (管碧玲) saying no oil had been detected leaking from the ship.
“I saw early this morning that there was no oil pollution at the scene,” Kuan said in a Facebook post yesterday.
“Nature is merciful and the oil tank was not damaged,” Kuan said, adding that oil spill containment booms had been deployed.
Kong-rey made landfall in eastern Taiwan on Thursday as one of the biggest typhoons to hit the nation in decades.
A heavy lift ship, registered in China which was earlier involved in an accident at Keelung Port, Taiwan, ran aground along Taiwan’s coast due to rough weather.
The 17-member crew was safely rescued by Taiwan’s Coast Guard Administration’s (CGA) patrol boat and brought to shore in the Keelung Port, after the ship Yu Zhou Qi Hang, with 3 ship-to-shore container cranes was caught in rough seas as a result of Typhoon Kong-rey.
Images and videos circulating on social media showed the ship in rough weather and later grounded against rocks meanwhile one of its loaded cranes collapsed.
The ship had left Taiwan’s Keelung Port and was headed to Zhangzhou, in China’s Fujian Province. However, a few hours into its journey, the ship was caught up in massive waves 2.4 nm northwest of Cape Yehiliu amid powerful winds and drifted dangerously close to the coast.
The CGA sent tugboats to help but they could not do anything in such bad weather and by evening the captain and crew had to abandon it.
This grounding is the second incident which involved the ship Yu Zhou Qi Hang this month. On October 14, it collided with a gantry crane at Port of Keelung’s berth when it was trying to dock.
This led to the collapse of one crane at the berth and resulted in damage to another onboard the ship. No injuries or oil spills were reported.
The Environmental Protection Department of New Taipei City noted that on October 29, the vessel lost power as it was attempting to leave Keelung Port, setting course to China with three container cranes onboard. The Taiwanese Coast Guard informed that the Yu Zhou Qi Hang was stranded some 2.4 miles north-northwest of Yeliu Cape, as it was battered by strong winds and sea currents, caused by the approaching typhoon Kangrul. The Coast Guard completed the operation of evacuating the 17 crew onboard the vessel.
While attempts were made to aid the heavy transport vessel, however, due to the adverse conditions the tug dispatched from the mainland abandoned the vessel. It finally dropped anchor some 0.6 miles from the shore in an attempt to stop it from drifting further, as can be seen from the footage released by the media.
However, the images published by the Environmental Protection Department show the vessel has drifted aground with significant damage, both to the cargo and the vessel itself. The authorities are monitoring the situation and taking pollution prevention measures.
According to the department, the heavy transport vessel Yu Zhou Qi Hang had 247 tons of heavy oil and 37 tons of light oil on board. Preliminary inspection showed no oil spill, with authorities continuing to monitor the situation.
SOLAS Chapter XI-2 Regulation 8 Master’s discretion for ship safety and security
“The master shall not be constrained by the Company, the charterer or any other person from taking or executing any decision which, in the professional judgment of the master, is necessary to maintain the safety and security of the ship.”
“The Company should ensure that the safety management system operating on board the ship contains a clear statement emphasizing the master’s authority. The Company should establish in the safety management system that the master has the overriding authority and the responsibility to make decisions with respect to safety and pollution prevention and to request the Company’s assistance as may be necessary.”
A damaged Malta-flagged cargo ship carrying 20,000 tons of ammonium nitrate has not been allowed to port in Malta, a transport ministry spokesperson has confirmed with MaltaToday.
The Malta-flagged Ruby, currently sailing the North Sea and carrying highly explosive ammonium nitrate, encountered a storm during its journey towards the Canary Islands after setting off from the Kola Peninsula in August.
According to the vessel's log, it ran aground after departure, but for some reason, the ship did not return to port.
“The ship will only be allowed to port in Malta if it empties the cargo, if not, it will not be allowed to enter Maltese territorial waters,” the spokesperson said, confirming that a request for servicing had been made by the ship’s captain.
Norway and Sweden had refused the ship from entering their ports due to the nature of its cargo. Website The Maritime Executive is reporting that Lithuania also confirmed that it had requested the vessel to cease displaying Klaipeda as its destination, reiterating that the ship would not be allowed to enter the port with its cargo.
During a Port State inspection, Norway confirmed that the ship's hull is damaged and requires repairs, possibly due to grounding while departing Russia in August after loading its cargo. Media reports also indicate damage to the rudder and propeller.
The ship reportedly has restricted manoeuvrability, and for a period of time last week showed it was “not under command”.
This prompted Denmark to impose restrictions on the ship’s transit into the Baltic, including requiring a pilot to be aboard. Requests for a pilot for the weekend were later withdrawn as the Swedes reported they believed the ship was still searching for a port, according to the report.
The ship is reported to have seven times the amount of material that caused the devastating explosion in Beirut in 2020. Reports indicate the ship was bound for the Canary Islands.
Container gantry crane collapses after collision. (Keelung Harbor Police photo)
TAIPEI (Taiwan News) — A container gantry crane collapsed at Keelung Port’s Pier 20 around 2 p.m. on Monday (Oct. 14).
The incident occurred when the Yuzhou Qi Hang (鈺洲啟航輪) barge carrier was transporting a newly purchased gantry crane for the China Container Terminal Corporation. As the barge docked at Pier 20, the new crane accidentally collided with an existing onshore crane, causing the latter to collapse.
Fortunately, no one was injured in the accident, and only one container sustained damage. The details surrounding the collapse are under investigation, according to ET today.
Song I-ching (宋益進), deputy director of the port, explained that the barge was carrying the new gantry crane to replace an older one, adding that the cause of the collision remains unclear.
Damage assessments and compensation discussions will follow, with professionals determining liability, Song explained. China Container Terminal Corporation and the freight company are expected to engage in further talks regarding the incident.
A new container gantry crane costs around NT$300 million (US$9.3 million).
The Keelung Port Branch of the International Ports Corporation stated that the incident had affected container shipping operations at Piers 20 and 21. These piers had been reserved for transporting the new container gantry crane from Oct. 14-18.
Container gantry crane collapses after collision. (Keelung Harbor Police photo)
A ship accidentally knocked down an existing quay crane at Keelung Port in Taiwan while docking to unload another pair of new cranes.
The accident occurred on Pier 20 at the port on Monday afternoon. Fortunately, there were no casualties or injuries reported. However, the damage is estimated at around NT$300m ($9.3m). The cause of the accident is still under investigation.
The vessel was travelling at a speed of 1.9 knots at the moment it hit the crane. A video of the incident shows one of the new cranes onboard the vessel toppling over the old one while the vessel was docking, crushing a number of containers on the quayside in the process.
After the incident, police and firefighters arrived at the scene to assist with the incident. Reports from local media suggest four empty and one full containers were damaged as well as one hangar.
Since the incident involved Piers 20 and 21, the port moved berthing operations to Pier 19 so that the terminal could continue operations until the accident has been cleared up.
Both cranes are owned by the China Container Terminal Corporation. Reports indicate that both the new and old collapsed cranes were insured.
The ship carrying the new cranes is owned by ZPMC from China, the world’s largest crane manufacturer. The accident happened on the day the Chinese navy was carrying out drills surrounding the island of Taiwan.
Flames and smoke rise from an explosion at the British oil ship Cordelia Moon - HOUTHIS MEDIA CENTER/HANDOUT HANDOUT/EPA-EFE/Shutterstock
Video footage shows the moment Yemen’s Houthi rebels launched an explosive-laden drone boat into a British oil tanker in the Red Sea.
Footage released by the Houthi group shows a massive explosion taking place at the side of the Cordelia Moon, damaging its port side tank and causing it to be engulfed by plumes of smoke.
The attack took place around 110km (70 miles) off the port city of Hodeidah, in Yemen, and targeted the Panama-flagged oil tanker’s buoyancy on Tuesday.
A captain on a nearby ship reported four “splashes” near the vessel, the centre overseen by the US Navy said, which likely would have been missiles launched at the vessel that missed.
Yemen’s Iran-aligned Houthi rebels later claimed the attack, saying it was hit with eight ballistic and winged missiles, a drone and an uncrewed surface boat.
A second Suez-bound vessel, a Liberia-flagged bulker, was damaged after it was hit by a missile about 97 nautical miles northwest of Hodeidah, British security firm Ambrey and maritime security sources said.
Both vessels reported that their crews were safe.
The attacks were the rebels’ first assaults on commercial shipping in weeks as war between Israel and Lebanon threatens to spill out into a wider regional war.
It also came after the Houthis threatened “escalating military operations” against Israel on Monday after its forces apparently shot down an American military drone flying over Yemen.
Authorities in Taiwan deployed a number of helicopters yesterday to rescue all the crew onboard the Blue Lagoon, a Barbados-flagged, 79,500 dwt bulk carrier, which ran aground in a super typhoon on Orchid Island, off the east coast of Taiwan, with fears growing of a possible oil spill.
The 229 m long bulk carrier is loaded with 67,500 tons of ore, 39 tons of marine oil, and 227 tons of fuel oil. The ship took on water, the engine room flooded and it began to list at which point the crew evacuated. The crew consisted of nine Egyptian nationals, seven Ukrainians, and three Russians.
Oil was reportedly seen in the water around the 14-year-old ship, which is owned by Nova Gemi from Turkey.
Kaohsiung, Oct. 1 (CNA) Crew members of a fuel-carrying ship that ran aground near Orchid Island (Lanyu) were airlifted to safety on Tuesday as authorities investigate reports that oil may have spilled from the vessel.
The whole multinational crew of 19 were picked up by National Airborne Service Corps helicopters before being taken to Taitung County's Orchid Island off the southeastern coast of Taiwan between 11 a.m. and 2 p.m., the Lanyu Township Office said.
The sailors were examined by medical personnel at the island's health center and all determined to be safe and sound.
However, Lanyu Township Office Secretary Chou Li-chu (周孋珠) said via video link that oil had been discovered in waters around the island's coast, prompting the office to request the county's environmental protection bureau tackle the apparent slick.
The Coast Guard Administration (CGA) said they received a report at 4:28 a.m. from Keelung Radio that the Barbados-registered "Blue Lagoon" cargo ship had run aground in waters some 18 nautical miles away from Lanyu.
The ship ran aground amid rough conditions brought about by Typhoon Krathon while sailing from the Port of Caofeidian in China's Hebei Province to Singapore, the CGA said, adding that the skipper issued an order to abandon ship at 5:38 a.m. as water started flooding in.
At that time, the 43,498-ton vessel was carrying 19 crew members -- seven Ukrainians, nine Egyptians and three Russians -- as well as 67,500 tons of iron ore and 227 tons of a type of fuel oil known as VLSFO, the CGA said.
The "Blue Lagoon" is not the only vessel to have run aground in Taiwanese waters in recent months.
The southern city of Tainan in particular remains on high alert, given three foreign cargo ships -- "Dopphin," "Keta" and "Sophia" -- remained grounded near the coast since July, when Taiwan was hit by Typhoon Gaemi.
According to the Tainan Environmental Protection Bureau, the dismantling of "Keta" is ongoing while work on "Dopphin" is about to begin.
(By Flor Wang, Chang Yi-lian, Lu Tai-cheng and Chang Jung-hsiang)
A view of the Dali and the remains of the Francis Scott Key Bridge after the March 26 crash that destroyed the bridge and closed the Port of Baltimore. Screenshots from National Transportation Safety Board.
The Justice Department said Wednesday it is suing the owners of the cargo ship that caused the collapse of the Francis Scott Key Bridge, seeking unspecified punitive damages and $100 million for the cost of cleaning up the debris.
The civil lawsuit, filed in U.S. District Court in Baltimore, said the owners and operators of the container ship Dali “sent an ill-prepared crew on an abjectly unseaworthy vessel to navigate the United States’ waterways … Yet they cut corners in ways that risked lives and infrastructure. Those responsible for the vessel must be held fully accountable for the catastrophic harm they caused.”
The suit goes on to say that punitive damages “should be imposed to deter such misconduct” in the future. The lawsuit names Grace Ocean Private Limited and Synergy Marine Private Limited, the Singaporean corporations that own and operate the Dali, respectively.
“This accident happened because of the careless and grossly negligent decisions made by Grace Ocean and Synergy, who recklessly chose to send an unseaworthy vessel to navigate a critical waterway and ignore the risks to American lives and the nation’s infrastructure,” Acting Deputy Assistant Attorney General Chetan Patil said in conference call announcing the suit.
Darrell Wilson, a spokesperson for Grace Ocean and Synergy, said the lawsuit “was anticipated” because of a September deadline set by the court.
“The owner and manager will have no further comment on the merits of any claim at this time, but we do look forward to our day in court to set the record straight,” Wilson said in a statement.
The crash occurred in the early morning hours of March 26 when the fully loaded Dali lost power on its way out of the Port of Baltimore. With no steering, the 985-foot ship, weighing 95,000 gross tons, slammed into a bridge tower, causing the center span of the bridge to tumble into the Patapsco River.
The allision killed six workers who were on the bridge, shut down traffic to and from the Port of Baltimore for months and destroyed the span over the Patapsco.
The lawsuit said the power outage was caused by excessive vibrations that caused power cables to come loose on the ship. It said the owners and operators of the ship knew of the vibration problems, but jury-rigged low-cost solutions that failed when needed, and that a series of other shortcuts led to a “cascading series of failures” that resulted in the crash.
“In so many ways, the Key Bridge has symbolized the resilience of our state and our nation in a very real way,” said Erek Barron, U.S. attorney for the District of Maryland. “For many people, the Key Bridge was a pathway to the American dream. A part of our national culture is now gone. Those responsible for the Key Bridge collapse must be held accountable.”
The suit filed Wednesday is separate from pending legal action by the state, which hopes to recover damages that could help pay for the replacement of the bridge. That project is estimated to cost $1.7 billion.
Principal Deputy Associate Attorney General Benjamin Mizer said the catastrophe in March was avoidable, laying blame on the owners of the ship, whom he said operated a vessel with known problems.
“We allege that the Dali’s owner and operator recklessly cut corners in ways that risk lives and the economic well-being of the nation,” Mizer said. “As a result, when the Dali lost power, a cascading set of failures led to disaster.
“The United States spent more than $100 million responding to this disaster, to clear the channel and to reopen the Port of Baltimore. Those costs should be borne by the ship’s owner and operator, not the American taxpayer,” he said.
Even though the lawsuit cited ship vibrations in the power outage, the final cause of the Dali’s power failure, and the bridge collapse, remain the subject of an ongoing investigation by the National Transportation Safety Board.
As part of its findings, the Justice Department alleges that the ship’s electrical system “long suffered the effects of heavy vibrations, a well-known cause of transformer and electrical failure.” Federal attorneys allege the owner and operator jury-rigged the ship with retro-fitted antivibration devices that cracked over time, were welded back together, and cracked again.
“And they also wedged a metal cargo hook between the transformer and a nearby steel beam, in a makeshift attempt to limit vibration,” according to the lawsuit.
The government further claims that the ship used substandard pumps that prevented adequate flow of fuel to emergency generators. The lack of proper fuel pressure caused the second blackout.
And when the pilot ordered the crew to drop anchor, in an effort to keep the ship from striking the bridge, the anchor “was not ready for immediate release,” the suit said. A “last-ditch attempt” to use a thruster failed because the bow thruster was “unavailable,” according to the lawsuit.
“These configurations caused the ship to lose power, which led to subsequent equipment failures, culminating in the Dali striking one of the piers of the Francis Scott Key Bridge and causing the bridge to collapse into the Fort McHenry channel,” Patil said.
Mizer said the findings outlined in the lawsuit filed Wednesday stem from a separate, parallel Justice Department review. The incident is also the subject of an ongoing criminal investigation.
The owners of the ship have asked the court to limit their liability to $44 million. Patil said the government will “vigorously contest Grace Ocean and Synergy Marine’s efforts to limit their liability to the woefully inadequate amount of $44 million.”
Mizer said it is rare for the federal government to seek punitive damages, as it is in this case.
“But we do so when it is warranted by egregious facts like those in this case,” Mizer said. “And the reason we do that is to not only hold accountable those who we allege are responsible, but also to deter not only the vessel, owner and operator, but also others from engaging in such reckless behavior.”
Deep within the NTSB report, it is revealed that a loose cable connection discovered during inspections, conducted during April, might have been the cause of power blackouts aboard Dali that led to the disaster which followed in the early morning hours of 26 March.
Its latest brief provides insights from ongoing work by a newly formed “Engineering Group”, which is composed of owners Grace Ocean Private Limited, ship managers Synergy Marine Group, shipbuilder HD Hyundai Heavy Industries (HHI), classification society Nippon Kaiji Kyokai (Class NK), flag-state Maritime & Port Authority of Singapore, and India, which is described as a “substantially interested State”.
The 41-page report exhaustively details the weeks of tests on the ship’s electrical system that were conducted in the weeks post-allision mainly by engineers from HHI, under close observation from NTSB personnel. The wording extracted from the NTSB report here, describing activity deep within the vessel electrical switchboard array, is highly technical, with emphasis added by Seatrade Maritime News:
HHI engineers found that one of the cable cores that connects the DB1X-1 relay of the GPT1 panel to the control line was loose. The DB1X-1 relay is for bus blackout detection. Two ends of the DB1X-1 relay are nodes 381 and 382. Node 381 is connected to node 304 of the control line and node 382 is connected to node 305 of the control line…HHI engineers found that the cable was loosely connected at node 381. That condition can create an open circuit and interrupt the 110VDC power to the HR1 UVT Coil, which would trigger an under voltage release trip of HR1. This would result in a 440V blackout without leaving any records in the HiMAP-T sensor….
HHI engineers advised that if the cable is loosely connected, the UVT control voltage might not maintain a steady value of 110VDC. If this condition is not met, the HR1 will open, which would lead to a Low Voltage (440V) Switchboard blackout. If the transformers are set to an automatic switch mode, LR2/HR2 is automatically closed and TR2 is connected when HR1/LR1 is open.
These findings will no doubt be considered as the NTSB works towards a final report on the Dali allision.
In an April interview with Seatrade Maritime News, Holland & Knight lawyer Benjamin Allen, a veteran of the NTSB and now a Partner in H & K’s Washington, DC office focusing on transportation accident litigation, had suggested that a one-year timeline might be a reasonable expectation for the NTSB to issue its final report on the Dali incident.
RESOURCE: Update report Sept 11, 2024 readers should refer to pages 38- 40
With removal of all remaining oil and fuel onboard the grounded and now wrecked Panama-flagged general cargo vessel, the MV Ultra Galaxy, no longer feasible; the salvage effort has smoothly moved onto removal of the wreck off the South Africa’s west coast beach, as soon as possible, according to the South African Maritime Safety Authority (SAMSA) in a statement on Friday.
SAMSA, in statement in Pretoria, confirmed that a tender invitation to industry had recently been issued, with keen services suppliers’ interest having already been noted from both locally and aboard.
This, according to SAMSA, is consistent with and a follow-through to the authority’s directive to the vessel owners to have the wreck removed from the South African west coast on the Atlantic Ocean.
“As a result,” said SAMSA: “the P&I Club issued an invitation to tender to industry in the last week, with interest from both local and international companies.”
On the current condition of the beached vessel now overturned, broken into two distinct pieces, with breached oil and fuel tanks, as well as requisite activity related thereto, SAMSA said: “Following extensive assessments conducted over the past few days, it has been confirmed that the MV Ultra Galaxy has completely broken up due to the severe weather conditions experienced last weekend.”
Over 500 tons of oil and fuel, as well fertiliser cargo lost at sea due to stormy weather
This was in confirmation that due to incessant wintry and windy weather conditions over several weeks since the grounding of the vessel in early July 2024, all oil and fuel that had remained onboard the vessel had unavoidably been lost as spilled out to sea, and spread out to a nearby beach where it is currently being collected.
The general cargo vessel, MV Ultra Galaxy beached on its size on South Africa’s west coast a about a week after its grounding, and prior to its being teared into pieces by an incessant wintry, windy weather conditions during July and August 2024. (Photo: SAMSA)
According to SAMSA, at the time of the vessel’s grounding in early July, she had a full load of fertilizer in bags onboard. “Due to the extreme weather conditions at the time and the angle she was at, the ship’s hatch covers were dislodged and detached from the vessel.
“Without hatch covers the cargo holds were left vulnerable and consequently, the ship’s entire load of fertilizer cargo was swept away by the sea. As the fertilizer dissolves water, water samples testing was done, and to date, zero reports of a negative impact to the environment has been received.
SAMSA further explained that in terms of the types of fuel the casualty vessel had onboard at the time of the grounding incident, additional to low amounts of hydraulic and related oils she had 332 tons of VLSFO (low sulphur) and 180 tons of MGO in her tanks as bunker fuel.
“Before she started breaking up salvors were able to remove eight (8) tonnes of bunkering marine gas oil from the wreck while the rest of the oil unfortunately spilled after they were compromised due to extremely bad weather and landed up on the beaches directly in front of the vessel,” said SAMSA.
On Friday SAMSA said: “Given the extent of the damage, the likelihood of any intact fuel tanks remaining on the vessel is highly unlikely. Consequently, the initial plan to pump the remaining oil from the wreck with the assistance of the Platform Supply Vessel (PSV) is no longer feasible.
“With all the fuel presumed to have been released and collected on the nearby mining beach, the focus of the operation has now shifted to a monitoring and caretaking phase.
“Inspections conducted by foot, drone, and helicopter yesterday (Wednesday) indicate that the oil on the mining beaches has been cleaned and that there is no visible oil slick or contamination along the beaches, extending as far down as the Olifants River mouth and five (5) km north of the wreck.
“Cleanup crews remain on high alert and are on-site in full force, with any resurgence of oil only being sighted on the beaches immediately in front of the vessel. Despite the successful cleanup of all oil that was deposited onto the beach on Monday, the cleanup teams will remain on-site for at least the next two (2) storm cycles as a precautionary measure,’ said SAMSA.
With the casualty vessel’s conditions having now changed significantly, SAMSA said the salvage team would be downscaling their efforts on-site while maintaining daily reports on the condition of the wreck.
“These reports will include drone footage, monitoring of the wreck’s movement, and early warnings for any small pockets of oil that may still be trapped in the hull. This approach ensures that we remain vigilant in mitigating any further environmental impact.
“SAMSA remains committed to working closely with all relevant authorities and stakeholders to manage the ongoing situation effectively. We will continue to provide regular updates to keep the public informed of the progress and any new developments.
“We would like to thank all the teams, including the community involved for their tireless efforts and continued support and vigilance during this challenging time.
Ultra Galaxy came to rest on a remote part of the Atlantic Coast northwest of Cape Town (SAMSA)
South African officials are warning that the fertilizer cargo and debris from the grounded bulker Ultra Galaxy is washing ashore after the vessel was pounded by a week of bad weather. Breaks in the weather are permitting the salvage operations to proceed for the vessel that grounded on a remote part of the Atlantic coast northwest of Cape Town.
“Salvage work on the grounded Panama-flagged cargo ship, MV Ultra Galaxy, continued over the weekend,” the South African Maritime Safety Authority (SAMSA) reported in its latest update. The 13,800 dwt vessel assumed an extreme list a week ago during storms off South Africa and was abandoned. It later was driven ashore and remains on its side.
SAMSA reports with a break in the weather between cold fronts reaching the region helicopters and teams have begun a full survey of the vessel and the surrounding area. They are investigating the structural integrity of the vessel as they work on plans to remove the fuel oil.
“In light of the recent extreme weather, the ship’s hatch covers were dislodged and detached from the vessel, leaving the cargo holds vulnerable. Consequently, a significant portion of the ship’s fertilizer cargo was swept away by the sea,” SAMSA reports. They are warning that cargo bags and the steel hatch covers as well as other flotsam could be a danger to shipping as they continue to wash ashore.
Several of the hatch covers have been located “strewn across a beach,” according to SAMSA. Drift patterns however show that additional debris is likely to move in a southerly direction from the wreck. One of the photos released by SAMSA also shows the vessel’s lifeboat washed ashore on the rocky coast while cargo bags litter the beach.
Various debris including the lifeboat and bags from the fertilizer now cover the coastline after a week of storms (SAMSA)
Most of the fertilizer they believe likely dissolved in the sea water but the bags continue to wash ashore. An environmental monitoring program has also been established in the region.
Teams that have been able to reach the vessel are working to remove the remaining cargo from the ship. With a window of good weather, they expect to expand the operations over the next few days. In addition, divers have started to seal the fuel tanks to prevent any of the oil from spilling into the ocean. They are also planning for the extraction of the fuel oil from the ship.
The 18 crewmembers, all of whom were from the Philippines, were flown home. They arrived in the Philippines on Sunday receiving assistance from the government for their trips to their homes.
SAMSA believes at this time the vessel poses no new environmental threats, but says the monitoring will continue. They plan to put further preventive measures in place while planning for the salvage operation continues.
The KD Pendekar of the Royal Malaysian Navy sank off the coast of Johor on Sunday. Photo: X/NavyLookout
A fast-attack craft belonging to Malaysia’s navy sank off the coast of Johor over the weekend after a suspected collision with a submerged underwater object.
The KD Pendekar experienced “severe flooding” due to a leak that was first detected in the engine room at around noon on Sunday, the Royal Malaysian Navy said in a statement.
Despite the crew’s best efforts to control and stabilise the vessel, it was completely submerged by 3.54pm, the navy said.
“Efforts to salvage the ship are still under way,” the navy said, adding that it sank about 2 nautical miles (3.74km) southeast of Tanjung Penyusop.
The navy confirmed that all 39 crew members were rescued before the ship went under, with no reported injuries. The sailors were transferred to the nearby KD Sultan Ismail naval base in Tanjung Pengelih.
A special investigation board has been established to determine the exact cause of the catastrophic leak. Environmental monitoring teams have also been deployed to the site.
Acknowledging the gravity of the situation, the navy urged the public to refrain from speculation, pledging to provide accurate updates from official channels.
The KD Pendekar, a Handalan-class fast attack craft commissioned into the fleet on July 27, 1979, is one of four ships in the class that were built by Sweden’s Kalskrona Varvet shipyard.
Measuring 43.6 metres in length, the vessel was armed with a Bofors 57mm main gun, a 40mm secondary gun, and Exocet anti-ship missiles.
It had been on an operational assignment at the time of the incident.
Despite efforts to stabilise the vessel, it was completely submerged by 3.54pm on Sunday, the navy said. Photo: X/NavyLookout
Malaysia’s navy commended the swift action of the maritime community for the successful rescue of all 39 crew members before the ship was fully submerged.
Its also extended its thanks to the Malaysian Maritime Enforcement Agency and the police for their swift response and support during the incident.
SOLAS Chapter XI-2 Regulation 8 Master’s discretion for ship safety and security
“The master shall not be constrained by the Company, the charterer or any other person from taking or executing any decision which, in the professional judgment of the master, is necessary to maintain the safety and security of the ship.”
“The Company should ensure that the safety management system operating on board the ship contains a clear statement emphasizing the master’s authority. The Company should establish in the safety management system that the master has the overriding authority and the responsibility to make decisions with respect to safety and pollution prevention and to request the Company’s assistance as may be necessary.”
BEIJING (AP) -- A powerful explosion set off a fireball on a container ship loaded with hazardous goods at a major port on China's Pacific coast, state media and authorities said Friday.
Surveillance camera video posted online by state broadcaster CCTV showed a huge burst of white smoke followed by an orange and yellow fireball that dispersed debris and completely engulfed containers stacked at least three high.
No injuries were reported from the explosion and the ensuing fire at Ningbo-Zhoushan Port, which is just south of Shanghai and one of the largest in the world. A container on the docked ship is believed to have exploded, CCTV said.
An aerial photo posted by the broadcaster showed black smoke rising from a stack of containers at one end of the ship and from an area on the dock. The rest of the ship and its containers appeared undamaged.
The Zhejiang Province Emergency Management Administration said the ship was loaded with Class 5 hazardous materials, but it did not say what they were.
A shipping accident approximately 10 kilometers from Manggis, off Bali’s eastern shore, claimed the lives of 5 crew and insured scores more on Wednesday, 07 August 2024.
As reported by NusaBali.com, when it caught on fire at 3:00 am, MV Elisabeth Satu, a petroleum tanker, had just taken on its cargo of bulk petroleum and was one hour into its delivery voyage destined for the Port of Badas on Sumbawa Island in NTB.
According to Rizky Wulandari, a Master’s Mate 1 (Mualim 1) on board the MV Elisabeth Satu (IMO Registration: 9805128), the tanker fire began at 1:18 am on Wednesday with an explosion on the port (left) side of the 90-meter-long vessel’s crew mess. Shortly thereafter, another large explosion and fire occurred in the engine room, rendering the tanker unmaneuverable.
The vessel’s Captain, Muhamad Haris Al Razak, said: “There were explosions, and then the ship lost all power (blackout). We immediately called for assistance from the operations post at Tanjung Mangis.”
Joko – Oiler
Ismail – Oiler
Riski – 4th Machinist
Syahlan – Oiler
Faturahman – Machinist cadet
Another 15 crew members were injured in the fire. Twelve crew members (3 females and 9 males) were treated at the Graha Bakti Hospital in Klungkung for minor injuries. Nine of the twelve were treated on an outpatient basis and released as outpatients.
Three other crew members with severe burns, over 80% of their bodies were warded at Bali’s main general hospital, RSUP Prof Ngoerah Denpasar. The crew members in grave condition and under treatment in Denpasar are:
Muhamad Saiful (44), with burns over 48% of his body and additional injuries to his respiratory tract, was warded in the Burn Unit of the Hospital.
Fadli (32), with burns over 4% of his body and additional injuries to his respiratory tract, was warded in the Burn Unit of the Hospital.
Edwin Pratama (39), with burns over 39.5% of his body and additional injuries to his respiratory tract, was initially treated in the Emergency Ward of the Hospital.
Only two members of the entire crew, including the Captain, were reported as unscathed.
Responding to the distress call, two tug boats were dispatched to the anchored ship. Evacuation commenced at 11:00 am and was conducted from a safe distance of 300 meters from the shores at the village of Bugbug. Due to the remaining high temperatures in the engine room, rescue team members encountered difficulties evacuating the mortal remains of deceased crewmembers from the engine room. All bodies were finally removed from the ship at 12:30 pm.
Police from the Karangasem Precinct, Air and Water Police (Polisi Air), and representatives from the Police Forensic Lab have boarded the vessel anchored off Gili Tepekong, investigating to identify the cause of the explosion and fire.
The 90-meter tanker KM Elisabeth Satu was built in 2016 with a 2,938 gross tonnage.
tanker fireIndonesia authorities report 5 crewmembers died of burns (Karangasem Police)
Indonesian authorities are investigating after receiving a report of explosions and a fire aboard an interisland tanker overnight off the island of Tepekong near the eastern tip of Bali on the Java Sea. The final count appears to be five crewmembers killed, three severely burned, and 12 others with lesser injuries. There was a total of 21 crewmembers aboard.
The Karangasem Police received reports of the fire aboard the tanker Elisabet Satu (3,639 dwt) at around 0300 local time. Fireboats and an evacuation crew were sent to assist the Indonesia-registered oil product tanker. The vessel was built in 2016 and operated by a local company. Reports said it was transporting fuel oil.
“Suddenly there was an explosion and the ship went black,” the captain told the police. “We immediately asked for help.”
One survivor said the first explosion appeared to have come from the accommodation area of the vessel and going to investigate found several bodies lying on the deck. Going to the bridge, he found the helmsmen suffering from burns and lying on the deck.
Shortly after, there were reports of a second explosion followed by a fire in the engine room. Some reports are saying the vessel grounded after losing power.
The police report that five crewmembers, oilers and an engineer, died of their burns. Three others were taken to a hospital with burns over 80 percent of their body. The remaining 12 crewmembers were taken to another hospital with reports there injuries were less severe.
The survivors are being interviewed. The police said they were not yet able to determine the cause of the explosions and fire.
MANILA, Philippines — Cavite Gov. Jonvic Remulla announced that the provincial government is preparing criminal cases against the owner of the fuel tanker MT Terranova that sank in Bataan and caused an oil spill that reached coastal communities in the province.
“We will file charges against the owner of the tanker so we could claim damages for what happened to our coastal areas in Cavite,” Remulla told an assembly of affected fishermen during a relief distribution in Noveleta town on Saturday.
“We are creating a plan so that everyone who was affected, every resident who had problems due to the oil spill, will receive proper compensation from the shipowner,” Remulla said.
The video of the distribution event and Remulla’s speech was posted on social media by Cavite-based journalists who recorded it.
MT Terranova, which was carrying 1.4 million liters of industrial fuel, sank in the waters off Limay town in Bataan on July 25, during the onslaught of Supertyphoon Carina (international name: Gaemi).
The vessel was chartered to carry the fuel from Limay to Iloilo City by SL Harbor Bulk Terminal Corp., a subsidiary of the San Miguel Corp., the largest conglomerate in the country.
The Philippine Coast Guard (PCG) has reported that the oil that leaked from the tanker has spread across the waters off provinces surrounding Manila Bay, including Cavite, adding it has been working round the clock to contain the spill.
Incidentally, SL Harbor Bulk Terminal Corp. was also the chartered carrier of MT Princess Empress that sank in the waters off Naujan town in Oriental Mindoro on Feb. 28 last year while loaded with some 800,000 liters of industrial fuel. The incident, considered the first marine environmental crisis under the Marcos administration, caused a massive oil spill that affected coastal areas and thousands of fisherfolk in Oriental Mindoro and Batangas, both of which are within the Verde Island Passage (VIP), as well as those in Antique and Palawan provinces.
Known as the “center of global shorefish biodiversity” due to the high densities of marine resources, the VIP is a 1.14-million-hectare marine ecosystem located off the coastlines of Batangas, Romblon, Marinduque, Occidental Mindoro and Oriental Mindoro provinces.
State of calamity
Last Wednesday, the Cavite provincial government declared a state of calamity in the cities of Cavite and Bacoor and the municipalities of Noveleta, Rosario, Kawit, Tanza, Naic, Maragondon and Ternate affected by Terranova’s oil spill.
A declaration of a state of calamity allows the concerned local governments to quickly access emergency funds and implement relief operations for affected residents.
Remulla prohibited the catching and selling of all marine products from the affected areas to prevent oil contamination.
An estimated 352,179 residents in the coastal barangays of Cavite were affected by the oil spill, according to the Regional Disaster Risk Reduction and Management Council (RDRRMC) in Calabarzon (Cavite, Laguna, Batangas, Rizal, Quezon).
“Some 25,145 fisherfolk were also affected with an estimated loss of income amounting to P17,952,775 per day and predictably in 22 days, a total of P394,961,064,” the RDRRMC said in a report.
On July 27, another tanker, the MTKR Jason Bradley, also capsized due to bad weather in the waters off Bataan.
Days later, on July 31, another vessel, the MV Mirola 1, which was carrying diesel oil, ran aground in shallow waters off the coast of Bataan’s Mariveles town, causing the ship to tip over.
The PCG said it was on the lookout for possible oil slicks from MV Mirola 1.
Class suit
Justice Secretary Jesus Crispin Remulla announced on Friday that a class suit was being eyed against those responsible for the three recent maritime mishaps in Bataan.
“We’re looking into the angle of class suit already against the owners, and others who may be responsible for this,” the Department of Justice (DOJ) secretary told journalists.
The DOJ has tasked the National Bureau of Investigation to conduct a parallel investigation into the incidents.
Maersk has confirmed the fire is still 'smouldering' on board its time-chartered, 5,500-TEU box ship Maersk Frankfurt (source: Indian Coast Guard/LinkedIn)
by Jamey Bergman
Maersk and the vessel’s flag state, Panama Maritime Authority, have confirmed the death of a crew member in the conflagration on board 2024-built Maersk Frankfurt
In another update, the Indian Coast Guard (ICG) said its firefighting and pollution operations in the conflagration on board Maersk’s late-model containership Maersk Frankfurt remain underway, some 10 days after the vessel caught fire.
The ICG has named the vessel response Operation Sahayata, which means ’help’ in Hindi.
"On the 10th day of Operation ’Sahayata,’ IndiaCoastGuard continues firefighting and pollution prevention efforts for Maersk Frankfurt, 50 (nautical miles) nm South West of New Mangalore. Five ICG Ships, two helicopters, and one Dornier aircraft have been deployed over last 10 days," the ICG said in a post to social media platform X (formerly Twitter).
"1200 kg of dry chemical powder airdropped. Vessel owners DPA have hired a specialized salvage agency to manage firefighting and disposal efforts. ICG has facilitated the embarkation of five salvors. Tugs Albattros 5, Maha Wewa, and ETV Water Lily are on the scene. Tug Creative-I is expected today, and AHTS Valiant will arrive by 30 Jul 24. ICG will continue to assist salvors till arrival of all their vessels. Despite challenging conditions, the situation is under control, and our sensitive coastline is safe."
24 July
The ICG said it is entering its sixth day of firefighting on board the recently launched Maesk-chartered container ship Maersk Frankfurt.
"ICG firefighting [operations] to make safe Maersk Frankfurt enters Day 06. Sporadic fire in smouldering containers being tackled by Indian Coast Guard ships. 200 kgs dry chemical powder airdropped at [location] of fire by an ALH helicopter. ICG’s efforts are being gradually augmented by shipowners," the ICG posted on X (formerly Twitter).
On 23 July, the ICG said in a post it continued "firefighting operations in extreme monsoon conditions, successfully dousing major fires aboard".
ICG vessels Samudra Prahari and Sachet have been leading firefighting efforts, with support from tugs Albattros 5 and ETV Water Lily. SMIT Salvors have had an initial team on board the distressed vessel, the ICG reported.
22 July
An AP Moller-Maersk box ship that entered service in May 2024 is burning off the coast of India after an explosion and fire that has claimed at least one life.
"The newly built container ship Maersk Frankfurt suffered an explosion that caused a fire while navigating the Arabian Sea," The Panama Maritime Authority, the governing entity of the Panama Ship Registry, where the vessel is flagged, said in a statement on 22 July.
The PMA said the operator of 5,500-TEU Maersk Frankfurt, listed as AP Moller-Maersk in vessel valuation company VesselsValue’s records, had confirmed at least one death on board, with a body in the ship’s "lashing bridge" that is "impossible to reach... because of the flames".
Maersk confirmed the fatality in an email, saying "It is with deep regret that the ship managers have confirmed the passing of one of the crew members following the fire incident. The rest of the crew members are safe and accounted for. The vessel owner and ship managers are in touch with the crew and are ensuring all possible support is extended to them."
The PMA said Indian authorities are attempting to bring the fire under control, with Maersk also confirming the deadly fire has not yet been completely doused.
"We can confirm a fire was reported on board one of our time-chartered vessels, Maersk Frankfurt, around 14:30 IST on 19 July 2024 while the vessel was sailing from Mundra [India] to Colombo [Sri Lanka] off the western coast of India. The crew members immediately responded and initiated firefighting on board the vessel. Additional support to fight the fire was requested from the Indian Coast Guard, and it promptly responded to the request," Maersk said in a statement.
"Firefighting efforts continue today [22 July] with the support of the Indian Coast Guard. While no visible flames are being reported from the vessel, smouldering from containers continues. Owners have engaged with a salvage company, and specialised firefighting experts are on their way to board the vessel and extend their support to the situation. The vessel is reportedly in stable condition, with all machinery, steering and navigational equipment fully operational. At the moment, we are unable to confirm the extent of the fire’s impact on the cargo. We remain in constant touch with the vessel owner and ship managers."
The Indian Coast Guard (ICG) released a statement on 20 July, saying it had "suppressed" the fire in the vessel’s bow section, with "heavy smoke continu[ing] to emanate".
"Unfortunately, the fire has reignited in the midship area," the ICG said.
Three ICG vessels are "actively engaged in fire-fighting operations," alongside a coast guard aircraft, which is providing aerial reports on the vessel’s condition, aided by a helicopter that is also evaluating the "feasibility of deploying dry chemical powder (DCP) bags" for further fire-fighting efforts.
"Coast Guard District Headquarters No 11 (Goa) is arranging the provision of DCP bags and balls to aid in fire-fighting operations. The specialised pollution control vessel Samudra Prahari is being deployed to the scene to provide further assistance. At present, there is no requirement for the evacuation of the crew," the ICG said on 20 July.
"The master of the vessel has indicated that anchoring is not feasible due to the inaccessibility of the forecastle area, which has been compromised by melting containers, posing significant risks to the crew. The ICG remains committed to ensuring the safety of the crew and the vessel while mitigating the impact of this incident on maritime safety and the environment. Continuous monitoring and response efforts are underway to bring the situation under control," the ICG said.
M/T TERRANOVA at Cebu City. This picture was taken last August 1, 2018
Ship's Particulars
Name Of Vessel TERRRANOVA
Official No. 00-00001279
Type of Service TANKER
Name of Operator SHOGUN SHIPPING CO. INC.
Place of Registry MANILA
Year Built 2010
length 63.8 m
breadth 12.2 m
depth 3.7 m
loa 63.8
draft
Gross Register Tonnage 498.13
Net Register Tonnage 292.57
(UPDATES) A PHILIPPINE-FLAGGED tanker carrying 1.4 million liters of industrial fuel oil capsized and sank off Manila on Thursday, authorities said, as they raced to contain a spill that stretched out for more than three kilometers.
President Ferdinand Marcos Jr. ordered the Department of Environment and Natural Resources to assess the impact of the oil spill, which the Philippine Coast Guard (PCG) warned could be the biggest in the country's history.
The MT Terra Nova was heading for the central city of Iloilo when it capsized in Manila Bay, nearly seven kilometers off Limay municipality in Bataan province, near the capital, in the early hours.
RESCUED CREW This handout photo taken on July 25, 2024, received from the Philippine Coast Guard, shows the rescued crew of oil tanker MT Terra Nova receiving first aid aboard Coast Guard ship Melchora Aquino off Manila Bay. AFP PHOTO
The vessel went down a day after heavy rains fueled by Typhoon Carina and the seasonal monsoon lashed Manila and surrounding regions.
An oil spill stretching several kilometers has been detected in the busy waterway, and the PCG is preparing to deploy floating barriers to contain the slick.
Last major spill harmed reefs, marine life
Balilo later said the oil tanker sank at a relatively shallow depth of 34 metres, based on an initial assessment, and raised the possibility that its fuel oil cargo could be siphoned off by special ships in a delicate operation that could take about a week.
"Siphoning will not be very technical and can be done quickly to protect the vicinity waters of Bataan and Manila Bay against environmental, social, economic, financial and political impacts," Balilo said.
Transportation Secretary Jaime Bautista said the vessel was causing a massive oil spill in the area where it sank.
He said PCG personnel were able to immediately respond within 30 minutes after a distress call was made by the crew of the oil tanker.
"Unfortunately, five minutes after the distress call was sent, the tanker started to sink," Bautista said.
Bautista said 16 of the 17 crew members had been rescued from the stricken vessel.
A search was underway for the missing crew member, but Bautista said strong winds and high waves were hampering these efforts.
Four of the crew were receiving medical treatment.
Bautista said several private shipping companies were also assisting.
An investigation into the cause of the incident was underway, but coast guard spokesman Rear Adm. Armando Balilo said the vessel had not broken rules on heavy weather sailing.
A public storm warning signal had not been raised when the MT Terra Nova departed Limay and "therefore did not violate rules and regulations," Balilo said in a statement.
At a briefing earlier Thursday, Balilo said authorities were "racing against time" to contain the spill and stop more fuel from leaking.
He warned that if all the oil in the tanker were to leak, it would be the biggest spill in Philippine history.
"There is a big danger that Manila will be affected, even the shoreline of Manila, if the fuel will leak, because it is within Manila Bay," Balilo said.
Thousands of fishermen and tour operators are dependent on the waters for their livelihoods.
A photo released by the coast guard showed the MT Terra Nova almost entirely submerged in rough seas.
It has since sunk 34 meters below the waves, which Balilo said was "considerably shallow" and meant siphoning the oil out of the tanker "can be done quickly."
Coast Guard Commandant Adm. Ronnie Gavan said they had set a target of seven days to complete the siphoning.
FIRST RESPONDER Philippine Coast Guard responds to a maritime incident involving Philippine-flagged Motor Tanker (MT) Terra Nova that capsized and eventually submerged 3.6 nautical miles east off Lamao Point, Limay, Bataan, at around 1:10 a.m. on July 25, 2024. PHOTOS BY PHILIPPINE COAST GUARD
An oil slick stretching about 3.7 kilometers was being carried by a "strong current" in an easterly, northeasterly direction, the PCG said in a report.
Marine environmental protection personnel have been mobilized to help contain the slick.
"It will definitely affect the marine environment," Balilo said, describing the amount of oil on the ship as "enormous."
One of the worst oil spills in the Philippines was in February 2023, when a tanker carrying 800,000 liters of industrial fuel oil sank off the central island of Mindoro.
A Philippine oil tanker sank in Manila Bay early Thursday after encountering huge waves, leaving a crewman dead and 16 others rescued in a late-night operation by the coast guard. The force was also assessing whether the vessel was leaking oil — in what could be a major spill — that could reach the bustling capital.
The tanker Terra Nova left Bataan province en route to the central province of Iloilo with about 1.4 million litres (370,000 gallons) of industrial fuel oil stored in watertight tanks when it got buffeted by huge waves and took on water. The crew struggled to steer the tanker back to port but it eventually sank shortly after midnight, coast guard spokesperson Rear Adm. Armando Balilo said, citing statements from surviving crew members.
The sinking followed days of monsoon rains, exacerbated by a passing offshore typhoon, that caused landslides and floodings across the archipelago, leaving at least 22 people dead and displacing more than half a million people.
An aerial survey spotted an oil spill about 3.7 kilometres long near the rough seawaters where the tanker sank but that may have come from the fuel intended to power the tanker's engine, not the much greater amount of fuel the Terra Nova was carrying as cargo, Balilo said.
A handout photo released by the Philippine Coast Guard shows the tip of MT Terra Nova above the waterline in Manila Bay on Thursday. The tanker was travelling between provinces with over one million litres of industrial fuel when it got rocked by huge waves (Philippine Coast Guard/Reuters)
The coast guard ship BRP Melchora Aquino was in the waters where the tanker sank, more than six kilometres from Bataan province's coast, to search for the last missing crewman, whose body was later retrieved from the waters, and to carry out an initial assessment of the tanker's fuel oil cargo, Balilo told an online news conference.
He said that the coast guard was bracing to contain a possible major oil spill.
"There's a big danger that Manila would be affected, its shorelines, if the fuel leaks because this happened within Manila Bay. It's part of the contingency we're preparing for," Balilo said. "The effect on the marine environment would not be good."
Last major spill harmed reefs, marine life
Balilo later said the oil tanker sank at a relatively shallow depth of 34 metres, based on an initial assessment, and raised the possibility that its fuel oil cargo could be siphoned off by special ships in a delicate operation that could take about a week.
"Siphoning will not be very technical and can be done quickly to protect the vicinity waters of Bataan and Manila Bay against environmental, social, economic, financial and political impacts," Balilo said.
He did not say if the tanker has been located on the sea floor and did not specify the status of its fuel oil cargo.
Finally, we re-painted the repaired area to ensure aesthetics and restore the original appearance of the vessel
The spill was the latest challenge for the country, which has seen deadly monsoon rains this week exacerbated by Typhoon Gaemi. Here, a resident holds on to a street sign on Wednesday in Quezon city, Metro Manila, Philippines. (Ezra Acayan/Getty Images)
Balilo compared the magnitude of the possible oil spill to one caused by the sinking of another Philippine oil tanker, which was carrying much less fuel oil cargo, in February last year off Oriental Mindoro province north of Manila. That spill took about three months to contain, caused massive damage to coral reefs and mangroves in a region known for its rich biodiversity, and affected tens of thousands of fishermen and beach resorts in at least six provinces.
Manila's shoreline is a major tourism and business hub, where the main seaport, a historic public park, the U.S. Embassy and upscale hotels and restaurants are located. Land reclamation efforts are also underway in the bay to create space for entertainment and tourism complexes with casinos. The bay for years has been notorious for its pollution but famous for its picturesque sunsets.
The United States and Japan helped the Philippines with the last major oil spill's massive cleanup and rehabilitation efforts.
The ship management of the ill-fated MT Terranova confirmed on Thursday that the missing crew member was found dead in Limay, Bataan.
“With a heavy heart, MT Terranova’s ship manager, Portavaga Ship Management, discloses that the reported missing crewmember of the ill-fated oil tanker had been found lifeless late afternoon on Thursday, July 25, 2024,” Leonelle Infante, spokesperson of the company, told reporters in a Viber message.
Infante said the body of the crewmember, Second Mate Alvin Llandelar, 40 years old and married, was recovered by Philippine Coast Guard personnel on board BRP Melchora Aquino.
“The ship management company truly regrets the demise of one of its exemplary marine officers. 2/M Llandelar has been with the company since August 2023, but prior to this he had sailed on board international ships for quite several years,” she further stated.
Infante said the company is now in contact with the late marine officer’s bereaved loved ones for the proper transport of the cadaver to Manila.
“It also assured them that they would receive the due death benefits due him at the soonest possible time,” she said.
MT Terranova, owned by Shogun Ships Co. Inc., carrying 1.4 metric tons or 1.4 million liters of industrial fuel oil sank at around 1 am on Thursday, in which the PCG saw two nautical miles in the vicinity waters of Limay.
Based on the investigation, there was no Public Storm Warning Signal raised over Bataan when MT Terra Nova departed from Limay, Bataan carrying 1.4 million liters of industrial fuel oil, hence, it did not violate rules and regulations pertinent to the movement of vessels during heavy weather, Balilo said.
“The vessel sank 34 meters deep which is considerably shallow. Siphoning will not be very technical and can be done quickly to protect the vicinity waters of Bataan and Manila Bay against environmental, social, economic, financial, and political impacts,” Balilo added.
As of press time, the PCG is working with several Oil Spill Response Organizations that expressed their intention to assist in the ongoing oil spill response operations.
Oil companies, like Petron, the PCG Auxiliary, and local government units also volunteered to help.
Malaysia officials provided the first details on the July 19 incident in which the Hafnia Nile and a Chinese VLCC impacted revising their earlier statements that the Chinese vessel had attempted to flee after the fire. While saying they believe the Chinese vessel Ceres 1 was at anchor, and that they are developing the information, they said at this time they could not disclose why the incident happened.
According to their preliminary assessment, the tanker Ceres 1 registered in São Tomé & Principe, was at anchor near the eastern terminus of the Singapore Strait approximately 25 nautical miles northeast of Malaysia. They reported that the Ceres 1 had anchored “due to technical problems encountered.” Further, they reported that the Ceres 1 has communication and navigational issues.
They did not elaborate, but they said the Hafnia Nile, which AIS signals show traveling at 14 knots, was “trying to avoid the Ceres 1 but failed.” The port side of the product tanker impacted with the starboard side bulbous bow. Fires broke out on both vessels after the impact with Maritime Malaysia reporting the starboard side anchor chain on the Ceres 1 was cut off due to the impact.
Initially, the Malaysian authorities said the Ceres 1 had left the area with the assistance of two tugs. Yesterday they reported that they had been told by the vessel’s operators that the two tugs were there to cool the Ceres 1 and assist with the firefight. They implied the two tugs were not strong enough to stop the vessel from drifting and it was later located about 20 nautical miles from the scene of the incident. The engine of the tanker was reported to be “not fully functional” causing the vessel to be swept away by the current.
Reports have cited the Ceres 1 as operating in the shadow fleet to avoid oil sanctions. Reports indicate the vessel carries Iranian oil and undertakes ship-to-ship transfers to hide the cargo’s origins. The vessel has also been reported to turn off and spoof its AIS signal while questions remain over the ownership of the vessel.
The Ceres 1 was not loaded when the accident occurred but the Hafnia Nile still has 300,000 barrels of naphtha aboard. They believe the cargo is undamaged and that the oil sheen near the vessel is coming from a bunker tank damaged by the impact.
The Hafnia Nile is “severely burnt and its superstructure was compromised, but its cargo intact,” said the Director General of Malaysia’s Marine Department, Mohamad Halim Ahmed. “Our priority is to ensure it remains afloat and can be moved safely.”
Both vessels remain under detention by Maritime Malaysia. Salvors have been appointed for the Hafnia Nile and a containment boom was placed around the vessel. Negotiations are ongoing with the managers of the Ceres 1 for the appointment of salvors.
Photo courtesy of Coast Guard Administration's Southern Branch July 28, 2024
Kaohsiung, July 28 (CNA) The Coast Guard Administration (CGA) said on Sunday that 59 people have been rescued from six of the eight cargo ships that ran aground in southern Taiwan due to Typhoon Gaemi, with 29 people on the other two freighters still waiting to be rescued.
A total of eight freighters ran aground along the coast of Tainan, Kaohsiung, and Pingtung County when Typhoon Gaemi hit Taiwan over the past few days, according to a statement issued by the CGA's Southern Branch.
As of 8:00 a.m. Sunday, the coast guards had rescued 59 people from six ships, while 29 individuals on the other two freighters, who have not yet been rescued, are safe and "waiting for further arrangements," the CGA said.
The latest rescue operation took place on Saturday evening when coast guards saved all eight crew members from the cargo ship "BASIA," which ran aground 0.5 nautical miles southwest of Donggang Township in Pingtung County, the CGA added.
Photo courtesy of Coast Guard Administration's Southern Branch July 28, 2024
As weather conditions improved, a drone was dispatched on Saturday and two more are set to be deployed on Sunday to monitor the waters and shores around the cargo ships stranded along the coasts of Tainan and Kaohsiung for any drifting containers or oil spills, according to the statement.
Regarding the Tanzania-registered freighter "FU SHUN," which is believed to have sunk 16 nautical miles off Kaohsiung, the captain has been confirmed dead, four crew members have been rescued, and four others remain missing, the statement read.
The CGA said that the Fifth Maritime Patrol Flotilla received a report on Saturdayevening about a body found near the Chung-yun Fishing Harbor in Kaohsiung's Linyuan District, but the retrieval operation of the body has been delayed due to a large amount of driftwood surrounding it, preventing personnel and vessels from approaching and confirming the deceased's identity.
(By Chang Yi-lien and Sunny Lai)
Enditem/cs
This map shows the locations of the eight cargo ships that ran aground in southern Taiwan, and the sunken Tanzania-registered freighter "FU SHUN" off Kaohsiung, due to Typhoon Gaemi. Graphic courtesy of Ocean Affairs Council July 26, 2024
TAIPEI (Taiwan News) — Eight ships have run aground in southern Taiwan after Typhoon Gaemi, leaving 79 stranded, with rescue crews saving 51 people from five of the vessels as of Saturday (July 27) morning.
The remaining individuals are safe aboard the other three ships. They will not be evacuated until tugboats arrive, per CNA.
Since 12:45 p.m. Friday (July 26), multiple vessels were deployed to search for nine people missing from the Fu-Shun ship, which sank Friday (July 26) afternoon, the Coast Guard Administration Southern Branch stated in a press release Saturday. One person was found dead and four were rescued, per Ocean Affairs Council (OAC).
A DV aircraft arrived at the scene 7:45 a.m. Saturday. All 16 crew members from two grounded cargo ships, the Keta and the Dopphin, were evacuated.
Authorities received a report Friday evening from the captain of grounded vessel Hong Sheng88 and Taiwan’s National Rescue Command Center. The captain requested assistance in evacuating the crew.
The ship lost steering control Thursday (July 25) afternoon due to Typhoon Gaemi, said the Coast Guard Administration. It drifted toward the shore, eventually running aground on a beach 0.1 nautical miles (185 meters) northwest of Xingda Harbor, Kaohsiung.
A team led by Captain Ma Liyun (馬力耘) coordinated with Kaohsiung City Fire Department personnel to carry out a shore-based rescue operation. All eight Chinese crew members were rescued.
Malaysia says it has intercepted a large oil tanker that was involved in a collision with another ship before fleeing the scene and turning off its tracking system.
The coastguard says it has located and detained Ceres I, sailing under the flag of São Tomé and Príncipe, and two tugboats that were towing the vessel off the country's eastern coast.
The ship had collided with the Singapore-flagged Hafnia Nile on Friday, causing both ships to catch fire.
Officials in Singapore say all crew members from both ships were rescued.
Malaysia's coastguard said Ceres I had left the location immediately after the collision that caused a blaze and injured at least two crew members.
The incident happened about 55km (35 miles) north-east of the Singaporean island of Pedra Branca, the Maritime and Port Authority of Singapore (MPA) said.
The head of Malaysian coast guard's search and rescue team, Zin Azman Mohamad Yunus, has not explained why the São Tomé and Príncipe-flagged tanker tried to flee, but added that further investigations would be carried out.
The authorities in Singapore said after around 40 crew members were rescued from the blazing ships, around 26 of them remained on Ceres I to tackle the fire.
The Singapore-flagged Hafnia Nile, was reportedly carrying naphtha, a highly flammable type of petroleum.
The cause of the collision is still unclear. Singapore maritime authorities said ship traffic in the busy waterway was unaffected.
However, Malaysian coastguard officials found an oil spill covering about 17 sq km (6.5 sq miles).
Ceres I is a large crude oil carrying supertanker. Some reports suggests it could be part of a so-called 'dark fleet', carrying oil from countries under sanctions.
A market intelligence service, S&P Global Commodities at Sea, says the ship, operated by China's Shanghai Prosperity Ship Management, has previously carried Iranian crude, which is subject to US sanctions.
The mystery around Friday’s casualty involving a Hafnia chemical tanker and a VLCC near the eastern side of the Singapore Strait deepened as Malaysia confirmed it was searching for the Chinese-owned crude oil tanker. Overnight on Sunday, Malaysian Maritime apprehended that tanker as it was being towed, along with two tugboats.
Malaysian officials told a press event on Saturday that they had numerous concerns about the VLCC Ceres 1, which is registered in São Tomé and Príncipe. During the briefing, officials said, “So far, Malaysian Maritime has not been able to confirm the actual condition of the ship and crew of MT Ceres 1 since it is not contactable.”
At approximately 0120 Sunday, July 21, one of Malaysian Maritime’s patrol boats detected and overtook the Ceres 1 at a position 28 nautical miles northeast of Tioman Island, which would be as much as 80 nautical miles north from the position where the two vessels made contact on Friday morning. The offshore patrol vessel KM Pekan also took into custody two tugs that were towing the damaged VLCC.
Malaysia had dispatched two offshore patrol boats to the area on Saturday only to discover that the Ceres 1 was no longer at the scene of the accident, which was approximately 25 nautical miles east of Malaysia. The officials accused the Ceres 1 of turning off its AIS signal and moving from the scene of the accident. They were also using an amphibious aircraft aloft to search for the tanker, which they believed was still likely in Malaysian waters.
“Information and review of MRSC Johor Bahru together with the Malaysian Maritime Department also found the IMO registration number of the concerned ship is suspicious and the actions of the concerned ship leaving the incident area is also doubtful,” Malaysian Maritime said in its statement.
On Friday, a Singapore-flagged supply ship, Dolphin 1, responded to the distress calls and a call for assistance from the Maritime and Port Authority of Singapore and rescued 14 crewmembers from the Ceres 1 shortly after the incident. Two of the crewmembers were airlifted by the Singapore Air Force to a hospital for further treatment while the reports said 26 crewmembers remained aboard the Ceres 1 to continue the firefight.
The Ceres 1 has widely been linked to the sanction-busting trade in Russian, Iranian, and Venezuelan oil. Ownership is reported as a company in Hong Kong, but reports said its P&I insurer was unclear. Iran’s Energy Ministry issued a statement on Saturday saying it did not have oil aboard the Ceres 1 contradicting prior reports that the vessel was loaded with as much as 2 million barrels of crude. Images of the tanker from Malaysia’s video show the Ceres 1 riding high, confirming it had offloaded before the incident.
Analysis of the tracking data shows the Hafnia Nile traveling at 14 knots before the casualty. AIS transmissions from the Ceres I appear to suggest that it was at anchor, based on data provided by Pole Star, but its traffic history showed irregularities consistent with extensive spoofing, according to Lloyds Intelligence.
The Hafnia Nile was abandoned with its crew taken to Singapore. Hafnia in a statement said two crewmembers had suffered minor injuries. The fire aboard the product tanker which was loaded with 300,000 barrels of naphtha according to Kpler and LSEG caused extensive damage on the port quarter of the vessel.
Malaysia reports it has also spotted an oil slick in the area of the impact. They are now leading the investigation into the circumstances of the incident.
PRESTIGE FALCON (IMO: 9533218) is a Oil Products Tanker,sailing under the flag of Comorosが２０２３年に爆発事故を起こしたSHENG YOU 229であれば、転覆してもなんらおかしくないと思う。新しい所有者もかなり安い値段で購入したのではないかと思う。推測なので事実は知らない。
DUBAI, United Arab Emirates (AP) — Search teams rescued nine crew members, mostly Indians, and recovered the body of another as they searched the Arabian Sea waters for others after an oil tanker capsized this week off the coast of Oman, Omani state media said Wednesday.
The tanker, the MT Prestige Falcon, capsized late Monday about 25 nautical miles (29 miles) southeast of Oman's Ras Madrakah area, according to Oman’s Maritime Security Agency.
The cause of the capsizing and the condition of the tanker and its cargo were not immediately known. But the Indian Navy, which sent a warship to help in the search operations, said the rescue teams were dealing with rough seas and strong winds.
In a statement, the Navy said eight Indians and another crewmember had been rescued, and that Indian and Omani teams were continuing to search for others. The crew included 13 Indians and three Sri Lankans, it said. Oman's state news agency reported that, along with the nine rescued, one other crewmember had died.
The 117-meter-long (383-foot) Prestige Falcon, flying the flag of Comoros, had been carrying a cargo of oil products from the port of Hamriya in the United Arab Emirates to the Yemeni port of Aden, according to the shipping-tracking website marinetraffic.com.
A Comoros-flagged oil tanker with 13 Indians and 3 Sri Lankans as crew members has capsized off the coast of Oman, the country's Maritime Security Centre said on Tuesday. The oil tanker, Prestige Falcon capsized 25 nautical miles southeast of Ras Madrakah. This is near the Omani port of Duqm.
The Maritime Security Centre said in a post on X, “A Comoros-flagged oil tanker capsized 25 NM southeast of Ras Madrakah. SAR Ops initiated with the relevant authorities.”
The tanker was heading to the Yemeni port of Aden, according to shipping data by LSEG.
The vessel is a 117-metre-long oil products tanker built in 2007, LSEG's shipping data showed. Such small tankers are generally deployed for short voyages.
Earlier, on November 27, a cargo ship carrying 14 crew members including Indian crew members, sank off the coast of Lesbos island in Greece due to high-speed winds. The Comoros-flagged ship Raptor, which was travelling from Dekheila, Egypt to Istanbul carrying a load of salt, sank 4.5 nautical miles (8.3 km) southwest of Lesbos. (ANI)
The tanker Sheng You 229 caught fire in the Gulf of Tonkin at around 2:30 PM Beijing time on Tuesday.
The tanker was loaded with 6,858 tons of diesel oil. The 7,056 dwt vessel caught fire in the cargo tanks area and it spread aft to the rest of the ship.
Qinzhou Maritime Authorities responded, sending search and rescue vessels as well as the coast guard. Current reports suggest that of the 17 crew on board, 15 were rescued while the remaining two are still missing.
The fire on the tanker was extinguished yesterday evening. Reports are saying that the fire was most probably triggered by an explosion.
According to data provided by VesselsValue, the unlucky 2007-built tanker is owned by Shenzhen Haifa Shipping.
Singapore’s Maritime and Port Authority (MPA) said Hafnia has discovered "light oil sheens near Hafnia Nile" after a collision with suspected ’dark fleet’ VLCC Ceres I
The MPA said it is working with Hafnia to find a "safe location to transfer Hafnia Nile’s naphtha cargo, and towage plans for repairs," which will both need to have MPA approval.
"As part of the towage plan, Hafnia will arrange for repairs, containment and clean-up of the assessed localised seepage [of oil from the vessel]," the MPA said.
An additional tug with deepsea towing capacity arrived on site on 23 July 2024, joining four other tugs equipped with oil response and firefighting capabilities.
Hafnia Nile is currently about 100 km away from mainland Singapore. On Sunday (21 July), VLCC Ceres I and the two tugs that were towing the vessel were intercepted by a Malaysian patrol vessel after fleeing the scene of a collision with Hafnia LR1 tanker Hafnia Nile.
22 July
Malaysia Coast Guard has reported a suspected ’dark fleet’ VLCC, with an alleged habit of tampering with its AIS system and an alleged history of trading sanctioned oil, has been apprehended after leaving the scene of a collision near Singapore with Hafnia LR1 tanker Hafnia Nile that sparked fires on board both vessels.
The Malaysia Coast Guard said its offshore patrol vessel KM Pekan stopped 300,000-dwt VLCC Ceres I and the two tugboats that were towing the vessel some 28 nautical miles northeast of Tioman Island on 21 July, a distance of more than 100 km from the scene of the collision.
"Maritime Malaysia, in collaboration with the Malaysian Marine Department, will carry out a further investigation of the incident with the rediscovery of the Ceres I ship," the Malaysia Coast Guard said.
The organisation also reported "some traces of oil spillage at the scene" of the tanker fires, at 25 nautical miles northeast of Tanjung Balau, Malaysia, an area that lies outside of Singapore’s port boundary.
"An aerial survey of the Bombardier CL 415 MP amphibious aircraft belonging to Maritime Malaysia, which conducted an aerial survey yesterday, found some traces of oil spillage at the scene of the incident. The Department of Environment was also informed about this discovery and will carry out further monitoring in the near future," the coast guard said.
Hafnia released an updated statement on the collision, too, saying that while pollution levels around its vessel are "still undetermined", the fire on board Hafnia Nile seems to have abated and a towing connection with a tugboat has been established.
"A first assessment on board the vessel confirms that no visible flames are observed. A marine chemist will board the vessel later today for a further assessment. Pollution levels around the vessel are still undetermined. Currently, discussions are underway with Malaysian authorities to safely move the vessel as well as co-operation with Singapore as the flag state on investigations," Hafnia said.
While the investigation into the cause of the incident in the South China Sea continues, Hafnia said its 22 crew from Hafnia Nile are in good condition after evacuating from the tanker and being rescued.
Singapore’s Maritime and Port Authority (MPA) reported on Friday (19 July) that 26 of the Ceres I crew had remained on board the VLCC to continue fire-fighting operations, while 14 were picked up by Singapore-flagged supply vessel Dolphin 1, which was in the vicinity of the incident. Two of those VLCC crew were evacuated by a Singapore air force helicopter and were receiving medical attention at Singapore General Hospital, the MPA said.
Singapore Maritime Rescue and Coordination Centre, the Republic of Singapore Navy, Republic of Singapore Air Force, the MPA, the Malaysian Coast Guard, and other authorities and parties have been involved in the ongoing operations following the incident.
Photo of smoke from fires on board VLCC Ceres I and LR1 tanker Hafnia Nile following a collision near Singapore (source: Republic of Singapore Navy/Instagram)
19 July
Singapore’s MPA said it was alerted on the morning of 19 July 2024 to fires burning on board two vessels off Singapores’ coast. According to AIS transponder signals, the vessels, Singapore-flagged LR1 tanker Hafnia Nile and São Tomé and Príncipe-flagged very large crude carrier (VLCC) Ceres I, collided about 55 km northeast of Pedra Branca.
The location of the collision is within Singapore’s official maritime search and rescue (SAR) region, according to the MPA, which sent requests to passing vessels to aid in SAR operations and despatched a Singaporean naval vessel and air force helicopter to the scene of the incident.
The MPA has reported recovery of all 62 crew members on board the two fire-stricken vessels.
"All 22 crew on board Hafnia Nile and 40 crew on board Ceres I are accounted for," the MPA said. The Singaporean naval vessel, formidable-class frigate RSS Supreme, was in the vicinity of the incident and picked up 16 crew from Hafnia Nile. The remaining six crew, who were in Hafnia Nile’s liferaft, were picked up by a Malaysian government vessel and transferred to RSS Supreme.
"All Hafnia Nile crew are en route back to Singapore and are receiving medical attention on board RSS Supreme," the MPA said.
A statement from the vessel’s owner and operator, Hafnia confirmed the incident happened at 06:15 hrs LT on 19 July 2024 and that the business is "actively co-ordinating" with the Singapore Maritime Rescue Coordination Centre and has mobilised a salvor to support the ongoing response efforts.
The company gave similar details with regard to the crew involved and said they have no information with regard to potential oil spill pollution from the incident.
"There is no information on pollution as of now. Our primary focus at this time is the well-being of our crew members, as well as addressing any potential environmental impact resulting from this incident. All relevant authorities have been notified and are responding promptly to the situation. A full investigation will be conducted to determine the root cause," Hafnia said.
Assisting in the recovery of crew from Ceres I, Singapore-flagged supply vessel Dolphin 1, which was in the vicinity of the incident, picked up 14 crew from Ceres I. Two of the crew were evacuated by RSAF’s helicopter and are currently receiving medical attention at Singapore General Hospital, according to MPA.
"The remaining 26 Ceres I crew are currently conducting fire-fighting operations on board [the VLCC]. Salvage and fire-fighting assets have been arranged by both vessel owners to support the fire-fighting efforts and subsequent towage of the vessels to safety," the MPA said, noting shipping traffic in the area has not been affected by the incident.
Maritime tracking platform MarineTraffic has posted an AIS-based visualisation of the movements of the two tankers in the hours leading up to the collision on social media platform X (see below). The visualisation shows Hafnia Nile sailing at between 12 and 15 knots for at least two hours before apparently striking the stationary VLCC Ceres I. Hafnia Nile’s AIS-based destination was listed as Kashima, Japan. Ceres I has a listing of having been ’at anchor’ since 11 July outside of Singapore’s port limits, to the east of the port (denoted by the acronym EOPL).
While the 2017-built, 74,000 dwt LR1 vessel Hafnia Nile’s owner is a public company, Hafnia, and the vessel is operated within the Hafnia LR tankers pool, Ceres I has a more difficult to trace recent history. According to the Equasis shipping database, the 2001-built, 300,000-dwt VLCC was bought in 2019 by a China-based company, Shanghai Prosperity Ship Management and has not had an inspection since its initial inspection under the Tokyo MoU in 2019, at which point it had five deficiencies listed. Among the deficiencies were two for fire safety breaches, one for inadequate life saving appliances, one for inadequate safety of navigation and one for problems with the vessel’s steering gear.
Reporters at Lloyd’s List have collated internal information and defined Ceres I as part of the so-called ’dark fleet’ of vessels trading in sanctioned cargoes. The vessel, they say, has been used to facilitate trades in sanctioned Iranian crude oil through storage and ship-to-ship transfers. When tankers in the dark fleet engage in transfers of oil to evade sanctions detection, they often do so within relatively close proximity to major trading lanes, turning off their AIS transponders or spoofing the location shown to other vessels and authorities.
The International Maritime Risk Rating Agency lists Ceres I under a ’Critical’ rating, which it defines as being at "high risk for severe incidents/casualties".
The Singapore-flagged tanker Hafnia Nile on fire near Singapore on Friday.Malaysian Maritime Enforcement Agency via AFP - Getty Images
SINGAPORE — Two large oil tankers were on fire on Friday after colliding near Singapore, the world’s biggest refuelling port, with two crew members airlifted to hospital and others rescued from life rafts, authorities and one of the tanker owners said.
Singapore is Asia’s biggest oil trading hub and the world’s largest bunkering port. Its surrounding waters are vital trade waterways between Asia and Europe and the Middle East and among the busiest global sea lanes.
The Singapore-flagged tanker Hafnia Nile and the Sao Tome and Principe-flagged tanker Ceres I were about 55 km (34 miles) northeast of the Singaporean island of Pedra Branca on the eastern approach to the Singapore Straits, the Maritime and Port Authority of Singapore (MPA) said.
The 22 crew of the Hafnia Nile and the 40 on the Ceres I were all accounted for, the MPA said, which was alerted to the fire at 6:15 a.m. (2215 GMT)
The owner of Hafnia Nile confirmed the vessel was involved in a collision with Chinese owned Ceres I.
Photographs released by the Singapore Navy showed thick black smoke billowing from one tanker and crew being rescued from life rafts and flown to hospital.
The environmental authorities in neighbouring Malaysia said they had been told to prepare for potential oil spills.
Norway’s Gard, one of Hafnia Nile’s insurers, told Reuters it was too early to assess the environmental impact.
“We are supporting our member as they are dealing with the incident,” Gard said.
Navigational traffic had not been affected, although the status of the vessels or any pollution was unknown at present, a spokesperson at the UN’s International Maritime Organization (IMO) said.
“No aerial surveillance has been conducted so far,” the spokesperson said.
“Salvage and fire-fighting assets have been arranged by both vessel owners to support the fire-fighting efforts and subsequent towage of the vessels to safety.”
The IMO spokesperson said a salvage team had been appointed and was en route to the area.
The 74,000 deadweight-tons capacity panamax tanker Hafnia Nile was carrying about 300,000 barrels of naphtha, according to ship-tracking data from Kpler and LSEG.
The Ceres I is a very large crude carrier supertanker, which ship-tracking data last showed was carrying around 2 million barrels of Iranian crude.
“The Ceres I has been a boat that has gone dark many times over the years,” said Matt Stanley, head of market engagement EMEA & APAC with Kpler, referring to when vessels switch off their AIS tracking transponders.
Stanley said the last AIS signal the vessel transmitted around March indicated it was carrying Iranian crude, which the U.S. has tried to curtail, including imposing sanctions on ports, vessels and refineries involved in the trade.
“She was at anchorage (on Friday). We can be fairly sure that she was carrying Iranian crude and was going to China,” Stanley said.
Shadow fleet risks
S&P Global said in an April report that China buys around 90% of Iran’s crude exports, often at discounted prices.
The Ceres I has not moved since July 11, according to LSEG shipping data.
The area Ceres I is anchored in is known to be used by so-called dark fleet ships for the transfer of Iranian oil in contravention of U.S. sanctions, said Michelle Wiese Bockmann, principal analyst at Lloyd’s List Intelligence.
“The Ceres I has repeatedly been involved in transferring or shipping Iranian oil in breach of U.S. sanctions,” she said.
Shipping sources have said the tanker was also involved in transporting Venezuelan oil, which is also under U.S. sanctions, to China in recent years.
The China-based owner of the Ceres I could not immediately be reached for comment. China has repeatedly said it is opposed to unilateral sanctions.
Up to 850 oil tankers are estimated to operate the shadow fleet transporting oil from countries such as Iran and Venezuela as well as Russia, which has multiple restrictions on its oil exports.
Shipping industry officials have warned that safety issues are growing because of the ageing and unregulated vessels.
The Ceres I vessel was built in 2001 while the Hafnia Nile was built in 2017, shipping data showed. It was unclear who provided insurance for the Ceres I, which was not covered by top tier providers like Gard, according to other data.
MV. CHUN WEI (IMO: 9565120) is General Cargo that was built in 2009 and is sailing under the flag of Belize. On 30th Aug 2023, the vessel collided with a fishing boat resulting in significant damage and deformation on the hull side.
Ship Owner required our team to cut out the damaged areas and then install, replace them.
According to the instructions of the ship owner, Nice Sea Company Limited has arranged manpower, equipment, and materials to carry out the necessary procedures.
After she berthing, the whole repair team and all necessary equipment were immediately come on board. All engineers and workers are equipped with full labor protection. Before starting work, the whole team had a safety meeting with Capt to unify a repair plan and ensure labor safety.
fter the safety meeting our team began to inspect, identify, and remark on the damaged and deformed locations and then proceeded to remove them
Next, we proceeded to install scaffolding cut the metal plates and fabricated them according to the shape and size as the drawing to assemble into place the damaged parts including: Port side, upper deck, Air conditioning inside areas, engine room and Toilet inside
Finally, we re-painted the repaired area to ensure aesthetics and restore the original appearance of the vessel
With the tireless efforts of our team of technicians, supervisors and equipment, we completed work with the satisfaction of Capt, Chief, Officer and the shipowner. That is to repair damaged parts and restore the ship to its original state, ensure safety and schedule for ships.
「大型船に取り付けた約10mのタラップごと地面に落ちたか」となっているが、船に取り付けられている「Gangway」なのか、修繕ドックに入った船に陸側からいけるタラップなのか詳細が書かれていない。昔、南日本造船で作業者達が最大搭載人員を超えてタラップの乗って、タラップが落ちて死亡者が出た。今回はどのように事故が起きたのだろうか？船に取り付けられている「Gangway」でも、修繕ドックに入った船に陸側からいけるタラップでもフルハーネスなんか使わない。それだけ安全と思う。ただ、造船所、場所や担当によって詳細な対策は違うし、タラップの状態も錆びたり、錆びて穴が空いている部分がある場合がある。
船に取り付けられている「Gangway」は造船所とは関係ないが、腐食して穴が空いていたり、腐食して固定部分が目視でかなり腐食しているケースはあるが、個人的に知る限りでＰＳＣ（国土交通省職員）が不備として指摘したケースを知らない。国際条約では、安全に船から陸に行ける事が要求されている。
10/2021—Means of embarkation and disembarkation from ships in port（Australian Government Australian Maritime Safety Authority）には「SOLAS Chapter II-1 provides requirements for accommodation ladders and gangways. SOLAS Chapter IX gives effect to the International Safety Management (ISM) Code which requires procedures, plans, and instructions for key shipboard operations. Providing safe access to a vessel is considered a key operation under the ISM Code and should be addressed in the vessel’s safety management system.」と書いてある。
Safe Access Accommodation Ladders（Forth Ports）
Accident prevention on board ship at sea and in port (2nd edition). Code of practice ILO（IMO）の「8．Safe access to ship」にも記載されている。
タラップが造船所から船への移動のために使用するものであれば、上記は適用されない可能性は高い。日本の国内法が適用されるのではないかと思う。
Crew members of the cargo ship MV Dali can return home under an agreement in which the lawyers will be able to interrogate them on the ongoing inquiry into the deadly collapse of the Francis Scott Key Bridge in Baltimore.
U.S District Judge James K. Bredar confirmed the settlement during a hearing on June 20, 2024.
None of the MV Dali crew members has been permitted to leave the United States since March 26, 2024, when the MV Dali lost power and crashed into one of the bridge’s supporting columns.
The collision killed six construction workers and temporarily halted most maritime operations through Baltimore’s major port.
The new agreement allows the crew to return to their home nations if they stay available for depositions.
Singapore’s Maritime and Port Authority said in a statement late on Saturday that the oil leak from the vessel had been contained, and that the oil that escaped from the damaged tanker had been treated with dispersants.
But due to tidal currents, it said the treated oil had landed along shorelines including at Sentosa and other southern islands, a nature reserve and a public beach park. Sentosa, which attracts millions of visitors annually, houses one of Singapore’s two casinos, golf courses and Southeast Asia’s only Universal Studios theme park.
Part of the beachfront at the public park and at the nature reserve have been closed to facilitate clean-up efforts, it said. The Sentosa beach will remain open to the public but sea activities and swimming are prohibited.
The decision comes after attorneys urged on June 18, 2024, that the crew members from India and Sri Lanka be prohibited from leaving the United States.
The attorneys believed that the crew possessed crucial knowledge about the events leading up to the bridge collapse and that if released, they would not return for interrogation.
Attorney William H. “Billy” Murphy Jr., who represents claimant Damon Davis, emphasized the litigation’s complexity and possible high expenses, claiming it could be the most costly maritime lawsuit in history.
Seven attorneys represented the federal government during the hearing, while two lawyers for Dali’s owner refused to comment as they left the courtroom.
Lawrence B. Brennan, an experienced admiralty lawyer, stated that such legal disputes are not uncommon, emphasizing the need to finish depositions as soon as possible to avoid lengthy litigation.
Darrell Wilson, the spokesperson for the ship’s owner, stated that while some crew members were set to leave, others would stay to assist with the inquiry.
He could not say when the ship would leave Baltimore for Norfolk, Virginia, to undergo significant repairs.
The Dali had been trapped in the wreckage for about two months while workers removed debris from the Patapsco River.
The crew remained on board even as explosive demolitions were used to remove the bridge trusses from the ship.
The ship’s owner and manager, two Singapore-based corporations, have filed a plea to restrict their liability for the catastrophe.
The National Transportation Safety Board (NTSB) and the FBI conducted investigations and discovered that the ship experienced power failures before departing the Port of Baltimore, with another outage occurring soon before the bridge fell.
These agencies are still investigating the reason for the electrical failures.
According to emails in court documents, eight crew members had been scheduled to return home after being examined by Department of Justice investigators.
The Justice Department did not object to their departure.
According to Andrew Middleton of Apostleship of Sea, who spoke with the sailors, the crew’s feelings were mixed, with some relieved to be home and others concerned about their homecoming.
Baltimore officials evaluating compensation for the event first rejected the Dali owner’s pleas to limit damages to $43 million.
The legal litigation continues, and while some crew members are likely to head home, the ship remains at a nearby container terminal, with new sailors on their way.
The shipping route near Baltimore closed for 11 weeks due to the catastrophe, reopened last week.
The Greek-owned MV Tutor is the second confirmed sinking of a ship after the MV Rubymar was struck and submerged in March
The MV Tutor after an attack by a Houthi exploding boat in the Red Sea on June 12. Photo: Houthis Media Centre via EPA-EFE
A bulk carrier sank days after an attack by Yemen’s Houthi rebels believed to have killed one mariner on board, authorities said early Wednesday, the second-such ship to be sunk in the rebel campaign.
The sinking of the MV Tutor in the Red Sea marks what appears to be a new escalation by the Iranian-backed Houthis in their campaign targeting shipping through the vital maritime corridor over the war between Israel and Hamas in the Gaza Strip.
The attack comes despite a months-long US-led campaign in the region that has seen the US Navy face its most-intense maritime fighting since World War II, with near-daily attacks targeting commercial vessels and warship.
The Liberian-flagged, Greek-owned-and-operated MV Tutor sank in the Red Sea, the British military’s United Kingdom Maritime Trade Operations centre said in a warning to sailors in the region.
The MV Tutor sinking in the Red Sea. Photo: Etat-Major des Armées via AP
“Military authorities report maritime debris and oil sighted in the last reported location,” the UKMTO said. “The vessel is believed to have sunk.”
The Houthis did not immediately acknowledge the sinking. The US military as well did not immediately acknowledge the sinking and did not respond to requests for comment.
The MV Tutor came under attack about a week ago by a bomb-carrying Houthi drone boat in the Red Sea. It was also struck an “unknown airborne projectile”.
John Kirby, a White House national security spokesman, said Monday that the attack killed “a crew member who hailed from the Philippines”.
The Philippines has yet to acknowledge the death, but the man who had been aboard the M/V Tutor has been missing for over a week in the Red Sea, which faces intense summertime heat.
The use of a boat loaded with explosives raised the spectre of 2000’s USS Cole attack, a suicide assault by al-Qaeda on the warship when it was at port in Aden, killing 17 on board.
The Cole is now part of a US Navy operation led by the aircraft carrier USS Dwight D. Eisenhower in the Red Sea to try and halt the Houthi attacks, though the rebels continue their assaults.
The Houthis have launched more than 50 attacks on shipping, killing four sailors. They’ve seized one vessel and sunk two since November, according to the US Maritime Administration.
A US-led air strike campaign has targeted the Houthis since January, with a series of strikes May 30 killing at least 16 people and wounding 42 others, the rebels say.
In March, the Belize-flagged Rubymar carried a load of fertiliser sank in the Red Sea after taking on water for days following a rebel attack.
The Houthis have maintained their attacks target ships linked to Israel, the US or the UK. However, many of the ships they’ve attacked have little or no connection to the ongoing Israel-Gaza war.
The war in Gaza has killed more than 37,000 Palestinians there, while hundreds of others have been killed in Israeli operations in the West Bank. It began after Hamas-led militants attacked Israel on October 7, killing about 1,200 people and taking around 250 hostage.
A recent report by the US Defence Intelligence Agency acknowledged container shipping through Red Sea has declined by 90 per cent since December over the attacks. As much as 15 per cent of the world’s maritime traffic flows through that corridor.
An oil spill caused by a dredger boat hitting a stationary cargo tanker has blackened part of Singapore’s southern coastline, including the popular resort island of Sentosa, and sparked concerns it may threaten marine wildlife as a clean-up operation was under way Sunday.
The Netherlands-flagged dredger Vox Maxima struck the Singaporean fuel supply ship Marine Honor on Friday. It damaged the cargo tank on Marine Honor, which leaked oil into the sea.
Singapore’s Maritime and Port Authority said in a statement late on Saturday that the oil leak from the vessel had been contained, and that the oil that escaped from the damaged tanker had been treated with dispersants.
But due to tidal currents, it said the treated oil had landed along shorelines including at Sentosa and other southern islands, a nature reserve and a public beach park. Sentosa, which attracts millions of visitors annually, houses one of Singapore’s two casinos, golf courses and Southeast Asia’s only Universal Studios theme park.
Part of the beachfront at the public park and at the nature reserve have been closed to facilitate clean-up efforts, it said. The Sentosa beach will remain open to the public but sea activities and swimming are prohibited.
On Sunday, workers in orange suits were seen scooping up sand in a clean-up operation at an empty beach in Sentosa. Black water washed up on the oil-stained shore.
Authorities have deployed 18 watercraft for the clean-up efforts and laid close to 1,500 metres (5,00 feet) of container booms, temporary floating barriers to trap the oil spill.
“More will be laid over the next few days to prevent further spread of oil onto the shore, and facilitate the recovery of the trapped oil off the affected shorelines and lagoons to prevent them from going back to sea,” the Maritime and Port Authority statement said.
Conservationists and biologists are monitoring the full extent of the damage on marine and wildlife.
Local conservation group Marine Stewards reportedly said there were photos of dead fish, otters and kingfishers covered in oil slick.
Group founder Sue Ye told local the Straits Times newspaper that oil spills smother and suffocate fish, birds and marine animals that have to go to the surface for air, such as turtles and dolphins.
Damage to the bunker tanker Marine Honour (MPA Singapore)
On Friday, a dredger struck a bunker tanker at the port of Singapore, leading to a substantial spill.
At about 1440 hours local time, the Van Oord-operated dredger Vox Maxima allided with the berthed bunker tanker Marine Honour at the Pasir Panjang Terminal, tearing open its hull amidships on the starboard side. In a statement, Van Oord said that both vessels were safely anchored and stable, and that no personnel injuries have been reported.
One cargo tank aboard the bunker tanker was damaged, releasing fuel oil into the water, and the tidal current carried the slick towards shore. Oil reached the waterfront at the island of Sentosa, a popular resort and casino destination for vacation-goers. Beachfront areas at Sentosa, the Labrador Nature Reserve, Southern Islands are affected, and selected areas have been closed off as cleanup gets under way. Professional work crews are already removing oiled sand from the waterfront.
On the water side, more than a dozen vessels are engaged in containment and cleanup efforts, and the Singaporean authorities are using dispersants to minimize the effects of the pollution on land. More than a kilometer of boom has been laid out, and more will be installed in the days to come in order to keep the oil off the beaches, Singapore's Maritime and Port Authority (MPA) said in a statement. Additional boom will be used to keep the oil that has reached shore from drifting back out to sea again.
Local environmental NGO Marine Stewards advised that the best thing for local residents to do is to stay away from the oil for health and safety reasons. The organization is collecting public reports on wildlife impacts, and more than a thousand people have signed up to help survey the shoreline, according to partner NGO Friends of the Marine Park. Limited wildlife oiling has been reported.
The MPA has set up an operations center for its staff and personnel from key stakeholders, and an official investigation is expected soon.
"We are cooperating with the investigations by the authorities. As long as investigations are ongoing, we can’t provide any further substantive information in the interests of the investigations," Van Oord said.
MPA, PSA and the bunker vessel company have activated oil spill response craft to the location. The oil spill clean-up operation is currently in progress.
The Maritime and Port Authority of Singapore (MPA) on Friday (14 June) was notified of an allision between a Netherlands-flagged dredger Vox Maxima and a stationary Singapore-flagged bunker vessel Marine Honour.
The incident took place alongside a container vessel berthed at the Pasir Panjang Terminal at about 2:20pm (SGT), said MPA.
Both vessels are currently anchored safely, are in stable condition, with some damage above the waterline. There is no injury reported.
Bunker fuel from the damaged cargo tank on board Marine Honour spilled into the water. The affected cargo tank has been isolated and the spill contained.
MPA, PSA and the bunker vessel company have activated oil spill response craft to the location. The oil spill clean-up operation is currently in progress.
There is no impact to navigational safety and berthing operations at PSA remain unaffected.
The Iranian-backed Houthis launched anti-ship cruise missiles (ASCM) into the Gulf of Aden, striking the MV Verbena, a Palauan-flagged bulk cargo carrier owned by Ukraine and operated by Poland.
The vessel transporting wood building materials from Malaysia to Italy incurred severe damage and fire on board.
One crew member was severely injured and was later airlifted off the USS Philippine Sea (CG 58) to a partner force ship for medical treatment.
The strike is the second against MV Verbena in the last 24 hours, following a similar attack with three missiles.
The ongoing Houthi operation has seen an increase in attacks against international vessels in the area, claiming solidarity with Palestinians in Gaza during the Israel-Hamas conflict.
The United States Central Command (CENTCOM) condemned the actions, threatening regional stability and mariner safety across the international waters.
In the last two days, the Houthis have also targeted the Greek-owned cargo ship Tutor, forcing it to take on water near Yemen’s Red Sea port of Hodeidah.
The attack on Tutor, consisting of Filipino crew members, provoked outrage from the Philippine Department of Foreign Affairs.
Despite claims of casualties, Greek officials have not confirmed any deaths.
US Centcom responded by destroying one air defense sensor, one uncrewed surface vessel (USV), two patrol boats, and one uncrewed aerial system (UAS) launched by the Houthis.
These actions were taken to reduce immediate dangers to US forces, coalition forces, and commerce vessels in the area.
The Houthi campaign negatively impacted global shipping, increasing delays and expenses throughout supply networks.
Since November, the group has launched numerous strikes, vowing that operations will continue until the Gaza crisis is resolved.
Despite this, Centcom has pledged to hold the Houthis accountable and weaken their military capabilities.
As the situation worsens, the international community remains on high alert, with efforts focused on safeguarding freedom of passage and protecting critical maritime routes for global trade.
What you need to know:
The Zanzibar Maritime Authority (ZMA) director general Sheikha Mohamed told The Citizen on Wednesday, May 22, that the authority received an official notice on Tuesday, May 21, 2024, from the Romania Maritime Rescue Coordination Centre (MRCC) concerning the tragedy
Dar es Salaam.Zanzibar Maritime Authority (ZMA) has confirmed that a cargo ship flying the Tanzania flag, named Mohammad Z, tragically sank off the coast of the Black Sea in Romania.
The vessel was transporting a significant load of grains, oil, and oil products at the time of the incident.
The unfortunate event has raised concerns about maritime safety and the impact on trade routes.
ZMA director general Sheikha Mohamed told The Citizen on Wednesday, May 22, that the authority received an official notice on Tuesday, May 21, 2024, from the Romania Maritime Rescue Coordination Centre (MRCC) concerning the tragedy.
“The Tanzanian-flagged ship cargo has indeed sunk in Romania; we are currently waiting for a full report from MRCC. While eight Syrians and three Egyptians have been rescued, three other people on board are missing,” she said.
Declining to provide more details, she said more information would be provided after receiving detailed reports from Romania.
“Currently, we are making follow-up on the incident, and once we are done, the public will be communicated through an official statement,” she said.
Earlier reports indicated that the incident occurred on May 18, leaving three of the 11 crew members missing. Nine of the crew members were Syrians and two were Egyptians.
However, reports didn’t establish the cause of the incident.
Furthermore, according to reports, eight people were rescued by a nearby commercial vessel, Michel, which is coordinated by the Maritime Rescue Coordination Centre (MRCC), with three Syrians missing.
The Black Sea is vital for the transportation of grain, oil, and oil products, and it is shared by several countries, including Bulgaria, Romania, Georgia, Turkey, Ukraine, and Russia.
On May 18, the cargo ship MOHAMMED Z (Tanzanian flag), owned by a Turkish shipowner, sank approximately 25 miles off the coast of Sfantu Gheorghe, a port located in northeastern Romania near the border with Ukraine.
Out of the 11 crew members, 8 were rescued by the nearby cargo ship MICHAEL (Comorian flag), which was part of the rescue operation coordinated by Romanian authorities. Despite ongoing search efforts, the remaining 3 crew members, all Syrians, are still missing.
Initially, the possibility of a collision with a drifting mine was considered, as this threat persists in the Black Sea region. Since the onset of the Russian-Ukrainian war, drifting mines have posed a constant hazard, prompting neighboring countries to intensify their demining efforts.
On the morning of May 19, upon arriving at the port of Varna, the cargo ship MICHAEL underwent an inspection which revealed hull deformations on its bow. The captain confirmed that an accident with the MOHAMMED Z had occurred, which may ultimately have led to the sinking of the latter vessel.
By focusing on these maritime incidents, we can better understand the risks faced by cargo ships navigating through volatile regions. The situation highlights the importance of vigilance and the continuous need for maritime safety measures.
A ship navigating under the Tanzanian flag sank on Saturday morning, May 18, in the Black Sea, after colliding with another 26 nautical miles from the Romanian coast. Eight crew members were rescued, but three were reported missing. At the time this news was published, the searches were suspended.
The representatives of the Constanţa Court of Appeal Prosecutor's Office announced that the sinking of the ship under the Tanzanian flag in the Black Sea, near Sfântu Gheorghe, occurred following a collision with another ship, which is now in the Bulgarian port of Varna.
The magistrates have initiated criminal proceedings in the case for destroying or damaging a ship or its cargo and for "the act of the commander or another crew member who, after a navigation accident, orders or causes the ship to leave the scene," according to News.ro.
Romania’s MRCC (Maritime Rescue Coordination Centre) coordinated rescue operations when the alert came in, at around 4:00 AM. The sunken ship, Mohammed Z, flying the Tanzanian flag, had 11 crew members on board, 9 Syrian and 2 Egyptian nationals. Eight of them were rescued by the commercial ship Michel, with which the Mohammed Z collided.
Romania’s Defense Ministry assigned several ships and a helicopter to the area to help with the search.
"An IAR 330 Puma helicopter, from the Romanian Air Force, is conducting a sea search mission on Saturday, May 18, for possible survivors of the sunken ship's crew, which sank this morning in the Black Sea," representatives of the Ministry of National Defense stated, cited by Digi24.
The eight sailors rescued arrived at Constanța Port and underwent medical evaluations. Only one was transported to Constanța County Hospital for further medical investigations due to his injuries.
Witnesses say that the sunken ship did not yield priority to the other, leading to the collision.
"There was a collision between two ships. One of the ships sank, and the other ship, after helping to rescue some of the crew members, headed towards Bulgaria, specifically to the port of Varna,” said Mihaela Elena Mergeane, Chief Prosecutor of the Constanța Court of Appeal.
The Michel was seen in the port, with visible damage to the front. "The obligation of the ship, since it was outside the territorial sea of the Romanian state, is to report this event at the first port of call. This port of call for the ship was Varna,” added Cosmin Dumitrache, ANR Director.
The three sailors who went missing are all Syrian nationals.
After the investigation is completed, the eight surviving sailors will be repatriated to their home countries.
The Dali was a 'clearly unseaworthy' ship with 'an incompetent crew', the city of Baltimore argued in a lawsuit filed Monday
Baltimore has sued the operators of the container ship that hit and destroyed one of the US city's main bridges last month, killing six people.
The city says the Dali was "clearly unseaworthy" and accuses its owners and manager of negligence.
The ship's Singapore-based owner and manager have already asked a court to limit their liability.
The region is reeling from the closure of its busiest maritime transit port after the span collapsed on 26 March.
"None of this should have happened," attorneys representing the Baltimore mayor and city council argued in a federal lawsuit.
The city is asking the US District Court of Maryland for a jury trial to hold the defendants fully liable.
Naming the Dali's owner, Grace Ocean Private Limited, and its manager, Synergy Marine Private Limited, the suit alleges the Francis Scott Key Bridge's collapse was a direct result of their "gross negligence, and recklessness, and as a result of the unseaworthiness of the Vessel".
On 1 April, Grace Ocean and Synergy Marine petitioned the same federal court in Maryland to cap its responsibility for the incident.
Citing a pre-Civil War maritime law, the pair of companies estimated their liability for the vessel and the cargo's value at $43.6m (£35m).
Monday's court filing from the city of Baltimore rebuts that number as "substantially less than the amount that will be claimed for losses and damages arising out of the Dali's allision with the Key Bridge".
The path taken by the cargo ship - which was exiting the Port of Baltimore under the Key Bridge - is "no stranger to large freighters", the city's representatives wrote.
They said the vessel "had been experiencing an inconsistent power supply" that was either not investigated or not fixed.
"The Dali left port anyway, despite its clearly unseaworthy condition," said the lawsuit.
The filing also says the Dali was manned by "an incompetent crew that was inattentive to its duties" and "lacked proper training".
On Friday, port officials opened a third temporary channel for boats to enter and exit the corridor, but these channels can only sustain about 15% of pre-collapse commercial activity.
A fourth channel, that will allow most traffic back into the port, is expected to open by the end of the month.
Darrell Wilson, an attorney who represents Synergy Marine and is also handling media inquiries on behalf of Grace Ocean, told the BBC it would be inappropriate to comment on the litigation while federal investigations into the collapse were ongoing.
Six construction workers who were fixing potholes died when the bridge collapsed. Two of the bodies have yet to be recovered.
Workers are still extracting thousands of tonnes of debris from the water and from atop the stationary Dali, whose original schedule would have seen it arrive at a Sri Lankan port on Monday.
Apart from two of the ship's pilots, 21 crew members - almost all of whom are of Indian origin - remain on the ship. There is no timeline yet for when the crew will disembark or head back to sea.
The Hang Chau Tourist Express Boat after an accident on April 19, 2024 in which it was broadsided by a ferry. Photo by VnExpress/Tran Thanh
The tour guide on the tourist boat who was severely injured after it was rammed by a ferry in the Mekong Delta last week has died.
Ab Dol Ro Zak, 36, a Cham ethnic man, died Sunday at Cho Ray Hospital in HCMC, his family said.
Arrangements for transporting his body to An Giang Province in the delta for the final rites are being made.
Ro Zak was a guide on Hang Chau Tourist Express Boat that was returning with 42 tourists from Cambodia’s Phnom Penh to Chau Doc City in An Giang.
The collision on the Tien River, a branch of the Mekong, last Friday occurred because some barges blocked the boat pilot’s view, according to its owner.
It happened in Chau Doc around a kilometer from the Cambodian border, and two foreign tourists were also injured in the collision.
Ro Zak had his right arm severed and both legs broken.
The tourists, from France and Germany and aged 57 and 67, incurred leg injuries.
All three were taken to HCMC for treatment.
Despite emergency intervention, Ro Zak tragically passed away, leaving behind a wife and a two-year-old daughter.
Fluent in English, Cham and Khmer and working as a guide on tours between Chau Doc and Phnom Penh, he was the primary breadwinner for his family.
Hoang Thi Minh Dang, a company that organizes tours using the Hang Chau vessel, said Saturday the pilot had all the necessary certificates and qualifications for the job, and over 10 years' experience.
Nguyen Khanh Hiep, director of the An Giang Department of Culture, Sports and Tourism, said there would be an assessment of Hang Chau's operations, and any possible violations would be penalized.
Two foreign tourists and a Vietnamese tour guide were injured after a ferry broadsided a boat carrying 42 passengers on the Tien River in the Mekong Delta Friday evening.
The Hang Chau Tourist Express Boat vessel was coming from Phnom Penh in Cambodia when, at around 6 p.m, the collision occurred in Vinh Xuong Commune in An Giang Province’s Chau Doc City around a kilometer from the border.
The ferry rammed into the middle of the boat’s starboard/port side, causing a large part of the vessel to break off and many standing tourists to fall down.
The tour guide, 36, had his right arm cut off by a piece of metal and both legs broken.
Two men from Germany and France, aged 57 and 67, had their left legs broken.
All three were rushed to a local hospital.
A tourist boat that was broadsided by a ferry in An Giang Province on April 19, 2024. Photo by Tran Thanh
Que Chi, a ferry passenger, said the tourist boat had been traveling at a high speed before the collision. The captain had tried to slow down after noticing the approaching ferry, but was too late, he said.
Many passengers panicked after the collision and some burst into tears, he added.
Locals helped the captain remove the passengers out of the tourist boat, fearing the vessel could sink.
A person injured in the collision is rushed to hospital. Photo provided by a local resident
Bui Thai Hoang, a commune official, said the two foreign tourists were stable by Friday night after receiving emergency treatment.
The tour guide's condition is more serious and he has been transfered to a bigger hospital.
Hoang said the boat has been licensed for operating for more than 10 years and was running its registered route on Friday evening.
A foreign tourist injured in the boat collision. Photo providedby a local resident
According the boat operator's website, its vessels carry tourists every day, leaving Chau Doc for Phnom Penh at 7:30 a.m. and returning at 12:30 p.m. Each trip takes about 5 hours.
BALTIMORE (AP) — The owner of the massive container ship Dali, which caused the deadly collapse of Baltimore’s Francis Scott Key Bridge last month, has initiated a process requiring owners of the cargo on board to cover some of the salvage costs.
The ship’s owner, Singapore-based Grace Ocean Private Ltd., made what’s known in maritime law as a “general average” declaration, which allows a third-party adjuster to determine what each stakeholder should contribute, according to company spokesperson Darrell Wilson.
The requirement is often invoked after maritime accidents so that the cost of saving a vessel or its cargo is shared among interested parties, Wilson said. In this case, it pertains to costs associated with refloating the Dali, which remains stuck with sections of the fallen bridge draped across its damaged bow.
Crews are working to remove some shipping containers from the Dali before lifting pieces of the wreckage and freeing the ship. They’re also working to clear debris from the Port of Baltimore’s main channel, which has been largely blocked for weeks, halting most commercial traffic through the major shipping hub.
“Over time, as the investigation continues and there’s more clarity about exactly what happened and who’s ultimately responsible, insurers themselves will start recuperating some of those losses,” she said.
A routine practice dating back centuries, the general average declaration marks the ship owner’s latest effort to minimize its financial responsibility in what could become one of the most expensive maritime disasters in history.
Grace Ocean and the ship’s management company, Synergy Marine Group, filed a petition soon after the collapse seeking to limit their legal liability — another routine procedure for cases litigated under U.S. maritime law.
Six members of a roadwork crew plunged to their deaths in the collapse. Attorneys for some of their families and a survivor pledged to challenge that petition and hold the companies accountable.
One of the cargo owners, Mediterranean Shipping Company, announced last week that it was informed of the general average declaration by the Danish shipping giant Maersk, which chartered the Dali. The declaration indicates the ship’s owner anticipates “extraordinary costs for which they expect contribution from all salvaged parties,” the company’s release said.
Officials have said the Dali and its cargo — about 4,000 shipping containers — will return to the Port of Baltimore once the ship is refloated.
The Dali departed Baltimore’s port early on March 26 laden with cargo destined for Sri Lanka. It lost power before reaching open water and struck one of the supports for Francis Scott Key Bridge, causing the span to collapse into the Patapsco River. Police rushed to stop bridge traffic after a last-minute mayday call from the ship’s pilot, but couldn’t save the roadwork crew. Two of the victims are still unaccounted for.
Both the FBI and the National Transportation Safety Board are conducting investigations into what led to the disaster.
Disputes over liability and the cost of claims could take years for insurers to resolve and result in billions of dollars in payouts.
The stern of the container ship Dali, which is owned by a Japanese businessman named Yoshimasa Abe.Credit...Pete Kiehart for The New York Times
By Jenny Gross, Michael Forsythe, Emily Flitter and Peter Eavis
Jenny Gross reported from London. Michael Forsythe, Emily Flitter and Peter Eavis reported from New York.
On the day the Francis Scott Key Bridge in Baltimore collapsed, President Biden said the federal government would pay the “entire cost” of rebuilding it, which some suggest could run to more than $1 billion. Washington will foot the bill so the bridge and nearby port can reopen “as soon as humanly possible,” he said.
The hope is that much of the cost will be recouped from insurers, but determining who is ultimately on the hook for the deadly disaster is set to become one of the messiest and most expensive disputes of its kind. Rebuilding the bridge, repairing the cargo ship that hit it and compensating companies for the disruption at one of the nation’s busiest ports may take years to resolve.
“We’re not going to wait,” said Mr. Biden, who plans to visit Baltimore on Friday to survey the damage.
The legal wrangling began this week when the shipowner, Grace Ocean Private Ltd., and the ship manager, Synergy Marine, both based in Singapore, filed a petition in U.S. District Court to limit their liability to $43.7 million. They cited an 1851 law that allows a shipowner to cap financial damages mostly to the value of a ship after a crash, if the owner is determined not to have been at fault.
Claims against the ship’s owner and manager must be filed to the federal court in Baltimore by Sept. 24, a judge said.
Experts in maritime law and insurance said determining liability was particularly complex because of the many parties involved, from shipowners in Asia to insurers in Europe to companies around the world that move goods in and out of Baltimore. Numerous lawsuits are expected, and the six deaths caused by the disaster add a grim layer of complications.
“You can’t just necessarily settle with one party and make it go away,” said Franziska Arnold-Dwyer, a senior lecturer in insurance law at Queen Mary University of London.
Investigators are still determining what caused such a catastrophic failure on the cargo ship, the Dali; why the massive vessel appeared to lose power and propulsion before hitting the bridge; and whether negligence was involved. The answers will have implications for who is liable for damage that may cost insurers and reinsurers up to $4 billion, according to industry experts.
“You’re looking at historic, record losses” for maritime insurers, said Sean Kevelighan, chief executive of the Insurance Information Institute, a trade group. The higher estimates could exceed the roughly $1.5 billion paid out after the Costa Concordia crisis in 2012, when 32 people were killed as the cruise ship ran aground off the Italian island of Giglio.
Losses are accumulating, with the Port of Baltimore, a top destination for car shipments, largely closed. Officials said this week that they had opened a channel around the wreckage for limited traffic. A full reopening of the port is expected in late May.
Very little is known about the owner of Grace Ocean, a Japanese businessman named Yoshimasa Abe, except that he is very wealthy.
Most of his known wealth comes from his fleet of more than 50 vessels, including container ships, bulk carriers, tankers and refrigerated cargo ships. They are owned by two Singapore-based companies, Grace Ocean Private and Argosy Pte., that Mr. Abe controls through an offshore company. VesselsValue, which compiles shipping data, estimates that those ships, including the damaged Dali, are worth a combined $2.9 billion.
Shipowners often borrow large amounts of money to buy their fleets. There is little public information about Mr. Abe’s debts, but in 2010 Grace Ocean borrowed $250 million from Mitsui & Company, a Japanese trading firm.
Mr. Abe is also the majority owner of two Chinese shipyards on islands off the coast of Ningbo, according to Sayari and WireScreen, companies that compile and analyze corporate data. Combined, the two shipyards can repair more than 200 vessels a year.
It is unusual for foreign companies to control Chinese shipyards, especially in recent years as industry consolidation in the country has favored state-owned companies, said Matthew Funaiole, who has written about Chinese shipyards for the Washington-based Center for Strategic and International Studies. “There’s really not much space for there to be foreign ownership,” he said.
Among the 68 member companies, schools and associations focused on ship repair that belong to the China Association of the National Shipbuilding Industry, a trade group, three are foreign-owned shipyards, of which Mr. Abe has a majority interest in two.
Mr. Abe did not respond to a request for an interview or answer written questions about his business. “Out of respect for the investigation and the legal process we will not be making additional public statements,” Jim Lawrence, a spokesman for the Dali’s management company and for Grace Ocean, said in an email. He confirmed earlier that Mr. Abe owned Grace Ocean Investment Limited, a company based in the British Virgin Islands that owns both Argosy Pte. and Grace Ocean Private.
If the shipowner is found liable, its insurer, a mutual association called Britannia P&I Club, will cover the first $10 million of claims, which could include coverage for loss of lives, debris removal, property damage and cargo damage. The Dali was carrying products including paper, U.S. soybeans destined for China and some hazardous materials, according to Concirrus, a marine insurance data provider, and DG Global, an agricultural exporter with goods on the ship.
Beyond $10 million, the 12 clubs including Britannia that make up the London-based International Group of P&I Clubs, which collectively insure about 90 percent of the world’s oceangoing tonnage, would share the cost of claims of up to $100 million. For claims above $100 million, dozens of reinsurers will cover costs up to roughly $3 billion.
Officials said they have opened a channel around the wreckage for limited ship traffic, but a full reopening of the port is expected to take weeks.Credit...Erin Schaff/The New York Times
The $3 billion figure is so widely known that it could become a target for businesses making damage claims. “There are some reinsurers expecting the worst,” said Hugo Chelton, a managing director at Howden Re, a reinsurance broker.
The global reinsurance industry ended last year with $670 billion in capital, according to Aon, an insurance broker. Though the bridge damage promises to be costly, it is not likely to be among the largest payouts reinsurers have faced recently. Hurricane Ian, which hit Florida in 2022, caused more than $50 billion in insured losses.
Sridhar Manyem, an analyst for AM Best, a ratings agency for insurers, said the potential losses from the bridge collapse did not seem large enough to do long-term damage to any insurers or reinsurers. “It should not affect their balance sheets,” he said.
While a significant share of the claims may be directed at the ship’s insurers, other businesses affected by the bridge and port closure could make claims on other policies to cover their losses, adding to the insured losses caused by the incident.
Scott Cowan, the president of International Longshoremen’s Association Local 333, the union representing Baltimore dockworkers, said on Tuesday that nearly 2,000 workers were still doing jobs at the port, like unloading cargo that arrived before the bridge collapsed.
Mr. Cowan said union leaders had asked for help from the federal and state governments. “The longer the channel’s closed and the longer we’re out, the bigger the problem is going to be,” he said. Many jobs at the port are considered daily hire jobs rather than full-time positions, so they will last only as long as work remains to be done.
Government funds for companies whose operations have been disrupted may not be fully recouped from insurers, said Oscar Seikaly, chief executive of NSI Insurance Group, an insurance broker.
The stern of the container ship Dali, which is owned by a Japanese businessman named Yoshimasa Abe.Credit...Pete Kiehart for The New York Times
In recent years, when Washington has stepped in with emergency aid after a commercial disaster, taxpayers have later largely recovered the costs, although the international scope of claims in the Baltimore bridge collapse will add complexity to the process.
Representative Dan Meuser, Republican of Pennsylvania, said he was outraged that Mr. Biden had immediately offered to use federal money to pay for the bridge’s reconstruction without considering other sources of funds, including from the owners and insurers of the Dali.
“Insurance payouts could potentially cover the entire cost of rebuilding the bridge without any taxpayer dollars being spent,” he said.
Robyn Patterson, a White House spokeswoman, said the responsible party or parties must be held accountable, but added, “We’re not waiting to get started on this critically important infrastructure project.”
Six construction workers were killed as they repaired potholes on the Francis Scott Key Bridge before it collapsed, and two were injured. Over $500,000 has been raised for the families.
Meanwhile, two massive crane barges are lifting debris out of the water and onto a barge. Even with the cleanup well underway, so many questions remain unanswered about the disaster in Baltimore. One of the big ones: Who’s going to pay for it?
The collapse of the Key Bridge could well become the most expensive marine insurance loss in history.
“Something in the ballpark of $2 to $4 billion,” said Nadja Dreff, senior vice president for North American insurance ratings at Morningstar DBRS.
Roughly 100 insurance companies are involved, Dreff said. The owner of the boat that crashed into the bridge has maritime insurance. Everyone who sent cargo has cargo insurance. The bridge itself may be insured, and the Port of Baltimore has insurance for business interruption.
For now, all of those insurance policies are likely going to pay.
“Over time, as the investigation continues and there’s more clarity about exactly what happened and who’s ultimately responsible, insurers themselves will start recuperating some of those losses,” she said.
Meaning the insurers will sue whoever’s fault it is and the insurance company behind them.
The Dali’s owner is Singapore-based Grace Ocean; the company that manages the ship is Synergy Marine. They’ve both filed a petition in Baltimore under a law from 1851 that lets them argue their liability should be capped at the value of the ship — $42.5 million, they say — if they weren’t aware of whatever issue caused the incident.
“I doubt the ship owner will be able to limit its liability,” said Martin Davies, a professor of maritime law at Tulane University Law School.
Filing that petition may not end up limiting the ship owner’s liability, but Davies said it does gather all claims filed against them into one place — Maryland — rather than having them scattered around the world. He said that’s a benefit in itself.
If a court does find that the ship’s owner knew or should have known there was a problem, blame will be directed at the company, but it won’t stop there, said Lawrence Brennan, an adjunct professor of admiralty and maritime law at Fordham University.
There can be third parties, he said, like a fuel supplier that provided defective fuel or a bridge owner that didn’t put up the right lighting.
“That’s what you look for, as many people as possible to share the responsibility financially,” he said.
The owners of the Dali container ship involved in the deadly collapse of a Baltimore bridge last week, after it crashed into the structure, have denied responsibility and are seeking to limit their legal liability.
Grace Ocean Private Limited, the ship’s owner, and the manager Synergy Marine Pte said in a federal court filing on Monday that they denied any fault or neglect of the collapse of the Francis Scott Key Bridge that claimed the lives of six construction workers.
The companies are asking for exoneration from liability, but if they are held responsible in lawsuits, the companies are asking for a cap on any payout.
The joint filing, submitted in a Maryland District Court, seeks to cap the companies’ liability at roughly $43.6m.
“The [bridge collapse] was not due to any fault, neglect, or want of care on the part of [ship owner & operator], the Vessel, or any persons or entities for whose acts [ship owner & operator] may be responsible,” the filing stated.
The owners of the Dali have submitted a filing under theLimitation of Liability Act of 1851 to try and cap any payouts (AP)
“Alternatively, if any such faults caused or contributed to the [bridge collapse], or to any loss or damage arising out of the [bridge collapse], which is denied, such faults were occasioned and occurred without [ship owner & operator] privity or knowledge.”
The owner and operator of the Dali vessel submitted the filing under the Limitation of Liability Act of 1851, a piece of legislation that enables ship owners to limit their liability for certain claims to the value of the vessel and its cargo at the end of its journey.
The filing estimates that the vessel itself is valued at up to $90m and was owed over $1.1m in income from the freight. They also estimate that repair costs will be at least $28m and at least $19.5m in salvaging the ship.
Wreckage from the collapsed Francis Scott Key Bridge rests on the cargo ship Dali (Getty Images)
A sum of $60m in emergency aid has already been approved by President Joe Biden’s administration last week, to begin the process of removing debris from the water.
In a news release, the US Department of Transportation referred to the funds as a “downpayment toward initial costs”.
The 300-metre-long vessel had a cargo of 4,679 containers when it lost power and collided with the bridge in the early hours of the morning on 26 March.
Construction workers were on the 1.6-mile-long bridge at the time of the collapse, with the structure falling into the Patapsco river below.
Two people were rescued shortly after, but six people, all construction workers, remained missing in the days after until two bodies were recovered from the disaster area submerged in the water.
Four people remain missing but have been presumed dead by authorities.
On April 1, 2024, Grace Ocean Private Limited and Synergy Marine Pte Ltd., as owner and manager of the M/V DALI, filed a Petition for Exoneration from or Limitation of Liability in this Court. Petitioners also filed a Motion to Accept Interim Stipulation for Value and Stipulation for Costs and for the Entry of Restraining Order and Order for Issuance of Notice.
The Francis Scott Key Bridge was one of three river crossings.(Australian Broadcasting Corporation)
The owners of the ship at the centre of the Baltimore bridge disaster in the US had another vessel banned from Australian ports over unlawful exploitation of workers.
The Dali, a 300-metre container ship which accidentally destroyed a bridge, causing the presumed deaths of six people and blocking a major US trade route, is owned via a secretive tax haven company in the British Virgin Islands called Grace Ocean Investment Limited.
Another ship that belonged to the company was slapped with a six-month ban in 2021 for what the Australian Maritime Safety Authority said were "serious and shameful breaches" of maritime labour laws.
The operator of the Western Callao was forced to hand over about $40,000 in unpaid wages to 13 seafarers.
AMSA detained the same ship at Port Kembla in New South Wales in July 2020, finding the operator had unlawfully kept eight seafarers on board for more than 11 months.
Another of the company's ships, the Furness Southern Cross, had also unlawfully kept 10 seafarers on board for more than 14 months.
Days after its ban from Australian ports, the Western Callao was sold off by its owner.
The Dali is run by a different operator but owned via the same tax haven company.
The international union representing seafarers says the case of the Dali offers a glimpse into the "murky world" of global shipping where big players use tax havens and "flags of convenience" to evade regulatory scrutiny.
The collision in Baltimore on Tuesday, which triggered the collapse of the Francis Scott Key Bridge, was the Dali's second major accident in nine years at sea.
Built in 2015 and originally registered in the Marshall Islands, the Dali was at the Port of Antwerp-Bruges in Belgium a year later when it ran into a steel quay.
The ship, which suffered hull damage and was held for repairs to make it seaworthy, had a different owner and operator at the time.
The Dali is now registered in Singapore, where it's owned by a subsidiary of the BVI-registered Ocean Grace.
The Singapore subsidiary owns 55 ships in total, according to online shipping database Equasis.
Corporate records show the subsidiary has three directors based in Singapore: Tock Hin Anthony Heng, a Singapore national; Oliver Pabalan Espino, a Filipino national; and Yoshimasa Abe, a Japanese national.
It was Mr Abe who signed an agreement in July 2020 for the company with a Singapore union guaranteeing conditions for maritime employees on ships including the Dali.
It also included the Western Callao, which was banned from Australia the following year for underpaying seafarers.
The ABC called Mr Abe and emailed questions but he did not respond. His co-directors could not be reached.
Grace Ocean, which bought the Dali months after its Belgian accident in 2016, uses another Singapore company, Synergy Group, to operate the ship.
In a statement, Synergy said the Dali had collided with a pillar of the bridge at Baltimore "whilst under pilotage with two pilots onboard", referring to local mariners responsible for boarding and guiding the ship safely out of the harbour.
Synergy said the "exact cause of the incident was yet to be determined [and] the owners and managers are fully cooperating with Federal and State government agencies".
The ship was bound for the Sri Lankan capital, Colombo, where it was due to arrive on April 22.
It had spent three days in dock at Baltimore, having arrived via Norfolk and New York after travelling through the Panama Canal earlier this month.
The ship's last recorded inspection by authorities was by the US Coast Guard in New York last September, according to Equasis.
Tax havens and 'flags of convenience'
Ian Bray, the Australian coordinator of the International Transport Workers Federation, said the costly, and likely deadly mishap in Baltimore shone light on a global shipping industry that often made it hard to hold big players to account.
Mr Bray said US investigators could take months and would work out if it was "human error or mechanical error".
If the latter, investigators would examine how often engines and generators on the ship were inspected and maintained.
A helicopter flies over the scene of the Francis Scott Key Bridge collapse in Baltimore. (Reuters: Julia Nikhinson)
Mr Bray said there was some evidence of systemic issues with ship operators cutting corners on maintenance, with AMSA banning several ships last year over poor maintenance programs.
"Whether it's the owner with a direct hand on it or whether it's an indirect hand through a management company, ultimately the buck has to stop somewhere in the management system," he said.
"But it's quite often the case that that registry of ownership with a particular company is probably a subsidiary company of another company, that's a subsidiary of another company.
"There's been times where we've gone and tried to map who actually owns something and it is very, very opaque … because it's designed to be that way."
Mr Bray said the industry was rife with big players using tax havens and "flags of convenience", registering ships in different countries from where they were owned.
"It's about tax minimisation, first and foremost with all of these corporations but it's also escapism from any regulatory regime that has any teeth," he said.
"You talk about mechanical failures and these kinds of things because it's on the TV in front of you at night.
"But the basics of this [system] too, is it makes it easier to exploit the workforce.
"It's a very, very murky world. And the global powers that be need to put five minutes attention on it and turn a spotlight on it to actually have a look at what's going on."
A Liberian-flagged gas carrier ran aground offshore Egypt, prompting a state of emergency over the weekend in anticipation of any leakage or pollution.
The incident involving the 14,800 cu m LPG tanker Claudia Gas took place in the Gulf of Aqaba during the Eid holiday.
Shipping databases show the 1990-built vessel is owned by Grece’s Benelux Overseas and managed by Zeus Lines.
Local authorities said Sunday the 158-m-long ship was refloated, and detained in the Sharm El-Sheikh port until investigations were completed and the environmental damage was assessed.
Egyptian media reported, citing undisclosed sources, that the vessel had suffered an engine failure and had been empty at the time of the incident.
Pictured below, the vessel track from MarineTraffic of the Claudia Gas from April 9 to today.
Egyptian authorities have detained a gas carrier registered with Liberia when the vessel grounded in an ecologically sensitive region in the Gulf of Aqaba.
Salvage squads could, however, refloat the vessel and shift it into a safe anchorage in the Red Sea near Safaga, Egypt.
The Claudia Gas, a 16,000 dwt vessel built in 1990, had finished offloading in the port of Aqaba and was sailing to Russia when the ship blacked out on 12 April, Friday.
It grounded on Friday night in the Ras Nasrani region, close to the Egyptian town of Sharm El Sheikh.
The Environmental Ministry also alerted the resources for an oil spill but reported the vessel had been refloated with zero signs of a leak. The gas tanks were vacant.
Egyptian authorities were on alert in the region as the Eid Al-Fitr celebration was on.
It is typically a busy tourist time, and they also reported expecting a massive inflow of tourists to the marine reserve.
They expected increased beach activity, with divers and yachts sailing there.
Coastal monitoring was underway during the holiday and increased following the grounding.
Unconfirmed reports from the Egyptian media declared that the gas tanker lost propulsion, resulting in the grounding.
They also suggest that, based on the damage caused in the marine reserve, the vessel could be heavily fined millions of dollars.
Divers reportedly followed the vessel’s path, examining the coral reef for probable injuries.
Dr. Yasmine Fouad, Minister of the Environment, further mentioned that post-accident examinations were underway.
The studies measure the damage to the coral reef, possible recovery rates, and the likelihood of undertaking restoration efforts.
The vessel, managed by Zeus Lines of Greece from 2020 onward, was examined in February 2024 in Aqaba. At that time, it was cited for inoperative gauges, but detention was not imposed.
Tourists in Thailand have had to jump overboard after their ferry caught fire on the way to Koh Tao, which is an island particularly popular with backpackers.
Terrifying footage shows huge flames and smoke billowing from the blackened ferry after its passengers made a lucky escape.
About a decade ago, Koh Tao was dubbed ‘Death Island’ by foreign media following the murder of two British backpackers, along with other tourist deaths and disappearances.
The ferry that caught fire on Thursday morning was travelling from Surat Thani in southern Thailand with about 97 Thai and foreign passengers, who were all rescued, Police Colonel Chokchai Sutthimek, superintendent of the Koh Tao Police Station, said.
There were 11 Burmese boat crew, who were also rescued.
Some passengers suffered minor injuries from smoke inhalation.
“The vessel involved was the Ko Jaroen 2, a night ferry that also serves as a cargo boat. It was bound for Koh Tao and left the pier from Surat Thani at 11 pm last night,” Sutthimek said.
‘The fire originated in the engine room while the boat was mid-sea and approaching the pier at Koh Tao, causing panic among passengers, some of whom jumped overboard.
“After receiving the report from authorities and boat operators at Koh Tao, we swiftly dispatched a rescue boat to evacuate all passengers and crew back to the coast.
A Surat Thani resident who was on the ferry at the time told The Associated Press the rescue boats could not get close enough to the ferry out of fear of explosions, meaning people had to jump into the sea to be rescued.
“We could barely get the life vests in time,” he said. “It was chaotic. People were weeping … I also teared up.”
Footage showed passengers wearing life jackets gathered on the highest points of the vessel as smoke billowed around them.
There were also cars and motorbikes seen on the ferry.
An investigation has now been launched to determine the cause of the fire.
Just two days earlier, a diving boat was also engulfed in flames in southern Thailand.
No injuries were reported in that fire as only one person, who managed to jump into the water to escape, was on-board at the time.
In 2015, a 12-year-old tourist died after a ferry burst into flames while travelling from Krabi to the island of Phuket.
More than 100 other passengers were rescued but the girl went to the bathroom just before the fire broke out at the stern of the vessel.
Liga Asuransi – Greetings, risk takers! In the first week of April 2024, we again present a series of news regarding accident incidents in Indonesia which invites all of our attention. Risk can lurk anywhere and at any time, and it doesn’t know who is the victim. We cannot predict when accidents will occur, but we have the ability to reduce their impact by prioritizing safety. In this article, we have collected seven accident news stories that will deepen our understanding of the importance of safety in everyday life.
Let’s stay alert and take care of ourselves and those closest to us.
OUT OF CONTROL TRUCK! CONSECUTIVE COLLISIONS ON THE CILEUNGSI-CIBUBUR TRANSYOGI HIGHWAY, MATERIAL LOSSES REACH IDR 100 MILLION
A serious accident occurred on the Transyogi Highway between Cileungsi and Cibubur last Sunday (31/3), when a truck and five cars were involved in a tense collision. According to Head of Traffic Unit for Bogor Police, AKP Rizky Guntama, the terrible incident occurred at around 13.40 WIB.
From the information given by Rizky, the unfortunate incident began when a large truck was driving from Cileungsi to Cibubur. However, when the truck reached an incline, the vehicle apparently lost power and began to slide backwards without control.
“The Hino truck with plate number B 9040 TYY seemed to have difficulty climbing uphill, then uncontrollably reversed,” explained Rizky in his official statement.
The truck, which shifted backwards, then crashed into the side of a nearby Hyundai Creta. The tragic incident continued with a heavy impact on the Mercy Mayasari bus, before finally turning around and hitting the Toyota Avanza.
Unfortunately, the seemingly out of control truck continued to accelerate and hit other cars along the way, including a Daihatsu Sigra and a Honda Freed, before finally hitting the road divider with terrifying force.
“The truck hit the Daihatsu Sigra and Honda Freed before finally stopping after hitting the sidewalk,” added Rizky.
Luckily, there were no fatalities in the accident, although four people were reported to have suffered minor injuries. However, material losses resulting from the collision are estimated to reach an astonishing figure, around IDR 100 million.
This tragic incident immediately attracted the attention of netizens after a video circulated showing the tense moments of the accident. The video shows how several cars were involved in a horrific chain collision.
Congestion along the Cileungsi-Cibubur Highway was unavoidable due to this incident, with many residents coming to the location to see the situation and help with the evacuation process.
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EXPLOSION AND FIRE AT THE PT POKPHAND CHICKEN FEED FACTORY IN THE MAKASSAR INDUSTRIAL AREA. 14 PEOPLE INJURED AND 1 FATALITY
Monday (1/4), a major fire occurred at the chicken feed factory owned by PT Pokphand which is located in the Makassar Industrial Area (KIMA). This incident not only caused material losses, but also left deep sorrow with one worker dying and 14 other people suffering burns.
Makassar Police Chief, Police Commissioner Mokhamad Ngajib, revealed that the fire that occurred on Monday afternoon was accompanied by an explosion in the factory. “Then we investigated the crime scene (TKP), it turned out there were victims, one person died, then 14 people were injured,” said Ngajib.
The cause of the fire is thought to have come from welding activity in one of the leaking chimneys, which then sparked a spark. “This was the cause of the explosion and there were also sparks. So the victim who died suffered blisters (burns),” he said.
Currently, the police are carrying out an investigation and will ask for information from a number of witnesses regarding this tragic incident. “We are carrying out the crime scene processing and tomorrow we will carry it out together with the South Sulawesi Police Labfor Team and the Identification Team, then we will examine the witnesses,” he explained.
The workers who were victims are undergoing intensive treatment in hospital. “We have just checked at the hospital. We have just reported one death and 14 injuries,” he added.
This incident is an important moment to review safety protocols in the workplace to prevent a similar tragedy from recurring in the future.
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MUGI BERKAH GROCERY STORE ENGULFED IN FIRE. LOSSES REACH IDR 1 BILLION
A tragic incident struck the Mugi Berkah Grocery Store on Jalan Ir. Juanda, Ponorogo, when the fire fiercely devoured the entire building. Temporary estimates indicate that the fire was caused by an electrical short circuit, causing losses estimated at IDR 1 billion. Although it was fortunate that there were no fatalities in this incident, the sight of the burnt-out shop left the owner deeply scarred.
One of the victim’s family members, Harjanto, described the tense moment when the fire erupted. “The shop had just closed for about half an hour, our family went into the house,” he told reporters. “Suddenly, we saw a fire appear. At first, we didn’t really notice it. However, screams from local residents and people passing in front of the shop warned us that there was a fire,” explained Harjanto.
In a brave effort to extinguish the fire, the owner and local residents fought tooth and nail. However, the fire was so fierce that it was difficult to control. “Everything in the shop is gone, there’s nothing that can be saved,” said Harjanto in a sad tone.
Adding to this story, Ponorogo Police Chief Inspector Muhammad Mustofa Sahid explained that the fire occurred at around 23.45 WIB on Monday night. “A fire suddenly appeared on the left side of the grocery store. Luckily the fire did not spread to all the houses adjacent to the shop,” said Sahid.
Even though the material losses are very large, the most important thing is that the safety of the soul is maintained. Surviving this disaster, the homeowner and his family of 5 people can breathe a sigh of relief. “A total of 4 vehicles were deployed to extinguish the fire. Three PMK cars and one BPBD Ponorogo water tank,” explained Sahid.
The shop owner, Sudrajat, had to swallow a bitter pill because of this incident. Shops that were ready to welcome the Eid season had to be burned to the ground. “It is estimated that the loss will reach IDR 1 billion,” concluded Sahid in a concerned tone. Hopefully recovery and restoration can be carried out soon for all those affected by this fire.
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HORRIBLE EXPLOSION ON THE MUSI RIVER: JUKUNG SHIP BURNS UNDER AMPERA BRIDGE
Palembang was shaken by panic when a jukung ship, the Morning Star, suddenly exploded in the Musi River. The violent explosion was followed by flames that licked the night sky, spreading panic among residents living on the outskirts of the Ampera Bridge.
The jukung ship which was refueling at the Apung gas station in Lorong Keramat, Kelurahan 4 Ulu, Palembang, that night, suddenly became a source of destruction. The fierce fire destroyed the ship, while the current of the Musi River quickly dragged the wreckage far from the scene.
From this tragedy, four people became victims. Two of them were in critical condition, one was declared dead, and another was reported missing. This accident not only caused panic among motorists passing through the Ampera Bridge, but also caused destruction around the area under the iconic bridge.
An eyewitness, Deri, who witnessed the terrible incident, revealed that the explosion was not from the Floating Gas Station, but from a jukung ship loaded with oil. “It was a jukung ship that exploded, carrying shopping goods coming from under Ampera,” he said.
According to him, the jukung ship first exploded near the coast of the Musi River, in the area of Kelurahan 3-4 Ulu Palembang. “Earlier there was a firefighting boat and local residents helped put out the fire. The boat was swept away by the gradual current,” he explained.
This tragedy illustrates the tension felt by Palembang residents, but also shows the spirit of solidarity in efforts to extinguish fires and save lives. Hopefully the injured victim can recover quickly, and incidents like this can be avoided in the future.
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SHIP CARRYING FUEL CAUGHT FIRE AT KBN MARUNDA PORT
KBN Marunda Port, Clincing, North Jakarta, witnessed tension when a ship carrying fuel oil (BBM) caught fire on Tuesday (2/3/2024) at around 09.30 WIB. The fiercely burning fire was successfully extinguished at around 10.11 WIB by North Jakarta Fire Department (Damkar) officers, after their hard efforts involving eight cars and around 40 personnel.
Abdul Wahid, Head of North Jakarta Fire and Rescue Operations, revealed that the situation is currently still in the process of cooling down at the scene. “Damkar arrived at the location at around 10.09 WIB and the fire was successfully localized at around 10.11 WIB,” he told Kompas.com.
Although material losses can be expected to be large, to date there have been no reports of casualties due to the fire. “At the moment there is no confirmation of victims,” said Abdul Wahid.
The dramatic video of the ship fire was widely spread on social media, attracting the attention of netizens. In the video, black smoke fills the sky when the red rooster attacks the fuel carrier. The video was first uploaded by the social media account @mas_ibeng, which openly witnessed the terrible incident.
This incident is a reminder of the risks inherent in the fuel transportation industry, and also highlights the bravery and alertness of firefighters in dealing with emergency situations. Hopefully there will be no casualties in this incident, and hopefully the authorities can find out the exact cause of the ship fire to prevent a similar incident from recurring in the future.
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GROCERY SHOP OWNER IN WEST SUMATRA THREATENED WITH FIREARMS, LOSSES REACH IDR 80 MILLION
Terror has returned to haunt the West Sumatra (Sumbar) region with worrying acts of armed robbery. This time, two perpetrators armed with firearms attacked a grocery store owner in Jorong Sungai Nili, Nagari Sungai Kambut, Pulau Punjung District, Dharmasraya Regency.
In the 1 minute 10 second video recording received by detikSumut, tension was visible when the two perpetrators entered and held the shop owner at gunpoint with a firearm. They do not hesitate to intimidate with these dangerous actions.
The identity of the victim, Ahmad Bonjovi (33), had to feel the bitter impact of the attack with losses reaching IDR 80 million. In this fast-paced incident, the two perpetrators swiftly took money from the grocery store and BRI Link, then ran away without leaving a trace.
Head of Public Relations for the Dharmasraya Police, Akp Edi Sumantri, confirmed this frightening incident. “The two perpetrators came suddenly and immediately threatened the victim with a revolver type firearm. They forced the victim not to fight back while threatening to shoot if there was any resistance,” he explained.
Even though the victim has reported the incident to the police, the whereabouts of the two perpetrators are still unknown. However, the Dharmasraya Police have taken serious action in investigating this case.
“We are investigating the two perpetrators and trying to confirm their whereabouts,” said Edi.
This incident is a warning to the public about the dangers of crime, and shows the importance of prevention efforts and strong law enforcement. Hopefully the perpetrator will soon be arrested and prosecuted in accordance with applicable law, while the victim can recover from the psychological and financial impacts caused by this incident.
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RESIDENTS OF MANDALA, MEDAN CITY, FLOCK TO CITE SPILLED OIL FROM A CPO TANK TRUCK ACCIDENT
A tragic accident occurred on Jalan Garuda 3, Mandala, Medan City, when a tanker truck carrying CPO had an accident on the Bandar Selamat – Tembung toll road on Tuesday (2/4/24). The oil spilled from the truck then flowed into nearby settlements, causing concern for local residents.
In response to this incident, a number of residents spontaneously moved to recover the spilled oil, which had flowed through the toll road drainage and down into the ditch. Without hesitation, they flocked to collect the oil that was scattered in their settlements.
Leo Barus, a resident who was an eyewitness to the incident, explained the chronology of the accident. According to him, the accident occurred after the car in front stopped on the side of the toll road without turning on the hazard lights. As a result, the CPO tank truck coming from behind was unable to avoid it and hit the car, causing the car’s tank to burst which contained CPO oil.
“From that incident, as many as 4 car tanks broke. The oil from the car tanks was also taken by local residents. This person was in the convoy. Because of a car in front. CPO oil,” said Leo Barus.
Meanwhile, residents continue to be busy harvesting the oil that is still flowing, even though the area around the oil spill has become slippery and smelly. This incident shows the quick response and solidarity between residents in dealing with emergency situations like this.
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The Button is a John P. Bobo-class con/ro cargo ship assigned to MSC's maritime prepositioning fleet. The class has a ro/ro loading ramp at the stern for wheeled and tracked cargo, and is capable of supporting the lightering system for over-the-shore logistics. She was built for American Overseas Marine (AMSEA) at the former Fore River Shipyard in Massachusetts in 1986, and was one of the last ships the yard delivered: it closed later that year.
USNS Button with stern ro/ro ramp deployed to interface with a roll-on/roll-off discharge facility (RRDF) (U.S. Navy file image)
Last week, an engine room fire disabled the Military Sealift Command cargo ship USNS Sgt. William R. Button off the coast of Alabama, MSC has confirmed.
USNS Button got under way from the port of Mobile at about 0945 hours on Thursday morning. At about 1330 hours, as USNS Button was under way about 20 nm offshore, a fire broke out in the engine room, the Navy told local media. The crew used the fixed firefighting system to extinguish it. No outside assistance was needed, though the U.S. Coast Guard was there on standby, according to local WKRG News.
USNS Button returned safely to Mobile's harbor on Friday, under tow. No injuries were reported among her 53 crewmembers.
The Button is a John P. Bobo-class con/ro cargo ship assigned to MSC's maritime prepositioning fleet. The class has a ro/ro loading ramp at the stern for wheeled and tracked cargo, and is capable of supporting the lightering system for over-the-shore logistics. She was built for American Overseas Marine (AMSEA) at the former Fore River Shipyard in Massachusetts in 1986, and was one of the last ships the yard delivered: it closed later that year. Under operation by General Dynamics AMSEA, Button served the Maritime Administration for sealift operations, including Operation Desert Shield. She came under MSC ownership for the Prepositioning Program in 2006.
Based on AIS data, USNS Button has been in Mobile since July 2023.
As investigators work to determine what caused the hulking Dali container ship to topple Baltimore’s Francis Scott Key bridge in a matter of seconds on Tuesday, maritime experts around the country are pointing to what could have stopped it.
Tugboats.
These small but mighty vessels tow and push ever-larger ships through channels and help them when their propulsion systems – or lack thereof – cannot. They are standard equipment in ports worldwide and are especially useful to help ships with docking and undocking.
On Tuesday, a pair of tugboats operated by McAllister Towing and Transportation did just that, helping the Dali unmoor itself from the main terminal at the Port of Baltimore and orient the ship toward the open waters.
But they broke away before the massive ship navigated under the bridge, as is common practice. Minutes later, the Dali appeared to lose power and propulsion, sending the craft adrift and directly into one of the bridge’s support columns. The steel-truss bridge immediately collapsed into the frigid Patapsco River.
The accident is igniting debate over the proliferation of “megaships” that fuel today’s commercial transportation industry and whether port protocols have ramped up to safely accommodate them. Although the Dali is average-sized compared to many of these behemoths, the devastation it caused in Baltimore was formidable.
Live updates:Two bodies in Baltimore bridge collapse recovered; search for 4 others ends
Had the tugboats accompanied the ship all the way under the bridge, some experts said, they might have been able to stop, slow, or steer it away from danger.
Such a scenario should be standard operating procedure in all ports, said Capt. Ashok Pandey, a master mariner and associate professor of maritime business at the Massachusetts Maritime Academy. But he said the industry’s reliance on tugs has waned over the years as technological advancements gave many ships the ability to maneuver through channels independently.
Technology is great, Pandey said, until it fails.
“We went wrong by simply equipping ships with bow and stern thrusters that we use in lieu of tugs to maneuver in and out of the ports,” Pandey said. “When we are getting into ports like Baltimore, within a few miles of the bridge, that's too important an asset that we must think of protecting it by all means possible. And we can do that. We can easily do that.”
It may be rare for a ship to lose power at such a high-stakes moment, but it clearly does happen, and he said tugboats could have averted catastrophe.
Implementing such a practice would require a significant investment for U.S. ports, which either own and operate their own tugboats or contract out for tug services. Those costs are then rolled into the ports’ fees charged to shipping companies who use their facilities.
“There are a finite number of tugs, and 99.9% of the time there are no issues,” said Sal Mercogliano, a former merchant mariner and current maritime historian at Campbell University who also hosts a YouTube show called “What’s Going On With Shipping?”
“If the port required tug escorts in and out, then they would not be able to help other ships dock, and undock,” Mercogliano said. “It would need more tugs, and the question becomes, how much will this cost, and will it be passed on to the consumer?”
Because ports compete with each other for shipping business, he said, it’s unlikely that one port would mandate tug escorts unless all of the ports did it for fear of losing lucrative contracts. Shipping companies want the most efficient and cost-effective deal and will simply move to the next port if confronted with higher costs or longer waits.
Mercogliano said he’s not even sure tugboats would have been able to stop the Dali from hitting the bridge. When its power appeared to fail, the ship was going about 8 knots – roughly 9 mph – with a weight of over 100,000 tons.
“It would be like a Prius trying to move a Mack truck on the highway,” he said.
Realities of the container ship arms race
The Dali isn’t even big compared to other container ships hauling goods from port to port these days.
Over the past several decades, newly constructed ships have ballooned to gigantic proportions with load-carrying capacities that used to require five or six ships. The largest container vessel in the 1980s had a maximum capacity of 4,300 20-foot containers – otherwise referred to as TEUs, or 20-foot equivalent units – the standard unit of measurement for cargo capacity.
Today’s largest ship, the MSC Irina, has a capacity of 24,346 TEUs.
The Dali, by comparison, has a capacity of just under 10,000 TEUs, making it the typical “meat and potatoes of container ships,” said Kevin Calnan, assistant professor of marine transportation at California State University Maritime Academy.
Like most container ships, Calnan said, the Dali has one engine and one propeller. Its emergency diesel generator, standard in all such vessels, has enough power to keep key systems going – but not enough to restart the engine or provide propulsion.
In a video posted to social media, lights on the Dali shut off, then turned back on, then shut off again before the ship struck the bridge. Experts said that was likely the generator as it powered up the lights but not the engine.
It would have taken a second engine on board to fully power the ship and restore propulsion at that point. But Calnan said nobody in the commercial shipping industry is advocating for two engines because of their size and cost.
“Cargo is money, and companies want to maximize the amount of space they want to put cargo in, so to build a ship with a whole other engine would be taking up the space of, like, 150 containers on that ship,” he said. “Unfortunately, there’s not too much movement to require these ships to have two engines.”
Calnan, who has worked and sailed on numerous ships during his career, is among the experts who believe tugboats “definitely” could have stopped the Dali from hitting the bridge. He said he has been in similar situations where the power went out and “having tugs there basically saved the day.”
It may take a disaster for industry and ports to change
The bigger the boats and the more sophisticated the technology, the fewer the crew members on board. The Dali's crew is 22-strong.
In his 26 years sailing on commercial ships, Capt. Mike Campbell said he witnessed that shift to smaller crews as automation and electronics made it possible to do more with less when it came to docking, navigating and maintaining the engines.
“I had captains who would turn the radar off in the middle of the day because they didn't want to wear it out, and you'd just go off visual cues, take readings off lighthouses. Now everything is chips and boards,” he said. “And people are more dependent or reliant on it because they are more reliable.”
Campbell, now a professor at the Massachusetts Maritime Academy and master of the training ship Kennedy, said he’s also seen captains push to meet tight schedules, recalling a time when several other chemical carriers owned by competitors sailed out of the Port of Philadelphia into bad weather. His ship stayed put for three days, and arrived in Houston, safely, a day behind schedule. The other ships, he said, all had to sail to shipyards for repairs caused by the storm.
“I was fortunate that the people I sailed under, my mentors, they never worried about the schedule. It was always about the safe operation of the ship,” he said. “You don't want to push things.”
Mariners are always worried about their schedules now, Pandey said.
The shipping industry has become so highly competitive, with companies all vying for a slice of the business, that crews are more likely to leave port without containers than wait on a late shipment and risk falling behind. Ships typically go from port to port, spending anywhere from six to eight hours in each before moving on to the next.
He called it a race to nowhere in which everyone – from the ports to the shipping companies – is playing along.
U.S. ports have spent billions of dollars over the years adapting to the new reality – upgrading their facilities and dredging their channels deep enough to accommodate these massive ships. Some experts warn they could get even bigger in the future, possibly doubling in cargo capacity at some point.
Amid the race to compete for the revenue and jobs brought by these ever-larger ships, port authorities seem to have forgotten about protecting their critical infrastructure, according to Pandley, the former master mariner. He said Tuesday’s accident might be the wake-up call they need to do some real soul-searching.
USA TODAY reached out to the American Association of Port Authorities to ask its thoughts on requiring tug escorts or any other measures to avert the kind of disaster that happened in Baltimore, but a spokesman said nobody was immediately available to take those questions.
Unfortunately, experts said, it often takes a tragedy to improve an industry.
That’s what happened after the 1989 Exxon-Valdez oil spill in Alaska when the U.S. government required double-hull construction for all newly built oil tank ships and all oil tank barges in American waters. California passed a law in the aftermath of that disaster, requiring all oil tankers to have tug escorts in its ports and harbors.
“We have a saying that the laws are written in blood,” said Roland Rexha, international secretary-treasurer of the Marine Engineers’ Beneficial Association, the oldest maritime union in the United States.
“Knowing what we know now, could we have had tugs accompany the ship to the bridge? Sure. But what were the issues that caused the vessel to lose power in the first place?” he said. “There will be an investigation, and we’re hopeful that the lessons learned will lead to an active change in how things are operated.”
BALTIMORE (AP) — The cargo ship that lost power and crashed into a bridge in Baltimore underwent “routine engine maintenance” in port beforehand, the U.S. Coast Guard said Wednesday, as divers recovered the bodies of two of six workers who plunged into the water when it collapsed. The others were presumed dead, and officials said search efforts had been exhausted.
Investigators began collecting evidence from the vessel a day after it struck the Francis Scott Key Bridge. The bodies of the two men were located in the morning inside a red pickup submerged in about 25 feet (7.6 meters) of water near the bridge’s middle span, Col. Roland L. Butler Jr., superintendent of Maryland State Police, announced at an evening news conference.
He identified the men as Alejandro Hernandez Fuentes, 35, who was from Mexico and living in Baltimore, and Dorlian Ronial Castillo Cabrera, 26, who was from Guatemala and living in Dundalk, Maryland.
The victims, who were part of a construction crew fixing potholes on the bridge, were from Mexico, Guatemala, Honduras and El Salvador, Butler said.
Maryland Gov. Wes Moore addressed their families in Spanish during the news conference, saying, “Estamos contigo, ahora y siempre,” which means, “we are with you, now and always.”
All search efforts have been exhausted, and based on sonar scans, authorities “firmly” believe the other vehicles with victims are encased in material from the collapsed bridge, Butler said. Divers are to resume searching once the debris is cleared.
Coast Guard Rear Admiral Shannon Gilreath said at the news conference that authorities were informed that the ship was going to undergo the maintenance.
“As far as the engine goes, we were not informed of any problems with the vessel,” he said.
The Baltimore region has reeled from the sudden loss of a major transportation link that's part of the highway loop around the city. The disaster also closed the port, which is vital to the city's shipping industry.
National Transportation Safety Board officials boarded the ship to recover information from its electronics and paperwork and to interview the captain and other crew members, NTSB Chair Jennifer Homendy said during a separate news conference. Twenty-three people, including two pilots, were on the ship when it crashed, she said.
The vessel was also carrying 56 containers of hazardous materials including corrosives, flammables and lithium ion batteries, Homendy said. She added that some containers were breached, and that a sheen on the water from those materials would be handled by authorities.
Marcel Muise, NTSB investigator in charge, laid out a preliminary timeline assembled from the voyage data recorder comprising audio from the bridge and VHF radio ahead of the crash, which federal and state officials have said appeared to be an accident.
The vessel, the Dali, left port at 12:39 a.m. Tuesday and, after it entered the channel, signs of trouble came at about 1:25 a.m. when numerous alarms sounded, according to the NTSB. About a minute later, steering commands and rudder orders were issued, and at 1:26 a.m. and 39 seconds, a pilot made a general radio call for nearby tug boats.
Maryland Transportation Authority data from about the same time shows the pilot association dispatcher called the transportation authority's officer on duty about the blackout, the NTSB said.
Just after 1:27 a.m., the pilot commanded the ship to drop an anchor on the left side of the ship and issued added steering commands. About 20 seconds later, the pilot issued a radio call reporting that the Dali had lost all power approaching the bridge.
At about that time, the state transportation officer on duty radioed two of its units already stationed at each end of the bridge saying to close the bridge to vehicle traffic. They were already there because of the construction.
Around 1:29 a.m., when the ship was traveling at about 8 mph (13 kph), recordings for about 30 seconds picked up sounds consistent with it colliding with the bridge, the NTSB said. A Transportation Authority dash camera also shows lights on the bridge going out.
At 1:29 a.m. and 39 seconds, the pilot reported to the Coast Guard that the bridge was down.
Muise said experts will review the entire voyage data recording and develop a detailed transcript.
At least eight people initially went into the water when the ship struck the bridge column, and two of them were rescued Tuesday, officials said.
Traffic was still crossing the span as the ship approached, and some vehicles appeared to escape with only seconds to spare. The crash caused the bridge to break and fall into the water within seconds.
Authorities had just enough time to stop vehicle traffic. One officer parked sideways across the lanes and planned to drive onto the bridge to alert the construction crew once another officer arrived, but he did not get a chance.
The debris complicated the search for the workers, according to a Homeland Security memo described to The Associated Press by a law enforcement official who was not authorized to discuss details of the document or the investigation and spoke on condition of anonymity.
Gov. Moore said the divers faced dangerous conditions, among the mangled metal and low visibility.
“They are down there in darkness where they can literally see about a foot in front of them,” Moore said.
The Dali, which is managed by Synergy Marine Group, was headed from Baltimore to Sri Lanka. It is owned by Grace Ocean Private Ltd., and Danish shipping giant Maersk said it had chartered it.
The vessel passed foreign port state inspections in June and September 2023. In the June inspection, a faulty monitor gauge for fuel pressure was rectified before departure, Singapore’s port authority said.
The ship was traveling under a Singapore flag, and officials there said they will conduct their own investigation in addition to supporting U.S. authorities.
The sudden loss of a highway that carries 30,000 vehicles a day and the port disruption will affect not only thousands of dockworkers and commuters but also U.S. consumers who are likely to feel the impact of shipping delays.
“A lot of people don’t realize how important the port is just to everything,” said Cat Watson, who used the bridge to get to work every day and lives close enough that she was awakened by the collision. “We’re going to be feeling it for a very long time.”
Baltimore is a busy entry point for vehicles made in Germany, Mexico, Japan and the United Kingdom, along with coal and farm equipment.
Ship traffic has been suspended indefinitely. Windward Maritime, a maritime risk-management company, said its data shows a large increase in ships that are waiting for a port to go to, with some anchored outside Baltimore or nearby Annapolis.
At the White House, Transportation Secretary Pete Buttigieg said the Biden administration was focused on reopening the port and rebuilding the bridge, which was completed in 1977. He did not put a timeline on those efforts, while noting that the original bridge took five years to construct.
Buttigieg also planned to meet Thursday with supply chain officials.
Barges, including some with cranes, were on their way to help remove the wreckage, Gilreath said.
Homendy said the NTSB investigation could take 12 to 24 months but the agency may issue urgent safety recommendations sooner. A preliminary report should come in two to four weeks.
“It’s a massive undertaking for an investigation,” Homendy said.
From 1960 to 2015, there were 35 major bridge collapses worldwide due to ship or barge collisions, according to the World Association for Waterborne Transport Infrastructure.
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The Baltimore bridge collapse has wreaked havoc at one of the country’s busiest ports and raised questions about the Singapore-flagged container ship involved in the incident.
Maryland Governor Wes Moore on Tuesday said the crew of the Dali was able to send a critical emergency alert that enabled authorities to clear the bridge of further car traffic ahead of impact.
The container ship had previously been involved in a minor incident in Belgium’s Port of Antwerp.
The Key Bridge was hit by a ship and collapsed on March 26, 2024.
The Washington Post | The Washington Post | Getty Images
Six construction workers were presumed dead on Wednesday after a massive cargo ship struck the Francis Scott Key Bridge in Baltimore, causing it to partially collapse into the Patapsco River.
The incident, which has wreaked havoc at one of the country’s busiest ports and sparked fears about supply chain disruption, has raised questions about the Singapore-flagged container ship involved.
Known as the Dali, the nearly 1,000-foot-long vessel was heading out of Baltimore Harbor and bound for Sri Lanka, when it hit a support pylon of the bridge at around 1:30 a.m. ET.
It appeared to be traveling at roughly 8 knots (about 9 mph) before the collision, according to LSEG shipping data. Video footage of the disaster appears to show the 1.6-mile structure crumpling into the icy water almost immediately after it was struck.
A search and rescue effort was suspended Tuesday evening.
Maryland Gov. Wes Moore on Tuesday said the crew of the Dali was able to send a critical emergency alert that enabled authorities to clear the bridge of further car traffic ahead of impact.
“Between the mayday and the collapse that we … that we had officials that were able to … to begin to stop the flow of traffic, so more cars would not end up on the bridge, which saved lives in a very, very heroic way,” Moore said at a news conference.
Moore said the ship’s crew notified authorities of power issues prior to the collision and that a preliminary investigation pointed to an accident.
What do we know about the Dali?
The Dali was previously involved in a minor incident in Belgium’s Port of Antwerp, the second-largest port in Europe.
The ship suffered “sufficient damages” in July 2016 when it struck the stone wall of the quay during unmooring maneuvers, according to shipping trafficking website Vesselfinder.
The accident, which did not cause any injuries, occurred during good weather and “was caused by the mistake of the Master and pilot on board.” The Dali remained afloat after the incident and was subsequently repaired.
Separately, an inspection of the Dali in San Antonio, Chile, in June last year found propulsion and auxiliary machinery deficiencies, NBC News reported Tuesday, citing data from the website Equasis, which provides information on ships.
In an aerial view, cargo ship Dali is seen after running into and collapsing the Francis Scott Key Bridge on March 26, 2024 in Baltimore, Maryland.
Tasos Katopodis | Getty Images
However, Singapore’s port authority on Wednesday said that the container ship had passed overseas inspections and carried certificates to cover its structural integrity and functionality at the time of the Baltimore bridge incident.
The Dali underwent and passed two separate foreign port state inspections in June and September last year, the authority said. In the June inspection, the container ship was found to have had a faulty monitor gauge for fuel pressure, but this was fixed before the vessel departed the port.
The Maritime and Port Authority of Singapore added that the Dali’s next classification and statutory surveys had been scheduled for June 2024.
Who chartered the ship?
Danish shipping giant Maersk
has confirmed it chartered the Dali, saying on Tuesday that it was “horrified” by what happened in Baltimore.
“Our thoughts are with all of those affected. We can confirm that the container vessel ‘DALI’, operated by charter vessel company Synergy Group, is time chartered by Maersk and is carrying Maersk customers’ cargo,” the company said in a statement.
“No Maersk crew and personnel were onboard the vessel. We are closely following the investigations conducted by authorities and Synergy, and we will do our utmost to keep our customers informed.”
Since the Panama Canal was expanded in 2016, Baltimore’s 50-foot shipping channel and port handle some of the world’s largest cargo ships that arrive from Asia and elsewhere. The port handles goods including automotives, sugar, coal and machinery.
— CNBC’s Ruxandra Iordache and Jenni Reid contributed to this story.
Emily Le Coz, Claire Thornton, Josh Meyer, Tom Vanden Brook USA TODAY
Propulsion failed on the cargo ship that struck the Francis Key Bridge in Baltimore early Tuesday as it was leaving port, causing it to collapse into the frigid Patapsco River. Its crew warned Maryland officials of a possible collision because they had lost control.
“The vessel notified MD Department of Transportation (MDOT) that they had lost control of the vessel” and a collision with the bridge “was possible,” according to an unclassified Department of Homeland Security report. “The vessel struck the bridge causing a complete collapse.”
An official speaking on condition of anonymity confirmed to USA TODAY that the DHS’ Cybersecurity and Infrastructure Security Agency is working with federal, state, and local officials “to understand the potential impacts of this morning’s collapse of the Francis Scott Key Bridge.”
Clay Diamond, executive director, American Pilots’ Association, told USA TODAY power issues are not unusual on cargo ships, which are so large they cannot easily course correct.
“It’s likely that virtually every pilot in the country has experienced a power loss of some kind (but) it generally is momentary,” Diamond said. “This was a complete blackout of all the power on the ship, so that’s unusual. Of course this happened at the worst possible location.”
The ship in Tuesday's crash, Dali, was involved in at least one prior accident when it collided with a shipping pier in Belgium.
That 2016 incident occurred as the Dali was leaving port in Antwerp and struck a loading pier made of stone, causing damage to the ship’s stern, according to VesselFinder.com, a site that tracks ships across the world. An investigation determined a mistake made by the ship’s master and pilot was to blame.
No one was injured in that crash, although the ship required repair and a full inspection before being returned to service. The pier – or berth – was also seriously damaged and had to be closed.
VesselFinder reports that the Dali was chartered by Maersk, the same company chartering it during the Baltimore harbor incident.
The 9-year-old container ship had passed previous inspections during its time at sea, but during one such inspection in June at the Port of San Antonio in Chile, officials discovered a deficiency with its "propulsion and auxiliary machinery (gauges, thermometers, etc)," according to the Tokyo MOU, an intergovernmental maritime authority in the Asia-Pacific region.
The report provided no other information about the deficiency except to note that it was not serious enough to remove the ship from service.
In an aerial view, the cargo ship Dali sits in the water after running into and collapsing the Francis Scott Key Bridge in Baltimore on Tuesday.
Why did Dali crash into the Baltimore bridge?
Officials said Tuesday they’re investigating the collision, including whether systems on board lost electricity early Tuesday morning, which could be related to mechanical failure, according to a U.S. official who was not authorized to speak publicly.
Accidents at sea, known as marine casualties, are not uncommon, the source told USA TODAY. However, “allisions,” in which a moving object strikes a stationary one with catastrophic results, are far less common. The investigation of the power loss aboard the Dali, a Singapore-flagged vessel, will be a high priority.
In a video posted to social media, lights on the Dali shut off, then turned back on, then shut off again before the ship struck a support pier on the bridge.
Numerous cargo and cruise ships have lost power over the years.
The International Convention for the Safety of Life at Sea requires all international vessels to have two independent sources of electricity, both of which should be able to maintain the ship's seaworthiness on their own, according to a safety study about power failures on ships, citing the International Convention for the Safety of Life at Sea.
The Dali's emergency generator was likely responsible for the lights coming back on after the initial blackout, Diamond said.
“There was still some steerage left when they initially lost power,” he said. “We’ve been told the ship never recovered propulsion. The emergency generator is a diesel itself – so if you light off the generator, that’s also going to put off a puff of exhaust.”
Under maritime law, all foreign flagged vessels must be piloted into state ports by a state licensed pilot so the Dali's pilot is licensed by Association of Maryland Pilots.
Diamond described the incident based on information from the Maryland agency that licensed the pilot aboard the ship. His organization represents that group and all other state piloting agencies in the US.
“The pilot was directing navigation of the ship as it happened,” he said. “He asked the captain to get the engines back online. They weren’t able to do that, so the pilot took all the action he could. He tried to steer, to keep the ship in the channel. He also dropped the ship’s anchor to slow the ship and guide the direction.
“Neither one was enough. The ship never did regain its engine power.”
How big is the Dali ship?
The Dali is a 984-foot container vessel built in 2015 by Hyundai Heavy Industries in South Korea. With a cruising speed of about 22 knots – roughly 25 mph. It has traveled the world carrying goods from port to port.
The ship, constructed of high-strength steel, has one engine and one propeller, according to MarineTraffic.com.
The Dali arrived in Baltimore on Sunday from the Port of Norfolk in Virginia. Before that, it had been in New York and came through the Panama Canal.
It remains at the scene of the collapse as authorities investigate.
Who owns and operates the Dali?
It is owned by the Singapore-based Grace Ocean Pte Ltd but managed by Synergy Marine Group, also based in Singapore. It was carrying Maersk customers’ cargo, according to a statement from the shipping company.
In an aerial view, the cargo ship Dali sits in the water after running into and collapsing the Francis Scott Key Bridge in Baltimore on Tuesday.
“We are deeply concerned by this incident and are closely monitoring the situation,” Maersk said in the statement.
Synergy, which describes itself as a leading ship manager with more than 600 vessels under its guidance, issued a statement on its website acknowledging the incident and reporting no injuries among its crew and no pollution in the water. There were two pilots on board and 22 crew members in all, according to Synergy, all of them from India.
USA TODAY reached out to Synergy on Tuesday, but the company did not immediately return a call seeking comment.
巨大な鋼鉄製の構造物は頑丈そうに見えるが、ナイトによると鋼鉄は大きさのわりに比較的軽い。このため間違った方向に十分な力で押したり引いたりされると、紙のように折れることもあるという。
衝突によるとてつもない威力
今回の事故の現場となったフランシス・スコット・キー橋は、橋が複数部分に分かれていない「一体型」である。鋼鉄材を三角形が連続するように組み合わせて重量を支える「トラス橋」と呼ばれる構造だ。中央トラス部分は全長366mにも及ぶ。中央トラスは3つの水平部分（スパン）からなり、ふたつの橋脚に支えられて水上に渡されていた。同様の構造をもつ橋としては、世界で3番目の大きさとなる。
「橋脚を取り去ってしまえば、堅牢さを保つものはほとんどありません」と、ナイトは言う。「映像を見ての通り、3つのスパンすべてが引きずり降ろされるのです」
一方で、中央トラスから独立した両端のスパンは、崩落を免れている。ナイトの見立てによると、橋の構造的欠陥を示唆する証拠はないという。エンジニアリング企業のHardesty & Hanoverは取材に対し、2019年にこの橋の検査を実施したことと、その後も複数の検査をしたことを認めた。一方で、構造の状態について詳しくは言及しなかった。現在、同社にさらなるコメントを求めているところだ。なお、米連邦高速道路局は昨年7月、この橋は安全基準を満たしていることを明らかにしている。
コンテナ船の衝突によるとてつもない威力を甘く見てはならないと、ナイトは補足する。こうした船が完全に停止するには、莫大な力と相当な（数分単位の）時間が必要なのだ。
フランシス・スコット・キー橋は1977年に完成した。ナイトによると、近年では同様の場所に橋を建設する際に、船の衝突のダメージが軽減されるように耐衝撃構造を組み込むことが一般化しているという。例えば、水中防護壁や橋脚の基部を補強するコンクリート構造といったものだ。しかし、たとえこうした補強がされていても、大規模衝突による被害は甚大なものになりうる。
2015年に完成したシンガポール船籍のダリ号において、照明が明滅した理由はわかっていない。「重大な異常を示唆するものです」と、ノースカロライナ州のキャンベル大学の海事史学者で、今回の事故を分析したYouTube動画も投稿しているサルバトーレ・メルコグリアーノは言う。
なぜ主要な橋脚に“まっすぐ”衝突したのか？
事故当時、船にはボルティモア港の2人のパイロット（港湾の内外など、特定水域の航行を補助するために乗船する船員）が乗っていた。ダリ号は船舶自動識別装置（AIS）により位置情報を発信しており、8.5ノット（時速約15km）で航行中だった。AISのデータによると、事故の直前に船は約6ノット（同11km）に速度を落としていた。
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気象予報士、増田有俊だけど質問ある？ | Tech Support
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ビットコインの「半減期」が到来、対応を迫られる採掘事業者たち
ビットコインの「半減期」が到来、対応を迫られる採掘事業者たち
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ドバイで起きた洪水の原因が「人工降雨」ではないと言える理由
ドバイで起きた洪水の原因が「人工降雨」ではないと言える理由
BY AMIT KATWALA
ボストン・ダイナミクスのヒト型ロボットが大幅に進化、そのありえない動きから見えてきたこと（動画あり）
ボストン・ダイナミクスのヒト型ロボットが大幅に進化、そのありえない動きから見えてきたこと（動画あり）
BY CARLTON REID
なお、2人のパイロットとダリ号の船員は全員の無事が確認された。この船の管理会社のSynergy Groupは3月26日（米国時間）に発表した声明で、船員に負傷者はいないことを明らかにしている。
ABC Newsの報道によると、ダリ号の乗員が必死に救難信号を出し、衝突直前であることを運輸局の職員に知らせようとしたという。ABCが確認したサイバーセキュリティ・社会基盤安全保障庁の報告書によると、ダリが「推進力を失う」一方で、乗員は船の「制御を失った」ことを認識していたという。
メリーランド州知事のウェス・ムーアは、救難信号のおかげで橋上の通行を止めることができたと報道陣に語っている。ムーアによると、それは「何人もの命を救った」介入行為だったという。
キャンベル大学のメルコグリアーノは、これだけの大きさの船が針路を急に変えることは非常に難しいと指摘する。映像では船の煙突から黒い煙が突然上がる様子が見てとれるが、これは機関動作の何らかの変化を示している。
今回の事故で特に問題なのは、船が主要な橋脚のひとつにまっすぐに衝突した点だ。明らかに針路を外れている。なぜそうしたことが起きたのか、原因はまだ公表されていない。
事故後の写真を見ると、橋の崩落した部分の下に船首が挟まれている様子がわかる。いかりの鎖も写っているので、ある時点でいかりが降ろされたことになるが、それが衝突の前なのか後なのかは不明だ。しかし、鎖は斜めになっているように見える。メルコグリアーノによると、これは衝突の直前にいかりが降ろされ、短時間だけ引きずられたことを示唆している可能性がある。
船の衝突事故を専門分野のひとつとするロンドンの法律事務所Quadrant Chambersの弁護士ジェームズ・ターナーは、ダリのような種類の商船が衝突を避けられるようにするための自動システムが搭載されていなかったのだろうと指摘する。それでも乗員は、レーダーやAIS、それに目視で情報を得られたはずだ。
こうしたなか、データ収集システムから当時の正確な状況が明らかになる可能性がある。商船は航空機と同じように、データや音声の記録装置をブリッジに備えており、事故調査の重要な情報源になることが多い。
「船長がボタンを押すと、最後の2時間の音声記録が保存されます。機関や操舵など、船のさまざまな部分のデータもすべて保存されます」と、ターナーは説明する。「データはダウンロードして検索することが可能です」
また、AISに記録された事故当時の船の推定速度は「99.99％正確」だろうと、ターナーは言う。
小さな問題も深刻な影響に
当面は崩落した橋にいた人々を見つけることが事故対応の焦点になる。すでに2人が救助され、そのうちひとりは病院に運ばれている。6人の建設作業員が、いまだに行方不明だ。
今回の惨事は海運業にとって困難な時期に起きた。ここ数カ月、パナマ運河が干ばつの影響を受ける一方で、紅海では複数の船舶がフーシ派の攻撃を受けている。それに、ソマリア沖での海賊行為も再び増えている。スエズ運河で起きたエバーギブン号の座礁は、まだ記憶に新しい。わずか3年前の出来事だ。
ボルティモア港当局は声明において、港は閉鎖されていない（港の路上ではまだ車両が走行している）が、新たな通知を出すまで船の出入りを停止すると宣言している。AISのデータを見ると、港の外には12隻ほどの商船が停泊しているが、崩落した橋やダリ号のために入港できない状態だ。
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ビットコインの「半減期」が到来、対応を迫られる採掘事業者たち
ビットコインの「半減期」が到来、対応を迫られる採掘事業者たち
BY JOEL KHALILI
ドバイで起きた洪水の原因が「人工降雨」ではないと言える理由
ドバイで起きた洪水の原因が「人工降雨」ではないと言える理由
BY AMIT KATWALA
ボストン・ダイナミクスのヒト型ロボットが大幅に進化、そのありえない動きから見えてきたこと（動画あり）
ボストン・ダイナミクスのヒト型ロボットが大幅に進化、そのありえない動きから見えてきたこと（動画あり）
BY CARLTON REID
陸軍工兵司令部が川から鉄橋の残骸を撤去し終えるまでには、しばらくかかることだろう。残骸は船舶の航行にとっての大きな脅威になっている。
「港にいるすべての船が足止めされています」と、メルコグリアーノは言う。そして、ボルティモア港はクルマの輸送や石炭の輸出に重要な役割を果たしていると指摘する。
メルコグリアーノによると、全体として見れば現代の海運は極めて安全な状況にある。だが、貿易の量とスピードのために、ひとたび問題が起きると深刻な影響が出やすいのだという。
「これまでにないペースで荷物が移動していて、ミスが許される範囲はとても狭くなっています。ひとつ間違えると、その影響が大きく広がる傾向が見られます」
（Originally published on wired.com, edited by Daisuke Takimoto)
By Jonathan Franklin, Jason Breslow, Rachel Treisman,Ayana Archie
In an aerial view, the cargo ship Dali sits in the water after running into and collapsing the Francis Scott Key Bridge in Baltimore on Tuesday.
At least six people are presumed dead following the collapse of the Francis Scott Key Bridge in Baltimore early Tuesday morning, officials said.
The bridge fell into the Patapsco River after it was struck by a nearly 1,000-foot-long container ship, sending several people plunging into the frigid waters below.
During a news update Tuesday evening, the U.S. Coast Guard told reporters they are ending an active search and rescue operation for the six people left unaccounted for at 7:30 p.m. local time.
Rear Adm. Shannon Gilreath said that based on the length of time since the bridge collapsed and the water temperatures, they don't believe that search teams are going to find any of these individuals still alive.
Gilreath told reporters that the Coast Guard is not leaving, but is going to "transition to a different phase."
The recovery phase will begin at 6 a.m. local time Wednesday when divers will begin searching for remains of all missing victims, Gilreath said.
Col. Roland L. Butler, Jr., Secretary of Maryland State Police, told reporters the conditions have changed and made it dangerous for first responders and divers to be in the water.
He emphasized that police will still have surface ships out in the water overnight.
"We're hoping to put those divers in the water and begin a more detailed search to do our very best to recover those six missing people," Butler said.
The collision set off a rapid search-and-rescue operation. Eight people from a construction crew that was working to repair potholes on the bridge are thought to have fallen into the water, Maryland Transportation Secretary Paul Wiedefeld told reporters.
Authorities did not believe any drivers were submerged in their cars, Wiedefeld said.
The bridge, which is part of Interstate 695, collapsed around 1:30 a.m. when it was struck by a massive cargo vessel named the Dali. Dramatic video of the collision shows the hulking ship–the length of more than three football fields– slamming into one of the bridge's pillars, and then an expanse of the bridge falling into the water instantly.
The Dali, a Singapore-flagged ship, had left Baltimore at 1 a.m. and was bound for Colombo, Sri Lanka, according to Marine Traffic, a maritime data site.
Synergy Marine Group, the company that manages the ship, said in a statement that all 22 crew members are accounted for and that there were no injuries resulting from the crash. The company also said there was no pollution to the water.
In a briefing for the media, Moore said the crew of the container ship had notified authorities about a power outage onboard shortly before the collision. The crew notified authorities of "a power issue," Moore said, confirming earlier reports that they had lost power on the ship.
The ship was traveling at approximately 8 knots when it hit the bridge, Moore said. In the immediate aftermath of the collision, officials feared motorists might be submerged in the river, but Moore said that a mayday signal was issued with enough time for authorities to stop the flow of traffic coming over the bridge.
A collapsed section of the Francis Scott Key Bridge in Baltimore is seen in the waters of the Patapsco River. The bridge collapsed early Tuesday after it was struck by a 984-foot-long cargo ship.
"I have to say I'm thankful for the folks who once the warning came up, and once notification came up that there was a mayday, who literally by being able to stop cars from coming over the bridge, these people are heroes. They saved lives," Moore said.
FBI and state officials said the preliminary investigation points to an accident and that there was no credible evidence of any terrorist attack. Moore said the Francis Scott Key Bridge was fully up to code and there was no structural issue with the bridge.
"In fact, the bridge was actually fully up to code," Moore said.
The ship has had at least one previous accident
Vessel traffic in and out of the Port of Baltimore, one of the busiest on the East Coast, was suspended "until further notice," port officials announced, as search-and-rescue operations continued and the preliminary investigation into the crash was getting underway.
"This does not mean the Port of Baltimore is closed," port officials said in a statement. "Trucks are being processed within our marine terminals."
Gov. Moore declared a state of emergency and said his office was in close communication with Secretary of Transportation Pete Buttigieg. The secretary was due to arrive in Baltimore to visit the crash site and receive updates on the investigation.
The National Transportation Safety Board said it will investigate what happened, announcing on X (formerly Twitter) that it was launching a "go team" to Baltimore.
Prior to the crash, the ship had completed 27 inspections, according to a database by the maritime safety site Equasis. In one inspection at a port in Chile last year, the ship was determined to have a deficiency related to "propulsion and auxiliary machinery," according to Equasis.
In 2016, an inspection found "hull damage impairing sea worthiness" after the ship hit a dock on its way out of the port of Antwerp. Video of the incident shows the stern of the ship scraping against the quay as it attempted to exit the North Sea container terminal.
The bridge's collapse leaves Baltimore and travelers along the East Coast without a vital transit corridor for the foreseeable future. The four-lane, 1.6-mile-long bridge carries some 11.3 million vehicles each year, according to state data, and is one of three ways to get through Baltimore on the interstate.
Reconstructing the bridge will be a "long-term build," Moore told reporters.
Speaking from the White House, President Biden said he intends for the federal government to "pay for the entire cost of reconstructing that bridge."
"We're gonna get it up and running again as soon as possible," Biden said. "Fifteen thousand jobs depend on that port, and we're gonna do everything we can to protect those jobs and help those workers."
The bridge isn't just a vital transportation route. It also has a special historical significance.
It opened to the public in March 1977, but its history goes much deeper than that. Scholars believe it stood within 100 yards of the site where its namesake, Francis Scott Key, witnessed the failed British bombardment of Fort McHenry in September 1814.
Key, an American lawyer, watched the battle from the British warship he had boarded to negotiate the release of a detained American civilian. The awe he felt at seeing the flag rise the next morning inspired him to write "Defense of Fort McHenry," which was later renamed "The Star-Spangled Banner" and became the U.S. national anthem in 1931.
Shippers are scrambling to re-route their cargo
Roughly $80 billion worth of cargo passes through the Port of Baltimore each year. But with the port's shipping channels now closed indefinitely due to the accident, shippers have been left scrambling to find alternate routes to transport their goods to and from the East Coast.
Some vessels have already been diverted to Norfolk, Va., Margie Shapiro, who runs a freight handling business in Baltimore, told NPR. Other traffic could be re-routed through New York or Philadelphia.
The Dali was being chartered by Maersk and carrying cargo for Maersk customers, the shipping giant said in a statement. The company said it would be omitting Baltimore from its services "until it is deemed safe for passage through this area."
Cargo already at the Port of Baltimore will have to travel overland, but truck traffic will also be snarled by the loss of the bridge.
"The whole ecosystem is going to be a little bit off," Shapiro said. "When the ecosystem gets messy, things get messy. Freight rates go up. The world gets a little bit chaotic."
NPR's Dave Mistich and Scott Horsley contributed to this report.
PUBLISHED: 10:04 GMT, 26 March 2024 | UPDATED: 12:28 GMT, 26 March 2024
Shocking tracking video reveals how the Dali container ship changed course and appeared to slow down as it seemingly lost power twice before colliding with Baltimore's Francis Scott Key Bridge and causing it to collapse early Tuesday morning.
Playback animation from MarineTraffic shows the Singaporean-flagged container setting sail from Seagirt Martine Terminal near Point Breeze around 00:24am local time before suddenly pivoting south and heading southeast towards the bridge.
The 1,000ft (299m) vessel, which was bound for Colombo, Sri Lanka, steadies itself in the middle of the Patapsco River and slows before colliding with the bridge near Fort Carroll at 01:28am, collapsing it.
Shocking footage of its approach reveals how the vessel appeared to suddenly lose power before making a partial recovery on its approach. The ship is then seen billowing black smoke into the night sky before losing power again and abruptly pivoting towards one of the structural supports holding the bridge up.
Upon colliding with the structure, the ship appears to lose power a third time as the bridge collapses dramatically around it, first breaking around the support before breaking in the middle and losing balance on its eastern pillar.
Agencies received emergency calls around 01:30am reporting that a ship leaving Baltimore had struck a column on the bridge, according to Kevin Cartwright, director of communications for the Baltimore Fire Department, who described the scene as a 'developing mass casualty event'.
Six hours on, rescue workers are racing against time to save the lives at least seven people believed to have plunged into the frigid 47F (8C) waters, with initial reports indicating around 20 construction workers were also on the busy crossing when it was hit.
The Maryland Department of Transportation confirmed there is an active search and rescue mission as of 7.30am. At the first press conference around 6:30am, Baltimore Fire Chief James Wallace said two people had been pulled from the water. One was unhurt, the other had to be rushed to a local hospital with 'serious injuries.'
Video showed the horrifying moment one of the bridge's supporting beams collapses as the container ship collided with it, bringing the roadway above plummeting some 180ft into the cold waters below.
The middle of the bridge then appears to break apart under the strain before the weight of the unbalanced end sees it too topple backwards into the water.
The ship is also seen to catch fire, with thick, black smoke billowing out of it.
The loud bang of the bridge suddenly collapsing left some stunned and confused, one resident saying he thought his neighbor was playing an 'April Fools' joke' on him when he heard the news.
Michael Brown told NBC News his neighbor thought an earthquake had caused the dramatic collapse.
As rescuers began desperate efforts to save the lives of those pulled under with the bridge, Kevin Cartwright of the Fire Department said the unfolding incident was a 'dire emergency'.
'Our focus right now is trying to rescue and recover these people.'
Emergency responders were searching for at least seven people believed to be in the water, Cartwright said, though he said it's too early to know how many people were affected.
He called the collapse a 'developing mass casualty event'.
He added that some cargo appeared to be dangling from the bridge, which spans the Patapsco River, a vital artery that along with the Port of Baltimore is a hub for shipping on the East Coast.
From a vantage point near the entrance to the bridge, jagged remnants of its steel frame were visible protruding from the water, with the on-ramp ending abruptly where the span once began.
Cartwright also confirmed that the vessel is called 'Dali'.
Both MarineTraffic and Vessel Finder show a vessel of that name heading from Baltimore to Colombo, Sri Lanka.
MarineTraffic reported that the actual time of departure was 1am on Tuesday morning, just half an hour before it crashed into the bridge.
It was scheduled to arrive in Sri Lanka on April 22.
Despite sustaining damage, the ship does not appear to have sunk at the time of writing.
The Dali is 984ft (nearly 300m) long and 157ft (around 48m) wide, according to MarineTraffic.
The 1.6-mile bridge, which is part of I-695, crosses the Patapsco River in Baltimore's harbor. Built in 1977, the main span of the truss bridge at 1,200ft is the third longest span of any continuous truss in the world.
The structure carries around 12million vehicles every year. It carries the Baltimore Beltway/Interstate 695 over the river.
Mayor Brandon M. Scott and Baltimore County Executive Johnny Olszewski Jr. posted on X that, in light of the incident, all lanes have been closed in both directions and traffic is being detoured.
US Secretary of Transportation Pete Buttigieg has since spoken to Maryland Gov. Wes Moore and Mr Scott, according to a post from the secretary on X.
Buttigieg said: 'Rescue efforts remain underway and drivers in the Baltimore area should follow local responder guidance on detours and response.'
The Dali struck the Francis Scott Key Bridge in Baltimore in the early hours of the morning
The container ship Dali rammed into a major bridge in Baltimore early Tuesday, causing it to snap in a few places and plunge into the river below leaving rescuers looking for around seven people
ByCharlie JonesNews Reporter
The ship that caused the Baltimore bridge collapse had been involved in a crash before, it has been revealed.
The container ship that hit the bridge has been identified as Singapore-flagged ship the Dali and was heading to to Colombo in Sri Lanka at the time of the collision.
In 2016, it collided with a dock at Port of Antwerp while leaving the port. It has been reported that incident was caused by mistake of the Master and pilot on board, according to Vessel Finder.
The ship is now flying under a Singapore flag, WTOP radio station reported, citing Petty Officer Matthew West from the Coast Guard in Baltimore.
Synergy Marine Group, which owns and manages the ship, confirmed the vessel hit a pillar of the bridge at about 1:30 a.m. while two pilots were in control. It said all crew members, including the pilots, were accounted for and there are no reports of any injuries.
Inital reports suggest the ship lost propulsion. ABC quoted the US Cybersecurity and Infrastructure Security Agency as saying: "The vessel notified MD Department of Transportation (MDOT) that they had lost control of the vessel and a collision with the bridge was possible.
"The vessel struck the bridge causing a complete collapse."
The container ship Dali has overall length of 300m and can carry 111,000 tonnes of cargo. It was built in 2015 by Hyundai Heavy Industries in South Korea.
Two people were pulled from the waters under the Francis Scott Key Bridge, one in serious condition, according to Baltimore Fire Chief James Wallace.
“Never would you think that you would see, physically see, the Key Bridge tumble down like that. It looked like something out of an action movie,” said Baltimore Mayor Brandon Scott, calling it “an unthinkable tragedy.”
Maryland Gov. Wes Moore declared a state of emergency and said he was working to get federal resources deployed. The FBI was also on the scene.
Map shows where the boat struck the bridge ( Image: Google)
Synergy Marine Group — which owns and manages the ship called the “Dali” — confirmed the vessel hit a pillar of the bridge at about 1:30 a.m. while two pilots were in control. It said all crew members, including the pilots, were accounted for and there are no reports of any injuries.
From a vantage point near the entrance to the bridge, jagged remnants of its steel frame were visible protruding from the water, with the on-ramp ending abruptly where the span once began.
Originally known as the Outer Harbor Crossing, the bridge was renamed the Francis Scott Key Bridge in 1976, while still under construction. The steel arch-shaped continuous through truss bridge's main span of 1,200 ft was the third longest span of any continuous truss in the world. It was named after amateur poet Francis Scott Key, the author behind the American national anthem, the Star Spangled Banner.
By Andy Sullivan, Joseph Campbell and Gabriella Borter
BALTIMORE, March 26 (Reuters) - Six workers were missing and presumed dead from a bridge that collapsed in Baltimore Harbor early on Tuesday after a massive cargo ship crippled by a power loss rammed into the structure, forcing the closure of one of the busiest ports on the U.S. Eastern Seaboard.
With dive teams facing increasingly treacherous conditions in the darkened, wreckage-strewn waters, active search-and-rescue operations were suspended about 18 hours after the accident, U.S. Coast Guard and Maryland State Police officials said.
Coast Guard Rear Admiral Shannon Gilreath said there was no hope of finding the missing workers alive due to the frigid water and the length of time elapsed since the accident.
State Police Colonel Roland Butler said authorities hoped to return divers to the water after sunrise on Wednesday in an effort to recover the workers' remains.
The Singapore-flagged container vessel named Dali, heading out of Baltimore Harbor bound for Sri Lanka, plowed into a support pylon of the Francis Scott Key Bridge over the mouth of the Patapsco River at about 1:30 a.m. (0530 GMT).
A trestled section of the of the 1.6-mile (2.57 km) span almost immediately crumpled into the icy water, sending vehicles and people into the river.
Rescuers pulled two survivors to safety, one of whom was hospitalized. They and the six missing were part of a work crew filling potholes on the road surface of the bridge, officials said earlier.
BIGGER DISASTER AVERTED
The ship reported a power failure before impact, which enabled officials to stop traffic on the bridge before the collapse.
"By being able to stop cars from coming over the bridge, these people are heroes. They saved lives last night," Maryland Governor Wes Moore said at a midday news briefing. The bridge was up to code with no known structural issues, Moore said.
There was no evidence of foul play, officials said.
Baltimore Mayor Brandon Scott described a scene of twisted metal shooting into the sky.
"It was something out of an action movie. It was something you never thought you'd see," he said.
Video footage on social media showed the vessel slamming into the bridge in darkness, the headlights of vehicles visible on the span as it crashed into the water and the ship caught fire.
U.S. Transportation Secretary Pete Buttigieg said closure of one of the country's busiest shipping lanes until further notice would have a "major and protracted impact to supply chains." The Port of Baltimore handles more automobile cargo than any other U.S. port - more than 750,000 vehicles in 2022, according to port data.
General Motors (GM.N), opens new tab and Ford Motor (F.N), opens new tab will reroute affected shipments, but the companies said the disruption would be minimal.
The 948-foot (288.95 m) vessel had experienced a momentary loss of propulsion and dropped anchors as part of emergency procedures before impact, its management company, Synergy Marine Pte Ltd reported, according to the Singapore Port Authority.
The Dali, owned by Grace Ocean Pte Ltd, rammed into one of the pillars of the bridge, according Synergy. All 22 crew members aboard the vessel were accounted for, it said.
Besides impacts to auto shipments, the port closure could force shippers to divert Baltimore-bound cargo from containers to bulk material. It could create bottlenecks and increase delays and costs on the Eastern seaboard, experts say.
President Joe Biden said the U.S. Coast Guard responded quickly to the mayday call and commended the fast action of Maryland transportation officials who closed the bridge before it was struck.
Biden promised to visit Baltimore, 40 miles (64 km) away, as soon as possible and said he wanted the federal government to pay to rebuild the bridge.
"I'm directing my team to move heaven and Earth to reopen the port and rebuild the bridge as soon as humanly possible," Biden said. The bridge, named for the author of the Star-Spangled Banner, opened in 1977.
'SHOCKING SIGHT'
National Transportation Safety Board chair Jennifer Homendy said a team of 24 investigators and other agency personnel were on the scene but held off boarding the ship during search-and-rescue operations. She said personnel from Singapore safety agencies would arrive in Baltimore on Wednesday.
Jayme Krause, 32, was working a night shift on shore when the cart of packages in front of her shook violently in what sounded like an intense thunderstorm.
A co-worker at an Amazon logistics facility told her the bridge had collapsed and she ran out to look.
"I went over there, and sure as anything, it was gone, the whole bridge was just like, there was nothing there," she told Reuters. "It was a shocking sight to see."
The bridge serves as the main thoroughfare for motorists between New York and Washington seeking to avoid downtown Baltimore. It was one of three ways to cross the harbor, with a traffic volume of 31,000 vehicles per day, or 11.3 million a year.
The same ship was involved in an incident in the port of Antwerp, Belgium, in 2016, hitting a quay as it tried to exit the North Sea container terminal.
An inspection in 2023 carried out in San Antonio,Chile, found "propulsion and auxiliary machinery" deficiencies, according to data on the public Equasis website, which provides information on ships.
Tuesday's disaster may be the worst U.S. bridge collapse since 2007, when the I-35W bridge in Minneapolis collapsed into the Mississippi River, killing 13 people.
The Dali was chartered by shipping company Maersk (MAERSKb.CO), opens new tab at the time of the incident, the Danish company said in a statement.
More than 40 ships remained inside Baltimore port including small cargo ships, tug boats and pleasure craft, data from ship tracking and maritime analytics provider MarineTraffic showed. At least 30 other ships had signalled their destination was Baltimore, the data showed.
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Reporting by Joseph Campbell, Andy Sullivan, Andrea Shalal, David Shephardson, Steve Holland, Christian Schmollinger, Rich McKay, David Shepardson, Gabriela Borter, Shubham Kalia, Harshita Meenaktshi, Shreya Biswas, Jyoti Narayan, Kat Jackson, Jonathan Saul; Writing by Doina Chiacu and Ros Russell; Writing by Steve Gorman; Editing by Josie Kao, Howard Goller and Stephen Coates
Baltimore Police Department told NBC News it was notified of a partial bridge collapse early Tuesday, with workers possibly in the water, at the Francis Scott Key Bridge.
The collapsed Francis Scott Key Bridge in Baltimore, Md.via Harford Co., MD Fire & EMS
By Patrick Smith and Julia Jester
A major bridge in Baltimore, Maryland, partially collapsed Tuesday morning after it was hit by a container ship, possibly leaving a number of people in the river below, authorities said.
A spokesperson for Baltimore Police Department told NBC News that it was responding to the incident at the Francis Scott Key Bridge, an enormous steel structure which carries the Interstate 695 over the Patapsco River southeast of the Baltimore metropolitan area.
“I can confirm at 1:35 a.m., Baltimore City police were notified of a partial bridge collapse, with workers possibly in the water, at the Francis Scott Key Bridge,” Detective Niki Fennoy said in a statement.
The U.S. Coast Guard told NBC News it received a report at 1:27 a.m. ET that a “motor vessel made impact with the bridge” and confirmed it was a 948-foot vessel named DALI, a container ship sailing under a Singaporean flag.
"USCG has deployed three response boats, and pollution responders are en route," said a spokesman, Petty Officer First Class Matthew West.
Follow live updates here.
The Maryland Transport Authority confirmed that the I-695 was shut because of the Key Bridge collapsing due to a "ship strike."
Baltimore County Executive Johnny Olszewski, Jr. said on X that he was aware of the incident and in touch with the fire service chief, the mayor of Baltimore and other local officials. “Please pray for those impacted,” he said.
Baltimore Mayor Brandon M. Scott said on X he was on his way to the bridge. “Emergency personnel are on scene, and efforts are underway,” he said.
NBC News has contacted other emergency response agencies for further details.
Images posted to social media early Tuesday show the mangled wreck of the bridge rising out of the river in the dawn twilight. Video showed a stationary ship with its lights still on, against the dark outline of the ruined steel structure. A livestream shot of the collision shows the ship slowly move into the bridge’s support as cars and trucks travel on the road above.
Built in 1977 and referred to locally as the Key Bridge it later named after the author of the American national anthem. The bridge is more than 8,500 feet, or 1.2 miles, long in total. Its main section spans 1,200 feet and was one of the longest continuous truss bridges in the world upon its completion, according to the National Steel Bridge Alliance.
Cranes toppled and containers floating in the harbor after the docking incident in Turkey (General Directorate of Maritime Affairs)
[Brief] A Hong Kong-registered containership arriving at the private container port in Kocaeli, Turkey was unable to stop while maneuvering and knocked over the large container cranes. Initial reports said no one was injured in the dramatic accident, but later reports from the Turkish media said that the operator of one of the cranes was seriously injured in the incident.
The YM Witness, a 145,000 dwt containership built in 2015 and operated by Yang Ming, was arriving at the port on Saturday afternoon, March 16. The ship is 1,207 feet (368 meters) in length with a capacity of 14,000 TEU.
The vessel had a pilot aboard but for unknown reasons appeared to be coming toward the dock at a steep angle and was unable to stop its forward motion. The vessel in succession knocks over the large cranes used to load and unload the containers. The port authority is reporting that several containers were also knocked from the vessel into the harbor.
Dockworkers can be seen running in some of the videos as the cranes are pushed and then come crashing down. Local police and fire responded to the incident which is currently under investigation.
Oil has been spotted as far away as Casian Island, off the north coast of the western island of Palawan, about 350 kilometres (220 miles) southwest of where the tanker sank.
As feared, oil has also drifted north to the Verde Island Passage -- a busy sea lane between Mindoro and the Philippines' main island of Luzon.
Environment Secretary Maria Antonia Loyzaga said previously that the area was "globally recognised" for its marine biodiversity.
The Philippine Coast Guard said clean-up operations on Monday removed oil from the shores of three villages on Verde Island, which is popular with divers.
Oil also has been spotted further along the passage at Tingloy municipality on Maricaban Island, part of Batangas province.
Residents and coast guard personnel have been removing oil-coated seaweed and other debris from affected areas.
Tens of thousands of people have been affected by the spill, with scores falling ill. The government is distributing food packs and other assistance.
Among the hardest hit are fishermen, who have been ordered to stay on shore until they can fish safely.
jae-amj/smw
The Barron's news department was not involved in the creation of the content above. This story was produced by AFP. For more information go to AFP.com.
Transport Malta’s Marine Safety Investigation Unit has issued an investigation report into the engine-room fire on board the Maltese registered oil / chemical tanker GRETA K within Leixões port limits on 21st March 2023.
The incident
At about 1542 (LT) on 20 March 2023, Greta K departed Sines, Portugal, loaded with a cargo of oil products, bound for Leixões, Portugal, with an ETA of 1500 on 21 March 2023. Soon after picking up the pilot for Leixões, and as the vessel was about to enter the port, a fire was detected in the engine-room at around 1518 on 21 March 2023. The engine control room was vacated, the quick-closing valves (QCVs) were activated, and the engine-room fire dampers were closed. After all the crew members were accounted for, the vessel’s fixed, carbon dioxide (CO2) fire extinguishing system was released at 1530, with the crew members boundary cooling the area.
At about 1537, tugboat Tetris arrived on the scene and started boundary cooling of the casing around the funnel. At 1544, the CO2 pressure was reported to read zero, confirming the discharge of the bank of CO2 cylinders. Tugboat Prometeu was made fast forward at 1600, to prevent the vessel from drifting ashore. The vessel was towed away to seaward and by 2103, all crew members were disembarked due to safety concerns.
Despite the port authorities’ efforts to extinguish the fire, the fire fighting continued up to 27 March, until salvors appointed by the Company declared that the fire was extinct at 1345. On 28 March, the vessel was berthed at 1730, with the assistance of three tugboats.
Analysis
Purpose
The purpose of a marine safety investigation is to determine the circumstances and safety factors of the accident as a basis for making recommendations, to prevent further marine casualties or incidents from occurring in the future.
Fatigue and Alcohol
Analysis of the hours of work records showed that they were not in excess of those required by the STCW and the Maritime Labour Convention, 2006 (as amended). The safety investigation was unable to determine the quality of the crew members’ rest, however, in the absence of any evidence that would indicate otherwise, fatigue was not considered a contributing factor to this accident.
Alcohol tests were not carried out as most of the crew were landed ashore due to safety concerns. However, the crew members’ actions did not suggest that alcohol was a contributing factor to this accident.
Conclusions
Findings and safety factors are not listed in any order of priority.
Immediate Cause of the Accident: Fuel oil sprayed out from a fuel pipe flange that was either not tight or became loose due to vibration.
Conditions and Other Safety Factors
A gap in the main engine turbine’s exhaust gas piping insulation provided the heat source to ignite the leaking oil spray;
The engine room’s smoke and heat detectors did not detect the fire as they appeared to have been either isolated or faulty;
Failure of the hyper-mist fire extinguishing system was likely to have contributed to the spread of fire and further damage to the machinery and
engine-room;
The damage to the automatic fire damper during the early stages of the fire may have likely contributed to prolonging the fire as it reduced the
effectiveness of the CO2 and kept the fire alive with an intake of air from the damaged ventilation.
Other Findings
The routine functional test of the hyper-mist system on 19 March 2023, did not ascertain the system’s proper functionality;
The fire detectors appeared to have been faulty for more than three days prior to the fire and remained unreported.
Actions taken
Safety Actions Taken During the Course of the Safety Investigation
The Company ensured that Greta K was safely manned at all times. During the ship’s stay in Leixões, Portugal, crew members and members of the salvors’ team remained on duty for safety reasons and to ensure that developments were assessed on a 24-hour basis. Moreover, a manning of 12 crew members was constantly kept on board during the repairs at the shipyard in Genoa, Italy.
Recommendations
In view of the conclusions reached and taking into consideration the safety actions taken during the course of the safety investigation,
The Company is recommended to:
04/2024_R1 Circulate the findings of this safety investigation to all vessels under its management;
04/2024_R2 Review the routine testing regime of the hyper-mist system on board and consider the re-routing of the system and / or establish that it is suitably
protected to withstand elevated temperatures;
04/2024_R3 Inspect the shielding of pipe flanges carrying fuel oil and heated surfaces, to eliminate the risk of fire.
Keoyoung Sun, a capsized South Korean-flagged chemical tanker, is seen off the western Japan city of Shimonoseki, Yamaguchi Prefecture in western Japan, March 20, 2024, in this photo taken by Kyodo. Mandatory credit Kyodo via REUTERS
Mike Schuler
Eight seafarers have died and two others are still missing after a South Korean chemical tanker, the Keoyoung Sun, capsized in severe weather off the coast of Yamaguchi prefecture in western Japan, on Wednesday.
The 68-meter-long tanker had initially anchored due to adverse weather conditions. However, by Wednesday morning, the vessel was reportedly listing heavily, prompting a distress call for assistance. A total of 11 crew members were on board at the time of the incident.
Japanese public broadcaster, NHK, reported that nine of the crew members have been retrieved so far, out of which eight have been confirmed dead. The search and rescue operations for the remaining two crew members are still ongoing.
The one crew member who survived is from Indonesia, authorities said.
According to reports, the Keoyoung Sun was transporting 980 tonnes of acrylic acid at the time of the incident. Fortunately, no spillage has been detected so far.
In a statement, the Secretary-General of the International Maritime Organization (IMO), Arsenio Dominguez, expressed his sadness over the loss of life in the incident and thanked the search and rescue teams from the Japan Coast Guard for their efforts.
“I extend my deepest condolences and those of the entire IMO family to the families of those who have lost their lives.
“In due course, the investigation report into the casualty should be submitted to IMO for consideration,” Dominguez said.
Equasis data shows the ship is owned and operated by Keoyoung Shipping of South Korea. The ship was built in 1996 and has a deadweight of 1,168 tonnes.
The Maritime & Port Authority of Singapore (MPA) said that its Maritime Rescue Coordination Centre (MRCC) received a distress call from the 3,069 dwt, general cargo vessel Hung Phat 89 at around 4pm local time on 10 March. The Vietnamese-flagged cargoship was about 380 nm east of Vung Tau, Vietnam, within the Singapore Maritime Search and Rescue Region at the time the call was received.
“MRCC Singapore immediately issued navigational broadcasts for vessels in the vicinity to keep a lookout and report sightings of the vessel in distress, and also alerted MRCC Vietnam,” MPA said.
At around 7pm on 10 March the MRCC Vietnam informed the Singapore authorities that all 11 crew had been rescued from the Hung Phat 89, and that the vessel had sunk.
The 2006-built Hung Phat 89 is owned Thai Duong Marine Transport in Vietnam.
LONDON, March 6 (Reuters) - A Houthi missile attack killed three seafarers on a Red Sea merchant ship on Wednesday, U.S. Central Command (CENTCOM) said, the first fatalities reported since the Iran-aligned Yemeni group began strikes against shipping in one of the world's busiest trade lanes.
The Houthis claimed responsibility for the attack, which set the Greek-owned, Barbados-flagged ship True Confidence ablaze around 50 nautical miles off the coast of Yemen's port of Aden.
In an earlier message on X responding to the Houthi claim, Britain's embassy wrote: "At least 2 innocent sailors have died. This was the sad but inevitable consequence of the Houthis recklessly firing missiles at international shipping. They must stop."
The Houthis have been attacking ships in the Red Sea since November in what they say is a campaign in solidarity with Palestinians during the war in Gaza.
Britain and the United States have been launching retaliatory strikes against the Houthis, and the confirmation of fatalities could lead to pressure for stronger military action.
CENTCOM said the Houthi strike also injured at least four crew members and caused "significant damage" to the ship. Earlier, a shipping source said four mariners had been severely burned and three were missing after the attack.
The Greek operators of the True Confidence said the vessel was drifting and on fire. They said no information was available about the status of the 20 crew and three armed guards on board, who included 15 Filipinos, four Vietnamese, two Sri Lankans, an Indian and a Nepali national.
On Thursday, two of the victims were identified as Filipino seafarers by the Philippines' ministry for migrant workers. It said in a statement two other Filipinos were severely injured in the attack and called for "continued diplomatic efforts to de-escalate tensions and to address the causes of the current conflict in the Middle East".
A U.S. defence official said smoke was seen coming from the True Confidence. The official, who also declined to be identified, told Reuters a lifeboat had been seen in the water near the ship.
The United Kingdom Maritime Trade Operations (UKMTO) agency said it had received a report of an incident 54 nautical miles southwest of Aden, which lies near the entrance to the Red Sea, adding the vessel had been abandoned by the crew and was "no longer under command".
"Coalition forces are supporting the vessel and the crew," UKMTO said.
Stephen Cotton, general secretary of the International Transport Workers' Federation (ITF), the leading seafarers union, called for urgent action to protect its members.
"We have consistently warned the international community and the maritime industry about the escalating risks faced by seafarers in the Gulf of Aden and Red Sea. Today ... we see those warnings tragically confirmed," Cotton said.
Four days ago, the Rubymar, a UK-owned bulk carrier, became the first ship to sink as a result of a Houthi attack, after floating for two weeks with severe damage from a missile strike. All crew were safely evacuated from that vessel.
The Houthi attacks have disrupted global shipping, forcing firms to re-route to longer and more expensive journeys around southern Africa. The cost of insuring a seven-day voyage through the Red Sea has risen by hundreds of thousands of dollars.
While the militia has said it would attack vessels with links to the United Kingdom, the United States and Israel, shipping industry sources say all ships could be at risk.
The True Confidence is owned by the Liberian-registered company True Confidence Shipping and operated by the Greece-based Third January Maritime, both companies said in their joint statement. They said the ship had no link to the United States.
Reporting by Jonathan Saul, additional reporting by Enas Alashray and Muhammad Al Gebaly in Cairo, Lisa Baertlein in Los Angeles, Mikhail Flores in Manila; Writing by Angus MacSwan and Peter Graff; Editing by Kevin Liffey, Barbara Lewis, Daniel Wallis and Michael Perry
On February 21, 2024, the Sm Jeju Lng1 collided with a ferry 6 kilometers off Yoseo Island in South Korea. The gas carrier received severe damage to its side. The ferry suffered damage to the bow, it is not known to what extent. At the time of the LNG accident, the carrier was without cargo. 77 crew members of both ships were rescued. The vessels are not in danger of sinking. No casualties were reported.
22nd February 2024 – (Guangzhou) Lixinsha Bridge in Nansha District, Guangzhou, Guangdong Province, was struck by a vessel on Thursday (22nd) at 5.30am, resulting in the bridge’s collapse and vehicles plunging into the water.
According to a statement released locally, an empty cargo vessel traveling from Nansha, Foshan to Nansha, Guangzhou, collided with a pier of the Lixinsha Bridge while passing through the Hongqili Waterway. This collision resulted in the fracture of the bridge deck.
Meanwhile, Guangzhou Public Transportation Group Co., Ltd has issued a statement stating that Liang Jinhua, a driver from the Nansha Bus Fleet, was driving bus number Guangdong A08386D (self-designated number N17049). He was carrying out operating duties on the Nansha 9 Route, traveling from Pearl River Street (Zhujiang Second Road) Station to the final destination of Tuanjie Wei. At 5.31am, while crossing the Lixinsha Bridge in Nansha District, the bridge was hit by a ship, causing the bridge deck to collapse. The bus, with only the driver on board, subsequently fell into the water, and the driver could not be contacted. The scene is currently cordoned off, and rescue personnel are unable to enter.
According to a report from the Guangzhou Maritime Search and Rescue Centre, four vehicles and one motorcycle fell into the water and onto a ship respectively after the bridge was struck, resulting in two deaths and three missing persons. Additionally, the owner of the involved vessel has been detained.
As per information released by the Guangzhou Nansha WeChat account, around 5.30 am on Thursday, an empty container ship travelling from Nanhai, Foshan to Nansha, Guangzhou, collided with a bridge pier on the Hongqi Lixi Waterway, causing the bridge deck of Lixinsha Bridge to fracture. Preliminary investigations indicate that out of the four vehicles and one electric motorcycle involved, two vehicles fell into the water, while the other three fell onto the ship. As of now, two individuals have been rescued, two have died, one crew member suffered minor injuries, and three remain missing.
Lin Jianfeng, Chairman of the People’s Congress of Wanqingsha Town, stated that the surrounding residents have been evacuated. Relevant departments promptly arrived at the scene to carry out emergency rescue operations. Lixi Bridge serves as a primary transportation route for residents of Sanmin Island. Following the incident, traffic control measures have been implemented on the bridge. Zhong Weihong, the village branch secretary of Minjian Village on the island, mentioned that there is still a ferry available for residents’ transportation.
On Wednesday, nearly nine nautical miles northwest of Kuala Kemena off Bintulu, Malaysia, the OSV BOS AZLINA began taking in water. The Malaysian Maritime Enforcement Agency (MMEA) received a distress signal from BOS AZLINA, and at 11:56 a.m., the nearby patrol vessel Bot Kilat 44 was diverted for the rescue operation.
MMEA stated in a press release that upon arrival at the scene, the vessel BOS AZLINA was already half submerged, with all crew members (Indonesian nationals) still onboard. The Captain of BOS AZLINA stated that he had called for a water taxi (Kuda Laut 1) to rescue them. By 12:30 p.m., all crew members had been safely evacuated from the distressed vessel BOS AZLINA with the assistance of the water taxi and MMEA. All crew members are reported to be safe and cooperating in the investigation. MMEA is conducting the investigation, and the vessel agent has been contacted for further proceedings.
16日午前7時ごろ、小泊岬南灯台から約10キロ沖にいたトーゴ共和国船籍の貨物船「GUO MAO 1」（2998トン）から、第2管区海上保安本部に対し、「主機関（エンジン）が故障したため航行不能となった。小泊沖に停泊したい」と通報があった。同船はその後、日本海を南方向に漂流するなどし、午後1時35分ごろに青森県つがる市の約4キロ沖に停泊、これ以降は復旧作業を行っている。中国人2人とベトナム人12人の乗員にけがはない。油流出の被害も確認されていない。
16日午前7時ごろ、小泊岬南灯台から約10キロ沖にいたトーゴ共和国船籍の貨物船「GUO MAO 1」（2998トン）から、第2管区海上保安本部に対し、「主機関（エンジン）が故障したため航行不能となった。小泊沖に停泊したい」と通報があった。同船はその後、日本海を南方向に漂流するなどし、午後1時35分ごろに青森県つがる市の約4キロ沖に停泊、これ以降は復旧作業を行っている。中国人2人とベトナム人12人の乗員にけがはない。油流出の被害も確認されていない。
From the website of the Japan Railway Construction, Transport and Technology Agency
The cargo ship allegedly exported to Iran. Part of the image has been modified.
The Yomiuri Shimbun
An Osaka-based ship trading company and related locations have been searched over suspicions that the company violated the Customs Law by falsely declaring a used cargo ship was being exported to the United Arab Emirates when it actually went to Iran.
Iran is suspected of involvement in recent militant group attacks on commercial vessels in the Hormuz Strait area. The Metropolitan Police Department is working to clarify the details of the cargo ship’s export and what it was to be used for.
The ship trading and brokerage company allegedly submitted false documents to customs around May 2021, claiming that it would export a used 499-gross-ton ship to an UAE company, according to investigative sources.
The MPD’s Public Security Bureau determined that the cargo ship traveled to an Iran port via Southeast Asia after leaving Japan, based on analysis of the ship’s location data. The Osaka company had allegedly obtained permission from the Iranian side for the export, according to sources.
The cargo ship was built in 1997 and owned by entities including the Japan Railway Construction, Transport and Technology Agency, a Yokohama-based incorporated administrative agency. The Osaka ship trading company successfully bid for the vessel in April 2021, securing it for approximately ¥32 million.
According to the company’s website, it serves as an intermediary for the sale of ships to countries such as the UAE, China and Singapore.
Although exporting ships to Iran is not prohibited, trading companies are often cautious about Iran-related business, according to the Foreign Ministry, because the United States has imposed its own economic sanctions on the country over Teheran’s nuclear development program and other issues.
Israel is at odds with Iran and has accused that country, which is alleged to be involved in attacks on commercial vessels, of converting used ships into military ships by installing drones and missiles.
SECTIONSHow Iran fuel oil exports beat U.S. sanctions in tanker odyssey to Asia
REUTERSLast Updated: Mar 20, 2019, 12:22:00 PM IST
fuel oil to Asia in recent months despite U.S. sanctions against such shipments, according to a Reuters analysis of ship-tracking data and port information, as well as interviews with brokers and traders.
The shipments were loaded onto tankers with documents showing the fuel oil was Iraqi. But three Iraqi oil industry sources and Prakash Vakkayil, a manager at United Arab Emirates (UAE) shipping services firm Yacht International Co, said the papers were forged.
The people said they did not know who forged the documents, nor when.
The transfers show at least some Iranian fuel oil is being traded despite the reimposition of sanctions in November 2018, as Washington seeks to pressure Iran into abandoning nuclear and missile programmes. They also show how some traders have revived tactics that were used to skirt sanctions against Iran between 2012 and 2016.
"Some buyers...will want Iranian oil regardless of U.S. strategic objectives to deny Tehran oil revenue, and Iran will find a way to keep some volumes flowing," said Peter Kiernan, lead energy analyst at the Economist Intelligence Unit.
While the United States has granted eight countries temporary waivers allowing limited purchases of Iranian crude oil, these exemptions do not cover products refined from crude, including fuel oil, mainly used to power the engines of large ships.
NO RECORD AT BASRA
Documents forwarded to Reuters by ship owners say a 300,000 tonne-supertanker, the Grace 1, took on fuel oil at Basra, Iraq, between Dec. 10 and 12, 2018. But Basra port loading schedules reviewed by Reuters do not list the Grace 1 as being in port during those dates.
One Iraqi industry source with knowledge of the port's operations confirmed there were no records of the Grace 1 at Basra during this period.
Reuters examined data from four ship-tracking information providers - Refinitiv, Kpler, IHS Markit and Vessel Finder - to locate the Grace 1 during that time. All four showed that the Grace 1 had its Automatic Identification System (AIS), or transponder, switched off between Nov. 30 and Dec. 14, 2018, meaning its location could not be tracked.
The Grace 1 then re-appeared in waters near Iran's port of Bandar Assaluyeh, fully loaded, data showed. The cargo was transferred onto two smaller ships in UAE waters in January, from where one ship delivered fuel oil to Singapore in February.
Shipping documents showed about 284,000 tonnes of fuel oil were transferred in the cargoes tracked by Reuters, worth about $120 million at current prices.
Officials at Iran's oil ministry declined to comment.
Singapore customs did not respond to requests for comment.
The Grace 1, a Panamanian-flagged tanker, is managed by Singapore-based shipping services firm IShips Management Pte Ltd, according to data. IShips did not respond to several requests for comment via email or phone.
A Reuters reporter visited the office listed on IShips' website but was told by the current tenant that the company had moved out two years earlier.
SHIP-TO-SHIP TRANSFERS
The ship-tracking data analysed by Reuters showed the Grace 1 emerged from the period when it did not transmit its location almost 500 kilometres south of Iraq. It was close to the Iranian coast with its draught - how deep a vessel sits in water - near maximum, indicating its cargo tanks were filled.
The Grace 1 transferred its cargo to two smaller tankers between Jan. 16 and 22 in waters offshore Fujairah in the UAE, data showed.
One of those vessels, the 130,000 tonne-capacity Kriti Island, offloaded fuel oil into a storage terminal in Singapore around Feb. 5 to 7. Reuters was unable to determine who purchased the fuel oil for storage in Singapore.
The Kriti Island is managed by Greece's Avin International SA.
The tanker was chartered by Singapore-based Blutide Pte Ltd for its voyage to Singapore, Avin International's Chief Executive Officer George Mylonas told Reuters. Mylonas confirmed the Kriti Island took on fuel oil from the Grace 1.
There is no indication that Avin International knowingly shipped Iranian fuel oil. Mylonas said his firm had conducted all necessary due diligence to ensure the cargo's legitimate origin.
CERTIFICATE OF ORIGIN
Mylonas emailed Reuters a copy of a Certificate of Origin (COO) that he said was provided by the charterers - referring to Blutide - showing the Grace 1 loaded fuel oil at Basra on Dec. 10 and 12, 2018.
"The Certificate of Origin and all the information obtained did not reveal any connection with Iran, let alone that the cargo of fuel oil originated" from there, Mylonas wrote.
Mylonas said the Grace 1's owners, managers, shippers, receivers and charterers were screened by Avin International. "There were not circumstances that would make the COO of dubious origin," he said via email.
He said he had been told by the charterers that the Grace 1 only stopped in waters off Iran in late December and early January for "repairs of damaged diesel generators" before sailing to Fujairah.
The document provided by Mylonas says Iraq's state oil marketer SOMO certified the Grace 1 in December loaded a total of 284,261 tonnes of Iraqi fuel oil.
Reuters shared the document with a SOMO official in Iraq who said it was "faked" and "completely wrong". The official declined to be identified by name, citing the marketer's communications policy.
Two other Iraqi oil industry sources with direct knowledge of Basra port and oil industry operations also said the documentation was forged.
The two sources said the document bore the signature of a manager who was not working at Basra port on the stated dates. The document also bears contradictory dates: It indicates a loading period of Dec. 10 and 12, 2018 but a sign-off date for the transaction of Jan. 12, 2018.
'CONSIDER TO BE FORGED'
Data showed the second tanker into which the Grace 1 transferred cargo was the Marshal Z, also a 130,000-tonne vessel.
It was bound for Singapore in the first half of February but changed course on Feb. 15, parking off western Malaysia. Reuters was unable to determine who owns the Marshal Z, nor who chartered it.
Around Feb. 25, the Marshal Z transferred its cargo to another vessel called the Libya, owned and managed by Tripoli-based General National Maritime Transport Company (GNMTC).
A GNMTC spokesman said the Libya was chartered by Blutide, the same Singapore firm that chartered the Kriti Island.
Blutide registered as a company in Singapore on May 14, 2018. Its sole listed shareholder and only director, Singaporean Basheer Sayeed, said by telephone on Feb. 7 he was retired and not in a position to comment on the company's activity.
The Libya's owner GNMTC "was not aware, at any stage that the cargo is linked in any way to Iran," the company's spokesman said via email.
GNMTC provided Reuters with a copy of a COO that it said was issued by shipping services company Yacht International, based in Fujairah, showing the Marshal Z loaded Iraqi-origin fuel oil during a ship-to-ship transfer in UAE waters on Jan. 23.
However, Yacht International shipping manager Prakash Vakkayil said in an email his firm did not issue the certificate and "considers it to be forged".
The GNMTC spokesman did not respond to follow-up questions from Reuters.
As of March 20, data showed the Libya was located alongside the Marshal Z offshore western Malaysia, the position vessels typically adopt for ship-to-ship transfers.
Reuters could not immediately determine whether the fuel oil cargo the Libya had been carrying was still aboard the ship.
ndictment also alleges fraud conspiracy involving illegal exports of military antennas to Singapore and Hong Kong
WASHINGTON — Five individuals and four of their companies have been indicted as part of a conspiracy to defraud the United States that allegedly caused thousands of radio frequency modules to be illegally exported from the United States to Iran. At least 16 of those items were later found in unexploded improvised explosive devices (IEDs) in Iraq. Some of the defendants are also charged in a fraud conspiracy involving exports of military antennas to Singapore and Hong Kong.
Yesterday, authorities in Singapore arrested Wong Yuh Lan (Wong), Lim Yong Nam (Nam), Lim Kow Seng (Seng), and Hia Soo Gan Benson (Hia), all citizens of Singapore, in connection with a United States request for extradition. The United States is seeking their extradition to stand trial in the District of Columbia. The remaining individual defendant, Hossein Larijani, is a citizen and resident of Iran who remains at large.
The arrests and the indictment were announced by John Morton, director of U.S. Immigration and Customs Enforcement (ICE); Lisa Monaco, assistant attorney general for national security; Ronald C. Machen Jr., U.S. attorney for the District of Columbia; Mark Giuliano, executive assistant director of the FBI's National Security Branch; Eric L. Hirschhorn, under secretary of commerce; and David Adelman, U.S. ambassador to Singapore.
"One of Homeland Security Investigations' (HSI) top enforcement priorities is preventing sensitive technology from falling into the hands of those who might seek to harm American personnel or interests — whether at home or abroad," said ICE Director Morton. "This international investigation conducted by ICE's HSI and our law enforcement partners demonstrates the importance of preventing U.S. technology from falling into the wrong hands, where it could potentially be used to kill or injure our military members and our allies. Our agency will continue to work closely through our attachés to identify these criminals, dismantle their networks, and ensure they are fully prosecuted."
"Today's charges allege that the defendants conspired to defraud the United States and defeat our export controls by sending U.S.-origin components to Iran rather than to their stated final destination of Singapore. Ultimately, several of these components were found in unexploded improvised explosive devices in Iraq," said Assistant Attorney General Monaco. "This case underscores the continuing threat posed by Iranian procurement networks seeking to obtain U.S. technology through fraud and the importance of safeguarding that technology. I applaud the many agents, analysts and prosecutors who worked on this extensive investigation."
"These defendants misled U.S. companies in buying parts that they shipped to Iran and that ended up in IEDs on the battlefield in Iraq," said U.S. Attorney Machen. "This prosecution demonstrates why the U.S. Attorney's Office takes cases involving misrepresentations regarding the intended use of sensitive technology so seriously. We hope for a swift response from Singapore to our request for extradition."
"This multi-year investigation highlights that acquiring property by deceit has ramifications that resonate beyond the bottom line and affects our national security and the safety of Americans worldwide," said FBI Executive Assistant Director Giuliano. "We continue to work side-by-side with our many partners in a coordinated effort to bring justice to those who have sought to harm Americans. We consider this investigation as the model of how we work cases - jointly with the Department of Homeland Security/Immigration and Customs Enforcement and the Department of Commerce/Office of Export Enforcement and collectively with our foreign partners to address the threats posed by Iranian procurement networks to the national security interests of the United States both here and abroad."
"These cases are the product of vigorous, cooperative law enforcement focused on denying to Iran items that endanger our coalition forces on the battlefield in Iraq," said Under Secretary of Commerce Hirschhorn. "We will continue aggressively to go after such perpetrators -- no matter where they operate -- to guard against these types of threats."
U.S. Ambassador to Singapore, David Adelman, praised the cooperation within the U.S. executive branch agencies and with the Singaporean authorities. "Twenty-first century law enforcement is most effective when countries work collaboratively as evidenced by this strong, cooperative effort between the U.S. and Singapore. Congratulations to all the officials in both our countries who made this happen," he said.
The Charges
The indictment, which was returned in the District of Columbia on Sept. 15, 2010, and unsealed today, includes charges of conspiracy to defraud the United States, smuggling, illegal export of goods from the United States to Iran, illegal export of defense articles from the United States, false statements and obstruction of justice.
The charged defendants are Iranian national Larijani, 47, and his companies Paya Electronics Complex, based in Iran, and Opto Electronics Pte, Ltd., based in Singapore. Also charged is Wong, 39, an agent of Opto Electronics who was allegedly supervised by Larijani from Iran. The indictment also charges NEL Electronics Pte. Ltd., a company in Singapore, along with NEL's owner and director, Nam, 37. Finally, the indictment charges Corezing International Pte. Ltd., a company in Singapore that maintained offices in China, as well as Seng, 42, an agent of Corezing, and Hia, 44, a manager, director and agent of Corezing.
Wong, Nam, Seng and Hia allegedly conspired to defraud the United States by impeding U.S. export controls relating to the shipment of 6,000 radio frequency modules from a Minnesota company through Singapore to Iran, some of which were later found in unexploded IEDs in Iraq. Seng and Hia are also accused of conspiring to defraud the United States relating to the shipment of military antennas from a Massachusetts company to Singapore and Hong Kong. Singapore has agreed to seek extradition for Wong and Nam on the charge of conspiracy to defraud the United States relating to the components shipped to Iran, and to seek extradition for Seng and Hia on the charge of conspiracy to defraud the United States relating to the military antenna exports.
In coordination with the criminal actions announced today, the Commerce Department announced the addition of 15 persons located in China, Hong Kong, Iran and Singapore to the Commerce Department's Entity List. In addition to the five individual defendants in this case, the Commerce Department named additional companies and individuals associated with this conspiracy. In placing these parties on the Entity List, the Commerce Department is imposing a licensing requirement for any item subject to Commerce regulation with a presumption that such a license would be denied.
Exports of U.S. Components Later Found in IEDs
According to the indictment, IEDs caused roughly 60 percent of all American combat casualties in Iraq between 2001 and 2007. The first conspiracy alleged in the indictment involved radio frequency modules that have several commercial applications, including in wireless local area networks connecting printers and computers in office settings. These modules include encryption capabilities and have a range allowing them to transmit data wirelessly as far as 40 miles when configured with a high-gain antenna. These same modules also have potentially lethal applications. Notably, during 2008 and 2009, coalition forces in Iraq recovered numerous modules made by the Minnesota firm that had been utilized as part of the remote detonation system for IEDs.
The indictment alleges that, between June 2007 and February 2008, the defendants fraudulently purchased and caused 6,000 modules to be illegally exported from the Minnesota company through Singapore, and later to Iran, in five shipments, knowing that the export of U.S.-origin goods to Iran was a violation of U.S. law. In each transaction, the defendants allegedly told the Minnesota firm that Singapore was the final destination of the goods. The defendants also caused false documents to be filed with the U.S. government, in which they claimed that a telecommunications project in Singapore was the final end-use for the modules. In reality, each of the five shipments was routed from Singapore to Iran via air cargo. The alleged recipient of all 6,000 modules in Iran was Larijani, who had directed Wong, his employee in Singapore, to order them.
According to the indictment, the defendants profited considerably from their illegal trade. The defendants allegedly made tens of thousands of dollars for arranging these illegal exports from the United States through Singapore to Iran.
The indictment alleges that several of the 6,000 modules the defendants routed from Minnesota to Iran were later discovered by coalition forces in Iraq, where they were being used as part of the remote detonation systems of IEDs. In May 2008, December 2008, April 2009, and July 2010, coalition forces found no less than 16 of these modules in unexploded IEDs recovered in Iraq, the indictment alleges.
During this period, some of the defendants were allegedly communicating with one another about U.S. laws prohibiting the export of U.S.-origin goods to Iran. For example, between October 2007 and June 2009, Nam contacted Larijani in Iran at least six times and discussed the Iran prohibitions and U.S. prosecutions for violation of these laws. Nam later told U.S. authorities that he had never participated in illicit exports to Iran, even though he had participated in five such shipments, according to the indictment.
Exports of Military Antennas
The indictment further charges Seng, Hia, and Corezing with a separate fraud conspiracy involving the illegal export of two types of military antenna from the United States. The indictment alleges that these defendants conspired to defraud the United States by causing a total of 55 cavity-backed spiral antennas and biconical antennas to be illegally exported from a Massachusetts company to Singapore and Hong Kong without the required State Department license.
These military antennas are controlled for export as U.S. munitions and are used in airborne and shipboard environments. The indictment states that the biconical antenna, for example, is used in military aircraft such as the F-4 Phantom, the F-15, the F-111, the A-10 Thunderbolt II and the F-16 combat jets.
Seng, Hia and Corezing are alleged to have, among other things, conspired to undervalue the antennas to circumvent U.S. regulations on the filing of shipper's export declarations to the U.S. government. They also allegedly used false names and front companies to obtain the antennas illegally from the United States.
Additional Misrepresentations
The indictment further alleges that Larijani, based in Iran, made false statements about doing business with an accused Iranian procurement agent and that he attempted to obstruct an official proceeding by the U.S. Department of Commerce.
In January 2010, the Department of Commerce placed Larijani's company, Opto Electronics, on the Entity List, which is a list of companies to which U.S. businesses cannot export controlled dual-use items without obtaining U.S. government licenses. In response, Larijani repeatedly contacted Commerce Department officials in Washington, D.C., from Iran, requesting that his company be removed from the Entity List, according to the indictment. Commerce officials advised Larijani that, in considering whether his firm should be removed from the list, he needed to disclose whether he or his firm had any involvement with Majid Kakavand or Evertop Services Sdn Bhd.
Kakavand is an accused Iranian procurement agent who has been indicted in the United States, along with his Malaysian company Evertop Services, for illegally exporting U.S. goods to Iran, including to military entities in Iran involved in that nation's nuclear and ballistic missile programs. Kakavand remains a fugitive and is believed to be in Iran.
According to the indictment, Larijani denied to Commerce officials on three occasions that he or his company, Opto Electronics, had done any business with Kakavand or Evertop Services. In fact, the indictment alleges that Larijani had been in communication with others about his business dealings with Kakavand on at least five occasions from 2006 through 2009.
This investigation was jointly conducted by ICE HSI agents in Boston and Los Angeles; FBI agents in Minneapolis; and Department of Commerce, Bureau of Industry and Security agents in Chicago and Boston. Substantial assistance was provided by the U.S. Department of Defense, U.S. Customs and Border Protection, the State Department's Directorate of Defense Trade Controls, the Treasury Department's Office of Foreign Assets Control, and the Office of International Affairs in the Justice Department's Criminal Division, particularly the Justice Department Attaché in the Philippines, as well as the FBI and ICE HSI Attachés in Singapore.
U.S. law enforcement authorities thanked the government of Singapore for the substantial assistance that was provided in the investigation of this matter.
The prosecution is being handled by Assistant U.S. Attorneys Anthony Asuncion and John W. Borchert of the U.S. Attorney's Office for the District of Columbia; and Trial Attorneys Jonathan C. Poling and Richard S. Scott of the Counterespionage Section of the Justice Department's National Security Division.
The public is reminded that an indictment contains mere allegations. Defendants are presumed innocent unless and until proven guilty in a court of law.
Eleven sailors were reported rescued from general cargo vessel Keum Yang 6 (IMO 9793349) on February 15th according to a report from the South Korean Coast Guard, after it had been caught in a strong storm south of the Korean peninsular.
The vessel had departed Gwangyang, South Korea with a cargo of steel plate bound for Zhoushan, China. The owner, Keum Yang Shipping, has a fleet of small cargo ships that operate in the region.
The ship encountered a strong storm with five-metre waves and winds reported at 35 to 40 mph. The vessel began taking on water and issued a distress call when it was about 40 miles southwest of Jeju Island.
The Coast Guard sent a helicopter and rescue ship. By the time they reached the cargo ship it had a 25-degree list to port with water washing over the deck, the Coast Guard said.
The 11 crew on board consisted of two Koreans, six from Myanmar, and three from Indonesia. All the crew were evacuated within four hours of the distress call being sent. It was reported that only one crew member suffered minor bruises, but the rest were in good health.
An investigation is underway into the cause of the incident.
2017-built, South Korea-flagged, 2,347 gt Keum Yang 6 is owned and managed by Keumyang Shipping Ltd of Busan, South Korea. It is entered with Korea P&I Club on behalf of Keumyang Shipping Co Ltd.
A crew of 11 seafarers were evacuated from a Korean general cargo vessel Keum Yang 6 taking on water in rough weather near Jeju Island.
The Korean Coast Guard received a distress call from the flooded 3,600 dwt ship on Thursday around 21.55 hrs local time.
A helicopter and a security vessel were dispatched and located the vessel some 61 km southwest of Seigwipo port, heavily listed and likely sinking.
The coast guard said it managed to rescue the crew by 01.30 hrs despite strong winds and waves as high as 5 m. No injuries have been reported.
The Busan-registered ship, owned by Keum Yang Shipping, was loaded with iron plates and on its way from Gwangyang in South Korea to China. Authorities are investigating the exact cause of the incident.
South Korea’s Coast Guard is reporting the rescue of 11 sailors from a small cargo ship that was caught in a strong storm south of the Korean peninsular. According to the report, the crew was safely aboard a Coast Guard rescue vessel less than two hours after the distress call was received.
The vessel, the 3,500-dwt Keum Yang 6 departed Gwangyang, South Korea with a cargo of steel plate bound for Zhoushan, China. The vessel was built in 2017 and is owned by a South Korean shipping company, Keum Yang Shipping which has a fleet of small cargo ships operating in the region.
The ship reportedly encountered a strong storm with 16-foot seas. Winds were reported at 35 to 40 mph. The cargo ship, which was 262 feet (80 meters) in length began taking on water and issued a distress call while approximately 40 miles southwest of Jeju Island at around 22:00 local time on February 15.
The Coast Guard dispatched a helicopter and rescue ship and reported by the time it reached the cargo ship it had a 25-degree list to port with water washing over the deck. There was a total of 11 crewmembers aboard, consisting of two Koreans, six from Myanmar, and three from Indonesia.
Despite the adverse weather conditions, the Coast Guard reported that all the crewmembers were rescued by shortly before midnight local time.
An investigation is underway into the cause of the incident.
海保は船の撤去のケース(座礁したままのパナマ国籍の貨物船)を考慮して船長に船体保険や海難残骸物の除去に関するナイロビ国際条約に関する保険資料を持って退船するように指示はしているのだろうか？撤去に関して時間がかかると沖縄のパナマ船籍貨物船のようになる事を考えて対応するべきだと思う。
日本航空（JAL）機と海上保安庁の航空機が衝突事故とは全く関係ないが、過去の事から学び迅速に準備して対応する事が重要なのは理解していると思うので、保険会社と連絡して海が穏やかになれば行動に移せるようにするべきだと思う。
もし速やかな対応を取らなければロシアで座礁したシエラレオネ船籍「XING YUAN」のように長期間、放置されるよ！2021年に座礁し2024年に撤去される予定。約3年間は放置状態になったと言う事になる。下記の記事の読む（日本語訳）かぎり、中国の船主が撤去したとは思えない。この船の座礁後、ロシアのＰＳＣ(Port State Control)はサブスタンダード船と思われる船を検査し、出港停止にする傾向が増えたと思える。日本のＰＳＣ(Port State Control)は能力と経験の問題で同じようには出来ないと思う。
Did the Korean tanker New Bright catch fire in the Red Sea after being attacked near Yemen in January 2024? No, that's not true: The ship caught fire as it sailed downstream in the Yangtze River, near Shanghai in East China en route to Incheon, South Korea, on December 21, 2023. The cause of the blaze was not disclosed.
The claim appeared in a video (archived here) on TikTok on January 21, 2024. A text overlay in English read:
Yeman🇾🇪🇾🇪 made red Sea hell for Israel🇮🇱🇮🇱 you will also make hell for them by sharing this video.
This is what the post looked like on TikTok at the time of writing:
The 11-second video depicts a tanker in distress in the water, tilting on one side, but still afloat, with what appears to be charred cargo onboard and a nearby fire boat spraying it with water. Another video in Arabic (archived here), posted on TikTok on January 12, 2024, showed similar footage of the tanker, claiming that the attack prompted joint U.S.-U.K. airstrikes on specific targets in Yemen that belong to the pro-Iranian Houthi rebels, on January 11, 2024. A headline (translated from Arabic to English by Lead Stories staff) claimed:
The reason for the strikes on Yemen yesterday🇺🇸
A Google Lens reverse image search (archived here) yielded several identical videos in different languages, including French and Turkish, on various social media platforms, such as TikTok, Instagram, Facebook and X. Posted in December 2023 and January 2024, they showed the name of the vessel as New Bright.
A Google News search for "New Bright vessel hit near Yemen" on January 24, 2024, (archived here) led to an article on Dfrac (archived here), a digital forensics, research and analytics center also known as Dfrac.org, which showed identical images of the vessel, identifying it as Korean. The India-based website said that the tanker caught fire while sailing in East China, not in the Red Sea, and the fire had nothing to do with an attack from Yemen.
A reverse image search (archived here) on Google led to a December 21, 2023, article by FleetMon (archived here), a ship-tracking website that reports on marine traffic and research. It said a fire erupted on the tanker New Bright as it sailed "downstream in Yangtze River, near Sutong Bridge, Shanghai" en route from Changzhou to Incheon, South Korea, on December 21, 2023. "It was a major fire, all 22 crew were evacuated, (the) tanker developed (a) heavy starboard list and stern tilt, but remained afloat", it added. The images in the article, which showed the tanker New Bright, matched that of the ship in the TikTok video. Neither Dfrac nor FleetMon said what caused the blaze.
Since late November, the Houthis have conducted numerous attacks on commercial shipping in the Red Sea. They claim their actions are intended to halt the Israel-Hamas conflict in the Gaza Strip.
Surrounding the incident, a video went viral in which a tanker ship can be seen caught in the fire. While sharing the video, the users are claiming that “Yemen Made Red Sea hell for Israel and its friends …”
Fact Check:
We investigated the viral video by reverse-searching the keyframes from the video. During the process, we found an article by Fleet Mon, a website that reports on maritime news. We found an article titled, “ Korean tanker major fire, crew evacuated, Shanghai”
The article mentioned that Tanker NEW BRIGHT caught fire on the Yangtze River, Shanghai, on Dec 21, 2023, in the afternoon while en route from Changzhou to Incheon, South Korea.
Furthermore, the images in the article which showed the Tanker NEW BRIGHT were found to match the ship, shown in the video.
Conclusion
Thus from the fact check, it is evident, that the viral video is not associated with Yemen. It is a Korean ship passing the Yangtze River in Shanghai.
Genius Star XI is positioned by a mooring buoy in Broad Bay, Alaska, as salvors access fire damage (source: USCG)
by Martyn Wingrove
Storms and onboard fires damaged ships and mobilised rescue teams during the final weeks of 2023
Salvors and crew extinguished a battery-fuelled fire on board a Handysize cargo ship off Alaska, confirmed its seafarers were safe and the vessel remained stable. Fire erupted in two cargo holds on Genius Star XI in the north Pacific as it carried more than 800 tonnes of batteries on a voyage from Vietnam to California, US.
US Coast Guard (USCG) advised the master to anchor off Dutch Harbor, Alaska, enabling salvors and fire-fighters to extinguish the fire, which was achieved by 31 December 2023. In an update on 2 January 2024, USCG said a team of marine fire-fighting experts from T&T Salvage and Resolve Marine had boarded and inspected this 2012-built, 9,984-gt ship as it was moored 3 km offshore, ensuring the 19 crewmembers were safe.
Genius Star XI remains on a prepositioned mooring buoy in Broad Bay for weather avoidance based on a recommendation from an Alaska marine pilot and the salvage master aboard the Panama-flagged vessel. To comply with the ongoing Captain of the Port order, the vessel will keep its pilothouse manned, engines warm, and have a tug standing by to respond if the situation changes.
Fire started in a cargo hold while Genius Star XI was 200 nautical miles off Alaska and the ship’s CO2 suppression system extinguished it. When a second fire started in another cargo hold, the crew had already used all the ship’s CO2 supply and applied boundary cooling with firehoses to contain the flames.
USCG received the first report of the fire 28 December and sent an HC-130 aircraft and cutter Alex Haley to the burning ship to assess the situation.
Genius Star XI diverted to Dutch Harbor for assistance. Salvors and fire-fighters boarded and extinguished the cargo fire. They determined the atmosphere inside the affected cargo hold remained non-flammable and there was no immediate risk of fire. The team used a remote sensing tool to gather readings and the cargo holds remain sealed.
“The Coast Guard Captain of the Port, Gallagher Marine Systems, T&T Salvage and the State of Alaska are working in a Unified Command to respond safely and swiftly,” said 17th Coast Guard District commander Megan Dean.
The cause of the cargo fires remains unknown and USCG plans to begin an investigation into the cause of the incident after response efforts are completed.
A 410-foot vessel carrying a cargo that included lithium-ion batteries was today safely moored in Broad Harbor, Alaska, after a response that began when it reported a cargo hold fire at 4.40 a.m., Thursday, December 28, as it was approximately 225 miles southwest of Dutch Harbor, Alaska.
The vessel, the 13,633 dwt , 2012-built Panamanian flag general cargo ship Genius Star XI, is operated by Wisdom Marine Lines SA of Taiwan,
On being alerted of the cargo hold fire, which was contained but then ongoing, the 17th Coast Guard District Command Center in Juneau directed Genius Star XI to continue toward Dutch Harbor while an HC-130 airplane from Air Station Kodiak and the Coast Guard Cutter Alex Haley (WMEC-39) were dispatched to assist.
“We applaud the crewmembers aboard Genius Star XI, whose swift actions kept the fire contained to this point,” said Captain Chris Culpepper, Commander of Coast Guard Sector Anchorage, as the response got underway, “This will be an ongoing team effort as we work to safely extinguish the fire, provide any necessary medical care for the crew, and mitigate the dangers associated with a shipboard fire.”
The Coast Guard confirmed there were no injuries to the 19 crewmembers aboard Genius Star XI.
A team of marine firefighting experts from T&T Salvage and Resolve Marine had embarked the ship by Friday, December 29, to begin an on-site assessment of the vessel’s condition. It found no signs of structural deformation or blistering outside of the compartment.
Coast Guard Sector Anchorage issued a Captain of the Port Order to Genius Star XI to remain two miles offshore. Also, the Captain of the Port established a one-mile safety zone around the vessel for the duration of the response effort.
“A top priority is the safety of the crewmembers and responders aboard Genius Star XI, the safety of the community in Unalaska, and mitigating any potential environmental impact,” said Rear Admiral Megan Dean, Commander of the 17th Coast Guard District. “The Coast Guard Captain of the Port, Gallagher Marine Systems, T&T Salvage, and the State of Alaska are working in a Unified Command to respond safely and swiftly. The Unified Command is also working closely with Unalaska city officials to address local concerns and keep the community informed of response efforts.”
By Saturday, the T&T Salvage marine firefighting team remained aboard the Genius Star XI and reported regular temperature readings in the cargo hold. The team completed a preliminary assessment of the vessel’s condition. Based on temperature readings and other indicators, the Unified Command believed the condition of the vessel, stable with no indication of heat in the cargo holds.
“Informed by the findings of the Salvage and Marine Firefighting team, the Unified Command will direct the Genius Star XI to anchor in a place of refuge in Broad Bay, near Dutch Harbor, Alaska,” said Captain Chris Culpepper, Captain of the Port. “This protected anchorage has been pre-identified in the Area Contingency Plan and will allow the vessel to remain stable, minimizing risk of any re-flash of the fire as we continue our response.”
The Coast Guard issued a new Captain of the Port Order directing the vessel to remain at the specified anchorage away from marine traffic and await additional technical experts who could certify the cargo hold is safe to enter. The one-mile safety zone in effect around the vessel will remain in effect to protect waterway users and the local community.
As a precaution, the Unified Command also directed an Emergency Towing System be pre-staged aboard the ship and affixed for rapid use should Genius Star XI lose propulsion and need to be towed offshore.
Today, the vessel was in Broad Bay after being moored on a prepositioned mooring buoy utilizing the Emergency Towing System. Assessment teams on site reported that air quality remains normal and there is no indication of heat in or around the cargo holds. The vessel will keep its engines in warm status and has a tug standing by in the event weather requires additional relocation.
A one-mile safety zone around the vessel remains in place. Mariners who wish to enter that zone should request permission on VHF Channel 16.
An investigation into the cause of the cargo hold fire will take place once response efforts are complete.
Taipei, Dec. 29 (CNA) Ten seamen have been detained on suspicion of smuggling 1.3-metric tons of marijuana earlier this month, the largest drug haul of its kind in Taiwan, the Ciaotou District Prosecutors Office said in a statement issued Friday.
The marijuana seized had a street value of NT$3.5 billion (US$114.2 million), prosecutors said, adding that the illegal operation was interdicted from Dec. 9-12 in the northwest waters off Kaohsiung, where five unmanned rafts being used to shuttle drugs from a Mongolian oil tanker were seized.
According to prosecutors, they worked with the Coast Guard Administration and multiple police departments across Taiwan to intercept the first unmanned raft, registered in Tainan, on Dec. 10, which was carrying four bags of marijuana that totaled 221.7 kilograms.
The next day, the taskforce again seized four similar rafts drifting in the same area, carrying 1,159.3 kg of marijuana in 20 bags with the same packaging as the previous haul.
The evidences enabled the squad to track down the tanker, which is believed to have transported the marijuana, near Kaohsiung's Xingda Port, prosecutors said.
At the request of prosecutors, the Taiwan Ciaotou District Court ordered the detention of all 10 suspects -- the tanker's Taiwanese owner, surnamed Huang (黃), two Taiwanese seamen and seven Burmese fishermen -- for allegedly violating the Narcotics Hazard Prevention Act.
According to prosecutors, the marijuana seized in the operation-- which is listed as a Category 2 drug in Taiwan -- could be turned into 2.8 million cigarettes.
Indonesian salvage teams have managed to free suezmax Liberty (IMO 9207027), which grounded in the Singapore Strait west of Batam. The 23-year-old, Cameroon-flagged “shadow fleet” tankship ran aground last Sunday December 3rd. It took until Wednesday to get the suezmax free. According to TankerTrackers.com the ship is carrying nearly 1m barrels of Venezuelan fuel oil.
Five tugboats were needed to move the ship from its grounded position. It appears still to be in the area, motionless, indicating presumably that it is being checked for any hull damage.
The increasing number of elderly tankers continuing to ply their trade, while not being insured by the major marine liability or hull markets, is causing a significant degree of concern with the littoral states of seaways carrying a large number of tankers.
Before 2019, tankers over 20 years of age that were still operating made up just 1% of the global tanker fleet. This rose to 3% by early 2022, but since the beginning of the Russian war with Ukraine in February 2022, the percentage is on track to constitute 11% of the global fleet by 2025, according to data from brokers Braemar.
An Indonesian Navy spokesman said that an investigation into the circumstances surrounding the accident was underway. TankerTrackers data, confirmed by Kpler, showed that the ship was carrying a cargo of oil from Venezuela. Both firms said that as recently as October the Liberty was pretending to be off the coast of West Africa when in fact it was collecting oil from Venezuela. “Spoofing” a false AIS is also a matter of concern for the international shipping community and states with a vulnerability to environmental disasters.
Singapore is next to a transfer hub near Malaysia. Its role as a key transit point before heading to buyers in east Asia makes it particularly exposed to the risks from shadow fleet ships. However, other areas, such as those where ship-to-ship transfers occur, are also seen as a serious danger to the environmental health of the oceans.
The International Maritime Organization only last week branded the situation a matter of “grave concern”.
The Cameroon flag is the only one designated as “very high risk” on a black list published by the Paris Memorandum on Port State Control, which oversees ship inspections and promotes safety. A firm called Skyward Management Corp., with an address in Kazakhstan, is listed as its technical manager.
When the vessel was inspected in Singapore in 2017 and 2019 it was deemed high risk and had a handful of deficiencies. It was then sold to new owners. Subsequent inspections in Malaysia and Indonesia did not identify any issues.
The tanker receives classification services from a firm called Mediterranean Shipping Register.
2000-built, Cameroon-flagged, 83,724 gt Liberty is listed by Equasis as owned by Vythos ventures Co of Majuro, Marshall Islands. ISM manager is Skyward Shipmanagement Corp of Almaty, Kazakhstan. As of December 9th it was listed as stopped near its grounding location, having left Primorsk, Russia, on July 1st.
Indonesian salvage teams have managed to free a shadow tanker that grounded in the Singapore Strait west of Batam.
The 23-year-old, Cameroon-flagged Liberty ran aground on Saturday and it took through until Wednesday to get the suezmax free. According to TankerTrackers.com the ship is carrying nearly 1m barrels of Venezuelan fuel oil.
A total of five tugboats were used to move the ship from its grounded position. Vessel tracking data shows the ship is not moving at the moment, suggesting it is being assessed for repairs.
Southeast Asia – a major crossroads for international tanker trades – has seen its fair share of dark fleet mishaps recently.
The 26-year-old Turba aframax, also flagged in Cameroon, lost power and was adrift off Indonesia for a number of days in October.
There was also the explosion of the Pablo aframax in May in Malaysian waters and the grounding of the VLCC Young Yang last year.
There were at least eight groundings, collisions or near misses involving tankers carrying sanctioned oil products in 2022 – the same number as in the previous three years, according to insurance firm Allianz.
Tankers still working above 20 years of age made up just 1% of the global tanker fleet pre-covid and were still a rarity at 3% before the invasion of Ukraine in late February last year. They’re now on track to make up 11% of all tanker demand by mid-2025, according to data from brokers Braemar.
Analysts at Vortexa issued a new report this week showing that tankers operating in opaque markets reached a record high in Q2 and have since declined.
An unidentified and unmanned Chinese cargo ship sank off the coast of Gageo Island, Yellow sea, southwest South Korea, in the morning Nov 29. No people were found, the ship is apparently, Chinese with visible Chinese flag, but no crew found. She drifted to island being already half-submerged, Korean authorities launched an investigation, whether it was maritime accident or an attempt to illegally enter Korea. The name looks like XIANG SHUN 899, but no data found on such name. Korean sources say, citing Coast Guard, that the tonnage of the ship is roughly 200 tons, but she looks bigger, some 500 GT, probably.
CESI Qingdao was banned by Australia after a mechanical breakdown and for "contravention of AMSA Detention Notice" (AMSA)
The Australian Maritime Safety Agency imposed a stiff penalty on an LNG carrier after an incident that saw the vessel blocking one of the country’s largest LNG export terminals and disrupting the operations of ConocoPhillips Australia, Origin Energy, and the Australia Pacific's terminal. It was the ninth ban imposed on a vessel by the safety agency in 2023 as part of their strict enforcement of regulations to ensure the integrity of operations and the safety of crews.
The ban which runs for 180 days till late June 2024, was issued following an incident that began on November 21 when the Chinese-owned LNG tanker CESI Qingdao (95,600 dwt), a regular caller at the terminal as part of a dedicated export operation, experienced a power failure. By the end of November with the vessel stuck at the terminal for nearly a week, upstream producer Origin reported it had been forced to tune down production as several shipments were missed due to the stranded vessel blocking the terminal.
AMSA during the incident reportedly called the vessel “unseaworthy” while discussing the situation with the Australian media. The safety agency reports it worked with the master and operator while extensive repairs to the ship were carried out. Four generators required repairs, but according to AMSA only one of which was repaired after being completely rebuilt under the supervision of the engine manufacturers.
Australian regulators finally agreed that the laden vessel could be towed off the terminal and placed in an anchorage while repairs were being completed. Three shipments had been delayed while the terminal was blocked. The LNG carrier which operates under charter to Chinese energy company Sinopec (China Petroleum & Chemical Company) remained for three more weeks in the anchorage before finally being towed back to China for repairs, where it is due to arrive on January 12.
“The response of the master and ship managers throughout the repair process necessitated stronger compliance action from AMSA,” they said announcing the six-month ban. The order cites a “contravention of AMSA Detention Notice,” as being the reason for the long ban.
Most of the bans issued are due to poor maintenance issues that AMSA’s inspectors find during port state inspections or when reported by crewmembers. They have also acted when ship managers are found to be violating labor contracts or have a history of poor crew welfare and failing to pay crew wages. However, in one case in 2023 they banned a ship saying inspectors found “incorrect stowage of explosive substances.”
In addition to the bans on individual ships, several ship managers have had their fleets placed on notice for frequent inspections due to a history of poor performance according to AMSA. The safety agency has emphasized that it has a low tolerance for these issues in its efforts to protect crews and the Australian environment.
A Korean tanker exploded while sailing on the Yangtze River in China's Jiangsu province on December 21. The vessel was traveling from Changzhou to Incheon in South Korea when its cargo hold suddenly exploded and became engulfed in flames near the Sutong Bridge. Fortunately, all 22 crew members were evacuated and there were no reports of injuries.
The LNG carrier CESI Qingdao, which is owned by Cosco’s China Shipping LNG, Sinopec, and Mitsui OSK Lines, experienced a propulsion failure at the Curtis Island terminal, disrupting exports for Australia Pacific LNG (APLNG).
The ban which runs for 180 days till late June 2024, was issued following an incident that began on November 21 when the Chinese-owned LNG tanker CESI Qingdao (95,600 dwt), a regular caller at the terminal as part of a dedicated export operation, experienced a power failure. By the end of November with the vessel stuck at the terminal for nearly a week, upstream producer Origin reported it had been forced to tune down production as several shipments were missed due to the stranded vessel blocking the terminal.
The facility’s yearly capacity of 9 million tonnes has been impacted by the suspension of shipments due to the 174,300-dwt vessel, which has been loaded and immobile for the last six days.
Two cargoes have been delayed due to the breakdown, and more are anticipated because the stranded ship prevents other ships from docking at the eastern Australian terminal.
The $189 million CESI Qingdao was scheduled to leave for Wenzhou, China. The ship’s manager, China Energy Ship Management, stated that repairs are still being made, and the underlying cause is unknown.
The fact that the APLNG facility can only hold one ship at a time, which interferes with the loading process, raises concerns about a possible increase in LNG prices globally.
Two cargoes have already been delayed due to the disruption, and more shipments will probably be affected as well, according to statements from Sinopec and Origin Energy Ltd., co-owners of APLNG. The impacted LNG prices in North Asia are approximately $16 per million British thermal units.
The circumstance makes it necessary to think about supply management through APLNG to address the problem. Origin, which owns a 27.5% share in APLNG, plans to increase its domestic gas sales.
The company board is considering an updated takeover offer from a consortium headed by Brookfield Asset Management Ltd., which calls for EIG Global Energy Partners to buy Origin’s share of APLNG.
［２８日 ロイター］ - オーストラリア東岸カーティス島の液化天然ガス（ＬＮＧ）輸出施設で、停泊中のタンカーに障害が発生して航行できなくなり輸送が停止している。オーストラリア・パシフィックＬＮＧ（ＡＰＬＮＧ）の運営会社、米コノコフィリップス(COP.N), opens new tabと共同所有者の豪オリジン・エナジー(ORG.AX), opens new tabが２８日に明らかにした。
ＡＰＬＮＧの大口顧客は中国石油化工（シノペック）(600028.SS), opens new tabと関西電力(9503.T), opens new tab。
船舶追跡データによると、航行不能になったタンカーは中国に向かう予定だった「Cesi Qingdao」。この船の管理会社は、２２日に推進力に不具合が生じたと説明した。
すでに２カーゴ分の出荷に遅れが生じている。オリジンは影響がどの程度に及ぶかは、問題のタンカーがいつ航行可能になるか次第になると説明した。
The grounded Viet Hai Star in the waters near Balabac. (PCG photo)
By Gerald Ticke
The Philippine Coast Guard (PCG) has deployed oil spill booms around the Vietnamese-flagged cargo vessel that ran aground off Balabac town last Tuesday night, CG Ensign Chrieson Dave Gabayan, assistant information officer of Coast Guard District Palawan (CGD Pal) said.
At around 7 a.m. today, a response team was dispatched by CGD Pal to inspect MV Viet Hai Star and found out that it was already fully flooded due to high tide and rough seas overnight and now settled on a muddy and rocky area of Calandorang Bay.
Gabayan said oil sheen was observed around the area where the Vietnamese vessel is currently half-submerged, some 810 yards from Balabac port in Barangay 4.
The PCG has dispatched BRP Sindangan (MRRV 4407) to the area to contain the oil sheen. The vessel was carrying 29,000 liters of automotive diesel oil (ADO) aside from the 80,000 sacks (4,000 tons) of rice.
“We started deploying oil spill boom around the vessel and we have also sprayed dispersant in the shores,” Gabayan said.
He also said no other plans have been laid down regarding the vessel.
“As of the moment, our top-priority is to contain the oil sheen because the vessel is only more or less one kilometer from the residential area before we proceed to other plans,” he said.
Furthermore, Gabayan said they have already coordinated with the owner of the vessel and that the crew are in good condition. They are still in Balabac waiting to be transported to Puerto Princesa City.
MV Viet Hai Star was on its way to Cagayan de Oro from Ho Chi Min, Vietnam when it met rough weather condition which led it to run aground after its starboard side bow was punctured last Tuesday.
At present, CGD Pal Special Operations Group divers are conducting an underwater inspection to assess the vessel’s status and for further measures.
［２８日 ロイター］ - オーストラリア東岸カーティス島の液化天然ガス（ＬＮＧ）輸出施設で、停泊中のタンカーに障害が発生して航行できなくなり輸送が停止している。オーストラリア・パシフィックＬＮＧ（ＡＰＬＮＧ）の運営会社、米コノコフィリップス(COP.N), opens new tabと共同所有者の豪オリジン・エナジー(ORG.AX), opens new tabが２８日に明らかにした。
ＡＰＬＮＧの大口顧客は中国石油化工（シノペック）(600028.SS), opens new tabと関西電力(9503.T), opens new tab。
船舶追跡データによると、航行不能になったタンカーは中国に向かう予定だった「Cesi Qingdao」。この船の管理会社は、２２日に推進力に不具合が生じたと説明した。
すでに２カーゴ分の出荷に遅れが生じている。オリジンは影響がどの程度に及ぶかは、問題のタンカーがいつ航行可能になるか次第になると説明した。
The Sierra Leone-flagged vessel grounds on the coast of Quang Nam Province in central Vietnam. Photo: T.Q.T. / Tuoi Tre
The Border Guard Command in Quang Nam Province, central Vietnam on Friday found an unmanned Sierra Leone-flagged vessel with a tonnage of nearly 14,000 metric tons and a length of 132 meters grounding on the coast of the province.
The vessel was identified as King Rich, a cargo ship registered by a man named Chiu.
It suffered an engine failure in the waters of the Philippines on November 18 and drifted offshore before running aground in Vietnam, the Quang Nam Border Guard Command reported on Saturday.
Nearby vessels saved all crew members aboard King Rich. It carried no cargo at the time of the incident.
Its owner had sought to pull the ship ashore in vain as the position of the vessel was unknown at the time. He has assigned an insurance company to take responsibility for handling it.
Border guards in Quang Nam Province access the vessel. Photo: T.Q.T. / Tuoi Tre
Informed of the vessel running aground, the Quang Nam administration required relevant units to access and handle it to prevent an oil spill.
The Border Guard Command in Quang Nam Province is implementing surveillance and protection measures to prevent local residents from accessing the ship.
Sierra Leonean vessel King Rich is stranded in the southern parts of Cu Lao Cham Island in Quang Nam's Hoi An City, December 1, 2023. Photo by VnExpress/Anh Hong
An unmanned Sierra Leonean vessel carrying liquid, weighing almost 14,000 tons, was found stranded at Cu Lao Cham Island off central Quang Nam Province on Friday.
The Cu Lao Cham border guard station in Hoi An City said the vessel is named King Rich, spanning 132 m in length and 21 m in width. It was designed to carry liquid, and there was no one onboard at the time it was found.
When it got swept to shore, impacts with rocks damaged it and may have caused it to sink. As there are rough seas at Cu Lao Cham, authorities could not gain access to the vessel to determine what it was carrying exactly, as well as how much fuel it had left.
Border guards have informed the Quang Nam Maritime Administration about the matter and there could be measures against the possibility of the ship sinking and its fuel leaking out.
For now, border guards and local militia members of Tan Hiep Commune are watching over the ship.
The Philippines Coast Guard is honoring the crew of a Chinese containership for its brave actions in saving the crew from a chemical tanker that was in distress. The sixteen crewmembers were rescued from two rafts in rough seas after they abandoned their ship.
The MT King Rich registered in Sierra Leone reported the product tanker was taking on water on Saturday, November 18, in the northernmost waters of the Philippines approximately 80 nautical miles from the small Badoc Island. Built in 1990, the 13,925 dwt tanker was traveling empty when it encountered the rough seas.
The captain later told the rescuers that the propeller shaft broke around 13:00 on Saturday, causing the tanker to begin taking on water. The crew initially attempted to control the flooding but soon determined that they could not pump the water out. Fearing the vessel would be overwhelmed, prepared to abandon ship. The Philippine Coast Guard reports the crew secured the fuel tanks and the engine before entering two rafts.
The 13 Indonesians and three Chinese crewmembers were rescued about four hours later when the Hong Kong-registered containership Sheng An came upon the two rafts. The 24,500 dwt feeder containership was sailing from China to the Philippines and was able to position itself to intercept the rafts. Video shot from the deck shows the rough seas bouncing around the two rafts.
The crewmembers were brought safely aboard the containership which proceeded to Subic Bay in the Philippines where it arrived on Sunday morning. The Coast Guard reports the rescued crew is all in good physical condition thanks to the efforts of the containership.
The Coast Guard Aviation Force overflew the area today and reported the product tanker is still afloat and drifting. The Coast Guard says it is working with the vessel’s owner to secure a tow before the vessel is lost.
SUBIC BAY FREEPORT — Sixteen foreign crew members of a chemical tanker that was flying the Sierra Leone flag arrived here on Sunday, November 19, after they were rescued Saturday, November 18, when their vessel was in distress 81 nautical miles west-northwest of Badoc Island in Ilocos Norte.
According to Van Swandi, the captain of MT King Rich, the propeller shaft of their vessel broke and the water started to enter the engine room.
This image from video provided by Bolaji John shows the burning Trinity Spirit anchored 15 miles off the coast of Nigeria, which caught fire on Feb. 2, 2022. The ship had no insurance, no flag, and had fallen into a state of disrepair. Five workers were killed and two others left unaccounted for in the blast. (Bolaji John via AP)
BY HELEN WIEFFERING AND GRACE EKPU
Updated 1:01 PM JST, October 30, 2023
OKITIPUPA, Nigeria (AP) — It was the dead of night when the ship caught fire, Patrick Aganyebi remembers, but the flames made it seem as bright as day.
The explosion that night woke him and knocked him to the floor. He tucked his phone and his ID card in his pockets, strapped on a life jacket and made his way to the upper deck. As the flames barreled toward him, he prepared to jump nearly 100 feet (30 meters) into the sea.
Five workers were killed and two others presumed dead in the blast on the Trinity Spirit, a rusting converted oil tanker anchored 15 miles (24 km) off the coast of Nigeria that pulled crude oil from the ocean floor. It was by the grace of God, Aganyebi said, that he and two fellow crewmen escaped, rescued by a pair of fishermen as the burning vessel sank along with 40,000 barrels of oil.
The Trinity Spirit’s explosion in February of last year stands among the deadliest tragedies on an oil ship or platform in recent years. The Associated Press’ review of court documents, ship databases, and interviews with crew members reveals that the 46-year-old ship was in a state of near-total disrepair, and the systems meant to ensure its safe and lawful operation — annual inspections, a flag registry, insurance — had gradually fallen away.
The Trinity Spirit fits a pattern of old tankers put to work storing and extracting oil even while on the brink of mechanical breakdowns. At least eight have been shut down after a fire, a major safety hazard, or the death of a worker in the last decade, according to an AP review. More than 30 are older than the Trinity Spirit and still storing oil around the world.
Jan-Erik Vinnem, who has spent his career studying the risks of offshore oil production, said he’s sometimes shocked when he sees pictures of oil ships in Africa.
AGING HULLS
The Trinity Spirit was part of a class of vessels that extracts oil offshore and stores it at sea. They are known as floating production storage and offloading units — FPSOs — or as FSOs, floating storage and offloading units, when used only for storage. Since the 1970s, they’ve become increasingly popular for developing oil in deep waters and in places where no pipelines exist. According to the environmental group SkyTruth, there are some 240 in operation today.
FPSOs are unlike most ships for one key reason: They stay in place. Once attached to the ocean floor, they can linger at the same oil field for years or even decades. They may be surveyed by in-country regulators or hired inspectors, but they operate outside the normal flow of shipping traffic and the added safety and legal inspections that take place in port.
“If a vessel is sitting in a country’s domestic waters and is not going around trading … then you’re not going to have that same level of oversight,” said Meghan Mathieson, strategy director at the Canadian-based Clear Seas Centre for Responsible Marine Shipping.
More than half the current fleet of FPSOs are recycled oil tankers, according to Oslo-based Rystad Energy, which keeps data on the ships. Senior analyst Edvard Christoffersen said that without a major repair, most oil ships have hulls built to last about 25 years. But some FPSOs are used far longer, sometimes to dangerous effect.
In the same month that the Trinity Spirit caught fire, inspectors found problems with an aging FPSO moored off the coast of Malaysia. The Bunga Kertas was built as an oil tanker in the 1980s, and press coverage of its conversion to an FPSO in 2004 said the vessel had an intended service life of 10 more years.
But it was 18 years later when a safety issue on the Bunga Kertas led to a pause in operations. The ship’s hull had “ integrity issues,” according to stakeholder Jadestone Energy. Four months later a diver was killed while repairing the damage. Petronas, the operator at the time, did not respond to a request for comment.
This story was supported by funding from the Walton Family Foundation. The AP is solely responsible for all content.
Until this fall, another aging ship floating off the coast of Yemen seemed dangerously close to spilling a massive amount of oil. The FSO Safer was built in the same year as the Trinity Spirit, and became a floating hazard over years of neglect amid the country’s civil war. Seawater had leaked into the ship’s engine room by 2020.
“It could break up at any time – or explode,” the United Nations said in a statement this spring.
The ship held more than a million barrels of oil — risking a spill that could have decimated fisheries in the Red Sea, threatened desalination plants and washed oil on the shores of countries around the Horn of Africa, according to the U.N. After years of alarm and negotiations, the oil was transferred onto another tanker this August, but the rusting Safer remains off Yemen’s coast, awaiting funds to be scrapped.
Age isn’t the only measure of a ship’s health: Climate, storms and wave patterns can add stress to ship components or increase the pace of corrosion, just as careful maintenance can extend a ship’s life.
But the fleet’s growing age is well known in the industry. The average hull age of FPSOs has increased from 22 to nearly 28 years since 2010, according to Rystad Energy. The American Bureau of Shipping — one of several companies known as classification societies that certify vessels’ safety — launched a working group in 2021 to address the challenges of older FPSOs, noting that 55 ships were approaching the end of their intended lives.
“A lot of these things are foreseeable,” said Ian Ralby, a maritime security expert who helped sound the alarm about the Safer.
“If they are not well maintained and not watched carefully,” Ralby said, “they can sink, they can spill, and they can, as the Trinity Spirit showed, blow up.”
DANGEROUS TO ABANDON
There has been little to no public explanation of what led to the Trinity Spirit’s explosion, though multiple Nigerian agencies had responsibility for overseeing the ship. The Trinity Spirit had been on the same oil field for more than two decades. According to Aganyebi, after the ship arrived in Nigeria, it was never brought to shore for major upgrades or repairs.
Warning signs began years before it caught fire. In 2015, the American Bureau of Shipping canceled its classification and ceased inspections of the ship. There’s no record the Trinity Spirit had insurance after that point, according to Lloyd’s List Intelligence. In the next several years, the ship lost its privilege to fly the flag of Liberia, becoming a stateless vessel.
By 2019, Nigeria’s petroleum regulator had revoked the Trinity Spirit’s license to pump oil. Nigeria’s head of maritime safety, quoted in local press coverage, said his agency had directed the ship to stop operating five years before the blast. Yet the Trinity Spirit was never forced to leave.
Up till the moment of the explosion, there was oil on board. As recently as 2021, according to satellite imagery and ship transponder data, oil was loaded onto a tanker that later docked at a Shell refinery in the Netherlands.
Adeyemi Adeyiga, a spokesperson for Nigeria’s Upstream Petroleum Regulatory Commission, which regulates the country’s oil resources, said the sale was legal because the oil was produced before the license was revoked. And a spokesperson for Shell said the company conducts robust reviews of its supply chain and complies with all laws and regulations.
Though the federal government investigated the Trinity Spirit’s explosion, more than a year later no findings have been released. For months, it seemed the only scrutiny would fall on the surviving men.
Not long after their escape, and still in the throes of recovery, Aganyebi and a fellow crewman were arrested on accusations of “Murder, Arson, and Malicious Damage,” according to their charging documents. Police were acting on a complaint from Shebah Exploration and Production Company Limited — the Trinity Spirit’s longtime operator.
An attorney in Lagos took on the case pro bono.
“They committed no offense, they did nothing wrong. They were staffers of the company,” Benson Enikuomehin said. In an interview, he accused Shebah of drumming up criminal charges to distract from the company’s missteps. Anything that took place on the Trinity Spirit should be considered illegal after the license to the oil field was revoked, he said.
Yinka Agidee, an attorney specializing in Nigeria’s oil and gas sector who was not involved in the case, said the Trinity Spirit represented an “accident waiting to happen,” and showed that local authorities failed to enforce their own orders.
“I’m not sure if it’s a question of people closing their eyes or deliberately not doing what they’re supposed to have done,” she said. “But that has resulted in an accident and there has been a loss of life. So we need some explanation.”
Interviews and an exploration of documents provide a lack of clarity about who was responsible for the Trinity Spirit in the final years of its decline. Though Shebah hired Aganyebi and the rest of the Trinity Spirit’s crew, CEO Ikemefuna Okafor said in an email to the AP that the company wasn’t responsible for the ship’s neglect. The company reported the surviving crew to police, he said, because it had evidence of illegal storage of oil on the ship.
According to Okafor, liquidators seized ownership of the Trinity Spirit in 2018 due to Shebah’s outsized debt. Yet in a deposition given one year before the explosion, the company’s former president, Ambrosie Orjiako, described how Shebah continued to run operations.
Sustaining fuel purchases, food supplies, and “skeletal manpower” wasn’t easy, Orijako said, because “there’s no revenue coming in.” But he managed to fund the minimal operations with family resources, he said, because the FPSO “would be dangerous to abandon.”
Adeyiga, the spokesperson for Nigeria’s Upstream Petroleum Regulatory Commission, said it was still finalizing its investigation into the ship’s explosion and would continue working to prevent similar tragedies from happening.
The Nigerian Maritime Administration and Safety Agency did not respond to repeated requests for comment, but issued notice in December that all FPSOs and FSOs in Nigeria’s waters must have a flag, be certified by a classification society, and maintain official plans for ship maintenance and emergency response.
This combination of photos provided by Pius Orofin, a deck operator aboard the Trinity Spirit oil ship, shows rusted areas of the ship moored 15 miles off the coast of Nigeria, in November 2021. (Pius Orofin via AP)
SAVE OUR SOULS
The deck of the Trinity Spirit was an expanse of rust. Orange rust coated the floor, crept over pipes and trailed from crevices in the walls, according to cell phone photos taken four months before the explosion. Equipment failures plagued the ship’s interior: The engine room flooded twice, Aganyebi said, and the main generator plant was damaged and never repaired.
Shebah had started running operations on the ship in 2004, taking over from Houston-based ConocoPhillips. But the site’s wells had passed peak oil production several years earlier, according to the energy research firm Wood Mackenzie. Within a few years Shebah’s venture showed signs of financial stress.
Oil and gas operators tend to operate on the edge of financial wealth or financial ruin, said David Hammond, founder of the nonprofit Human Rights at Sea.
“These things go from boom to bust,” he said. “The workers are the last people to be looked after.”
Aganyebi worked in the engine room of the Trinity Spirit. Within a year of joining the crew in 2014, he said, Shebah stopped reliably paying his wages. Lawrence Yorgolo, who operated the crane on the ship, and Pius Orofin, a deck operator — the only other survivors of last year’s fire — alleged the same in interviews with the AP. The men said they stayed on board the ship because they had few other options and hoped they would someday be paid.
The staff sent repeated letters asking for the money they were owed, the men told AP. One of their last attempts was dated July 2019, with a subject line of “SAVE OUR SOUL (SOS).” They wrote they had worked 15 months without salary and endured, with “pains and hardship,” the “harsh condition and occupational hazards” of life on board the Trinity Spirit.
Shebah by that time owed millions of dollars. A trio of banks had sued the company over its alleged failure to make payments on a $150 million loan, and in 2016 a judge ruled that Shebah must repay nearly the full amount. A government-run entity, the Asset Management Corporation of Nigeria, moved to take over the company and the assets of its president. The ship’s staffing dwindled from nearly 40 people to 10.
For those who remained, there were times on the ship when there was nothing to eat, the survivors told AP. Yorgolo recalled how the crew went hungry one year on Christmas. On a separate occasion — the worst of them, he said — the engine room flooded and the staff worked for three days without food. The radio operator sent a message pleading with oil operators nearby to come to their aid.
“Our management was furious,” Yorgolo said.
When the radio operator next went to shore, according to Aganyebi, Yorgolo and Orofin, Shebah didn’t allow him back on the ship. He was the designated person to fire a flare or call for help in an emergency. Had the radio operator been on board the night of the explosion, Aganyebi said, “maybe those people that have died — they wouldn’t have died.”
The AP’s attempts to reach the former radio operator were unsuccessful.
When it broke in two and began to sink, the Trinity Spirit had at least 40,000 barrels of oil on board, according to Nigeria’s environmental department, which responded to examine the spill. It was capable, like most FPSOs, of storing more than a million barrels.
The agency said oil wasn’t leaking from the submerged tanks nor had it washed up on shore, but letters still arrived from community members in nearby Ondo and Delta states complaining about the spill. Oil sheens were visible fanning out from the vessel in satellite imagery for days.
Five bodies were recovered, and two were never found.
SINKING SHIP
Among the more than 30 ships identified by the AP as older than the Trinity Spirit is the Al-Zaafarana, floating off the coast of Egypt. At 54 years, it is one of the oldest FPSOs still in service. Close behind it are FPSOs in Malaysia and Brazil, each at least half a century old.
Along Nigeria’s coast, about 200 miles (320 km) south of where the Trinity Spirit caught fire, the FPSO Mystras is still in service at 47 years old, although industry reports have noted structural issues on the ship. The classification society DNV severed ties with the Mystras three years ago, ending its regular inspections. According to Rystad Energy, it was originally designed to operate only through 2014.
The Mystras’ owner, NNPC Limited, did not respond to AP’s requests for comment.
Further inland, the Trinity Spirit’s surviving crew members have been left to eke out a living as they wait for the wages they say were never paid. Aganyebi’s vision is poor from the glare of the explosion; Orofin’s hearing is damaged from the noise. He has a long scar on his leg. Both men spent 19 days in jail.
Yorgolo, who was the only survivor not charged with a crime, fell on his back when he jumped from the burning vessel and was unconscious when fishermen pulled him into their boat. He believes he wasn’t named as a suspect only because he spent months in the hospital suffering from an injured spine.
The charges were dropped in October last year after the Ondo State Ministry of Justice reviewed the case. In conversations with AP, the men vehemently denied setting the vessel on fire or illegally storing oil. They blamed the explosion on their employer, Shebah, and the years without maintenance on the ship.
For Aganyebi, it was clear the company had abandoned the Trinity Spirit long ago.
“No medical personnel, no safety officer, no radio man in that gigantic vessel,” he said.
Off the coast of Nigeria, the ship is still visible — split in two pieces and half submerged. As recently as September, in satellite imagery, oil appeared to be leaking from the site of the wreck. It’s unclear when authorities will remove the hazard or salvage the remaining oil, as slowly, the ship sinks further into the sea.
Wieffering reported from Washington, D.C. Associated Press reporters Michael Biesecker in Washington, Sarah El Deeb in Beirut and Chinedu Asadu in Abuja, Nigeria, contributed to this report.
MSC Eagle F being towed into the Port of Mombasa after it ran aground near the entrance canal into the Kilindini channel, Mombasa.
Image: HANDOUT
Kenya Ports Authority has rescued a cargo vessel after it got stuck at Kilindini channel, Mombasa county on Monday.
The MSC Eagle F vessel, drifted off the entrance canal towards Mombasa Port after an engine failure.
It had sailed to Mombasa for seven days from Port Louis in Mauritius.
KPA said the vessel was rescued by its engineers at 12pm on Tuesday after it had stalled for more than 24 hours.
The authority said the rescue averted a marine ecological disaster at the entrance of the Kilindini channel.
KPA sent three tugboats namely, Mwokozi II, Pate and Nyangumi to rescue the 23-year ship which was loaded with more than 426 containers.
“The three tugboats safely towed the ship ladened with 426 Twenty-Foot Equivalent Units, which is equivalent to 9,709 metric tonnes into the Port, ending anxious moment following the grounding at 11: 35 a.m. on Monday,” KPA said.
Salvage tugboat Mwokozi II, has a bollard pull of 120 tonnes, Pate and Nyangumi have 75 and 58 tonnes of bollard pulls respectively.
The rescue mission was conducted in partnership with Southern Engineering Company, whose tugboat, Alpha Falcao stood by the MSC Eagle F overnight in case the crew required evacuation.
Andrew Mwangura, a marine expert and former official of the Seafarers Union of Kenya, told the Star on Wednesday, that investigations into the incident have begun.
“The vessel was towed to the Mtongwe area. It will also have to undergo some repair works before it is allowed to sail again,” he said.
Mwangura said the area where the vessel got stuck is near a reef.
“It would have been a disaster of oil spill if the vessel had hit a reef. The marine environment would have been affected, but we are glad everything went smoothly,” he said.
Mwangura said the navigation channel was not affected since the vessel was yet to enter Kilindini Canal channel.
MSC Eagle F has a carrying capacity of 17,451 DWT and her current draught is reported to be 9.2 metres. The vessel has a length overall of 143.15 metres and a width of 22.8 metres.
The vessel, which flies a Liberian flag, lost its engine after being cleared to sail into Kilindini channel. KPA had to send a tugboat to accompany it.
On the morning of September 24, a fire broke out in the engine room of the bulk carrier Samudra Sakti III in Sumatra, Indonesia.
The incident occurred while the vessel was anchored at Bandar Lampung in East Sumatra, situated in the Sunda Strait. A fleet of tugs and firefighting boats were immediately deployed to the scene, addressing the situation at hand and leading to the necessary evacuation of its 26 people.
The bulk carrier had recently completed its journey from Singapore and arrived at its designated anchorage on September 21. The cause of the fire remains unknown.
According to the latest updates from local news, authorities have the situation is currently under control. Luckily, there were no casualties due to the incident. Only one individual on the ship only suffered minor burns.
Fire crews fighting the blaze as the crew ran to escape (CTV News/YouTube)
A small Chinese-owned cargo ship caught fire while in a Taiwan shipyard for repairs creating some dramatic scenes as crewmembers ran for safety and one reportedly fell or jumped overboard into the harbor. After some dramatic moments, the crew and the shipyard workers were reported to all be uninjured and the fire was brought under control in about 30 minutes.
The ship is the Wan Lung, a 29-year-old ship that operates a coastal Chinese cargo service. The ship, which is currently registered in Cameroon, is approximately 300 dwt and 175 feet in length.
Not a lot of details are known about the ship but it has a checkered past having been listed in 2020 by the International Labour Organization as abandoned with ten crewmembers stranded aboard. The vessel then known as the Kumi Maru No. 3 was reported stuck on a sandbank and the crew had to walk ashore at low tide to get food. At the time, it had an expired registry from Sierra Leone. In 2021, the ITF reported contact with the crew had been lost and the ship’s whereabouts were unknown for at least 12 months.
The ship arrived at the Jong Shyn Shipbuilding yard in Kaohsiung, Taiwan on September 12 and the fire was reported to the City Fire Department around 4:00 p.m. yesterday, September 13. There was a crew of nine aboard with eight from Myanmar and one from China, as well as an undetermined number of shipyard workers on the vessel at the time of the fire.
Local reports are saying they suspect the fire might have been started while the crew was using an oxyacetylene torch to remove rust.
TV images caught images of one crewmember running along the deck possibly trying to fight the fire or find an escape route. A Coast Guard vessel docked in front of the ship began spraying water and was joined by a fireboat and the fire department crew fighting the fire from the dock.
Images showed one of the crewmembers sitting on the rail of the ship at the stern. Some reports are saying he fell into the harbor but was rescued uninjured. Some of the crew was able to make their way along with two shipyard workers to the gangway while others were trapped on the stern.
The fire was out by 4:30 p.m. but continued to smolder. The crews were unable to open the hatch fearing it would reignite the fire.
Libertas H seen leaving Rotterdam in 2007 (Alfvan Beem photo - CC0 1.0 license)
Greek authorities are investigating after a cargo ship and a containership collided in the Ionian Sea on the western side of Greece overnight. While there appears to have been only minor damage to the vessels, they are trying to understand what caused a fire to break out aboard the Malta-registered feeder ship Libertas H.
The two vessels were traveling in the busy sea lane on the western side of Greece approximately four miles from the island of Kefalonia. The Coast Guard is reporting that a “fresh breeze” (Force 5) was blowing at the time with wind speeds up to about 20 knots. Images show a small chop on the waters.
The Libertas H managed by Reederei Hinsch was sailing from Piraeus, Greece to the port of Durres in Albania loaded with containers. The vessel, which was built in 2007, is 8,700 dwt and 416 feet in length. There is a crew of 11 aboard.
The other vessel involved in the collision is the Sea Leader, a general cargo ship registered in Malta. The 6,355 dwt vessel was reported to be sailing from Italy to Aliaga, Turkey loaded with an unidentified cargo. She has a crew of 12 aboard.
The collision occurred in the early hours of Wednesday morning, September 6. The chief of the local fire department told Greek radio Skai that they had reports of a small fire aboard the Libertas H but that the crew was able to extinguish it. The fire department and Hellenic Coast Guard responded to the accident and later a fleet of tugs was reported at the two vessels.
The Coast Guard ordered the vessel to sail to the port of Argostoli on Kefalonia. Indications are that the Sea Leader anchored in the bay and the Liberatas H has now moored. Both vessels will undergo inspections and the captains will be interviewed to determine the circumstances of the collision and what caused the fire.
Product tanker engulfed in fire anchored in southern China (Chinese media)
A domestic Chinese product tanker caught fire Tuesday afternoon, August 22, anchored in the Gulf of Tonkin near the southern Chinese province of Guangxi and the border with Vietnam. Fifteen of the 17 crewmembers aboard were able to evacuate with initial reports saying that two crewmembers were unaccounted for after the rescue. Later reports indicate that the bodies of the two missing crewmembers were recovered from the port side of the ship later last night.
The 7,000 dwt tanker Sheng You 229 was loaded with 6,858 tons of diesel that was being transported from Yangpu. The Chinese maritime authority reports the vessel was owned by a licensed company, Shenzhen Haichanghua Shipping, which operates a total of 16 oil tankers and four product tankers in the domestic trade. Sheng You 229 is reported to be approximately 384 feet long and registered in China.
Rear Adm. Armando Balilo, PCG spokesperson, said MV Catriona encountered vessel listing at approximately 2.6 nautical miles northeast of Silonay Island in Calapan around 6:30 a.m.
The vessel anchored the prior day at the southern port and reports indicate the ship called for assistance around 14:30. The crew was advised to abandon ship. They were able to launch one or more rafts which carried the 15 crewmembers and were recovered by 15:40 local time by the Coast Guard and other vessels including tugboats responding to the calls.
Crewmembers aboard other ships in the bay told the media that they heard one or more explosions coming from the tanker. Officials report the fire was extinguished by 16:45 and they believe there was no release of oil. By 21:40 rescue crews were able to board the vessel and recover the bodies of the missing crewmembers.
On 2nd August, container ship MTT Singapore, ran aground onto right bank of Hugli river while sailing upstream in India.
According to news, the ship is having 338 containers on board. The grounding was caused by cargo ship proceeding in opposite direction. While the ship trying to avoid the collision, ran onto bank.
Some local reports are suggesting that the vessel was attempting to pass another ship on the river.
Luckily there were no injuries but a lot of people turned out to see the ship stuck, as explained the Ministry of Ports, Shipping and Waterways.
The MTT Singapore is a 10,300 dwt containership operated as part of the regional service from MTT Shipping of Malaysia.
As informed, the 27-year-old vessel has a capacity of 653 TEU although the ministry is reporting that the vessel has a crew of 20 from the Philippines and Malaysia and is registered in Malaysia.
General cargo ship YU CHANG 128 while maneuvering to berth in Naoetsu Port, central Honshu, Japan sea, struck pier at around 1330 Tokyo time Aug 3, on arrival from Busan Korea. The ship got stuck in basin, she was freed about an hour later with tug’s assistance, and moored. No leak reported, extent of damages unknown.
General cargo ship YU CHANG 128, IMO 9982603, dwt 6700, built 2022, flag Panama, manager RONGCHENG SHIPPING CO LTD, Shangdong.
One person has died and several have been injured after a car carrier with some electric vehicles caught fire in the North Sea off the Netherlands overnight.
The first was report around midnight on the Panama-flagged Fremantle Highway traveling from Bremerhaven, Germany to Port Said, Egypt with 23 crew members on board.
The ship is reportedly loaded with 2,857 vehicles, including 25 electric vehicles. The cause of the fire unknown.
The burning ship is located around 27 kilometers off the coast of Ameland, Netherlands.
All 23 crew members were evacuated by helicopter and lifeboat and taken ashore. Unfortunately one has died and several are reported injured.
Photo courtesy Netherlands Coastguard
The Netherlands Coastguard is leading the response and has its salvage vessel Guardian on scene along with several other sea and air assets. The Guardian and a second tug, the Nordic, have been spraying water to cool the ship’s hull to tame the fire. The Nordic was expected to be replaced by another tug, the Fairplay 30.
As of Wednesday afternoon (local time) the fire continued to burn and had spread throughout the vessel. Flames could be seen coming from the top deck.
A tug belonging to Rederij Noordgat has established a connection to hold the burning vessel is place, but is incapable of towing it. The Coastguard reports that a salvage team has arrived on board the Guardian and are working towards establishing a towing connection.
The Embassy of India in The Hague, the Netherlands has confirmed that the deceased person is an Indian national and that 20 crew members sustained injuries.
An update from the Coastguard said some crew members were rescued from the water by a lifeboat with the Royal Netherlands Sea Rescue Institution (KNRM) and Rederij Noordgat. The situation is currently reported as “stable.”
The fire is the latest involving roll-on/roll-off vehicle carriers and is reminiscent of the Felicity Ace fire in 2022, which resulted in the vessel’s sinking in the N. Atlantic nearly two weeks after the fire started. That ship was also carrying electric vehicles, complicating firefighting efforts and shining a spotlight on the dangers of transporting of EVs and lithium-ion batteries by ship.
The Fremantle Highway is nearly 200 meters long and entered service in 2013. Equassis data shows it is owned by Japanese entities related to Shoei Kisen Kaisha (Luster Maritime/Higaki Sangyo). The ship is managed by Wallem Shipmanagement.
At Least 15 Dead, 19 Missing In Ferry Sinking In Indonesia
The vessel was ferrying people across a bay in Muna island. (Representational)
Jakarta: Indonesian authorities were searching for missing passengers on Monday after a ferry sank off Sulawesi island, killing at least 15, the national search and rescue agency said.
Of 40 passengers on board, 19 were still missing, while six survived, the agency said in a statement. The cause of the sinking, which occurred at about midnight, was still unclear.
"All the victims have been identified and handed over to the families while the survivors are now being treated in local hospitals," said Muhamad Arafah from the local branch of the search and rescue agency.
At Least 15 Dead, 19 Missing In Ferry Sinking In Indonesia
The vessel was ferrying people across a bay in Muna island. (Representational)
Jakarta: Indonesian authorities were searching for missing passengers on Monday after a ferry sank off Sulawesi island, killing at least 15, the national search and rescue agency said.
Of 40 passengers on board, 19 were still missing, while six survived, the agency said in a statement. The cause of the sinking, which occurred at about midnight, was still unclear.
"All the victims have been identified and handed over to the families while the survivors are now being treated in local hospitals," said Muhamad Arafah from the local branch of the search and rescue agency.
Photos shared by the rescue agency showed victims' bodies covered in cloth on the floor of the local hospital.
The vessel was ferrying people across a bay in Muna island, about 200 km (124 miles) south of Kendari, the capital of Southeast Sulawesi province.
Ferries are a common mode of transport in Indonesia, an archipelago of more than 17,000 islands, and accidents are common as lax safety standards often allow vessels to be overloaded without adequate life-saving equipment.
(Except for the headline, this story has not been edited by NDTV staff and is published from a syndicated feed.)
Indonesian authorities were searching for missing passengers after the ferry sank Photograph:(Others)
A search and rescue operation is underway as at least 15 people were killed and 19 were missing after a ferry sank off the coast of Indonesia's Sulawesi island on Monday (July 24).
Local reports said the ferry, with 40 people on board, sank just after midnight (1700 GMT, Sunday). It had been crossing from Lanto village on Buton island to Lagili village on Muna island in Southeast Sulawesi when the tragedy struck.
"Provisionally, there are 19 people who are still being searched for," Muhamad Arafah, head of the local search and rescue agency in Kendari city in Southeast Sulawesi was quoted as saying by AFP.
Six people survived the sinking and were rescued by the officials and sent to the hospital for treatment.
"All the victims have been identified and handed over to the families while the survivors are now being treated in local hospital," added Arafah.
Watch: 29 dead in Indonesia ferry disaster; search underway
The rescue images shared by the agencies showed victims' bodies covered in cloth on the floor of one of the local hospitals.
It is still unclear what caused the ferry to sink but preliminary investigations suggest it may have something to do with overcrowding.
Ferry accidents common in Indonesia
Ferries are a common mode of transport across Indonesia, an archipelago, made up of more than 17,000 islands. Naturally, the laws are lax and safety standards mostly non-existent.
Last May, a ferry carrying over 800 passengers ran aground in shallow waters off East Nusa Tenggara province for two days. It remained stuck there before the authorities intervened and managed to dislodge it. Fortunately, no one was hurt in the accident.
In 2018, 150 passengers aboard a ferry died after the vessel carrying them sank in a deep volcanic crater lake on the island of Sumatra.
Around 600 containers are reported lost from a feeder container ship that sank at the port of Kaohsiung in Taiwan.
As earlier reported by TradeWinds, the Palau-registered, 1,262-teu Angel (built 2003) developed a serious list thought to be caused by water ingress just outside the port.
Taiwan International Ports said that the vessel has now sunk, with local reports suggesting that around 600 containers in total have now been lost from the vessel.
The Kaohsiung City government, the Coast Guard Administration, Kaohsiung Harbor Bureau and Fisheries Agency are coordinating efforts to retrieve the containers with the use of local boats.
It is expected the operation could take several days to complete.
The boxes are reportedly causing a hazard to the local fishing industry.
There are also concerns over possible pollution.
The vessel has around 393.4 metric tonnes of low-sulphur fuel oil on board and 91 tonnes of diesel.
Salvage options are now under consideration.
As earlier reported, the Indian Register of Shipping withdrew class from the Angel in May this year. The ship is listed as high-risk under the Tokyo MOU on port state control and has not been inspected in the region since 2018.
The ship is not entered with a protection and indemnity club member under the International Group of P&I Clubs.
The incident is likely to spoil any recent improvement in the number of shipping containers lost at sea from boxships.
According to figures from the World Shipping Council, to the end of 2021 the average number of containers lost at sea each year was 1,566.
As of the afternoon of July 24th only 206 of the 1,349 empty containers that fell into the water when container ship Angel (IMO 9256406) sank while anchored off Kaohsiung port had been recovered (IMN, July 24th).
The port company said that it had tracked down 573 of the containers, noting that 120 had been washed ashore, while 247 have sunk. The latter figure included 87 that were found, but which sank during the recovery process. Most of the containers were located in the areas off of Linyuan District in Kaohsiung and Donggang Township in Pingtung County, southwestern Taiwan.
Multiple agencies had been enlisted to recover the containers, the port company said.
The Kaohsiung Branch of Taiwan International Ports Co. was working with Kaohsiung City government, the Coast Guard Administration, Kaohsiung Harbor Bureau and the Fisheries Agency. 17 vessels were sent to retrieve the containers, many of which have been spotted floating in the water off the city’s Linyuan District and Donggang Township.
An additional problem was the approach of Typhoon Doksuri, which added a sense of urgency to the issue (see previous story). A few oil spills were also found. The Kaohsiung Branch of Taiwan International Ports Co. has dispatched a total of 39 boats since July 20th, when the captain of the Angel issued a distress message.
A salvage team checked the ship on July 23rd, sealing vents connected to the oil tanks and pumping out the oil to avoid any leakage. The tanks reportedly contained 393.4 tonnes of low sulphur fuel, 98.1 tonnes of light diesel, and 0.348 tonnes of lubricating oil.
Details about the ship’s ownership and recent operations are unclear. The Equasis database lists as the owner Navramar Shipping, which is based in the Marshall Islands. It had acquired the ship in May 2023. The ship was registered in Palau and management is listed as being located in Azerbaijan. Equasis reports it was removed from the Indian registry and by DNV as of the beginning of June, showing the vessel’s current class status as unknown. Further, the database does not list a Port State inspection since 2018.
The ship’s owner will be required by law to submit a salvage plan to the port. Officials said they are asking the managers for a plan to remove the oil from the ship, address the containers floating in the waterways, and for the eventual refloating and removal of the hulk.
2003-built, Palau-flagged, 16,145 gt Angel is owned and managed by Navramar Shipping Inc of Majuro, Marshall Islands. ISM manager is Zulu Shipping LLC of Baku, Azerbaijan.
On July 20th, 2023 at approximately 1009 local time (UTC 0209), the Palau-flagged container ship ANGEL (IMO No. 9256406), with a gross tonnage of 16145, was located about 2.8 nautical miles (5 km) from the south breakwater of the port of Kaohsiung when it lost power for unknown reasons. The hull was listed after flooding, and the Master of ANGEL declared abandonment of the ship. All 19 crew members on board were rescued, and the vessel later sank, hundreds of cargo containers fell into the sea and drifted. The prevention and control of oil pollution in this accident is in progress.
The Taiwan Transportation Safety Board (TTSB) has identified this event as a marine casualty according to the Transportation Occurrence Investigation Act and has referenced the Casualty Investigation Code of the International Maritime Organization (IMO). An Investigator-In-Charge has been assigned, and an investigation team has been launched to conduct the investigation.
Further information on the progress of the occurrence investigation will be published on the TTSB website.
Italian authorities have intercepted a record haul of 5.3 tonnes of cocaine, worth an estimated €850 million, off the coast of Sicily. Five individuals have been arrested in connection with the seizure. The ship, sailing under the flag of the Micronesian Island state of Palau, was tracked from South America and was destined for Turkey after offloading its illicit cargo to another ship.
Italian authorities have seized 5.3 tonnes of cocaine as it was being transferred between ships off the coast of Sicily, Reuters reported on Thursday.
The Guardia di Finanza arrested five people in relation to the drug haul worth an estimated 850 million euros ($946 million), after tracking a ship from South America.
Packages thrown off the deck were collected by a fishing vessel nearby, according to surveillance aircraft footage.
The ship was sailing under the flag of the pacific island of Palau, and was to head for Turkey after offloading its haul, police officials told BBC Turkish. The drugs were intended for the domestic market in Italy, they said. Crew on the ship held Turkish, Azerbaijani and Ukrainian citizenships, while the small fishing boat was manned by Italian, French and Albanian nationals.
Colonel Gianluca Angelini said the ship, named Plutus, could have set sail from Trinidad or Venezuela.
In 2021, in a now infamous series of tell-all videos, Turkish mafia boss Sedat Peker accused ruling Justice and Development Party (AKP) heavyweight and former prime minister Binali Yıldırım of involvement with drug trafficking from Venezuela. According to Peker, Yıldırım’s son Erkam had travelled to the Caribbean coast to set up a new route for the cocaine after neighbouring Colombia and Panama ramped up operations and seized more than 5.6 tonnes of the illicit substance headed for Turkey.
Major drug busts in recent months include 2.3 tonnes of cocaine earmarked for Turkey seized in Peru in March, a 290 kg shipment of cocaine in a ship sailing from Brazil to Turkey in January, and an 850 kg shipment of cocaine in Ecuador, headed for the Turkish port of Mersin in June last year.
A large container ship sank near Taiwan’s largest port Kaohsiung on Friday morning, leaving dozens of containers afloat.
The Palau-flagged ship Angel is said to have more than a gross tonnage of 16 tons, of which 1,349 were empty. Taipei-based Taiwan News reported that many containers floated in the sea after the sinking incident.
The Taiwan International Ports Corporation (TIPC) attempted to save the Palau-flagged ship, however efforts did not work out.
Nineteen crew members were evacuated, one of whom was injured.
The TIPC temporarily closed gates to the port over safety concerns caused by floating containers in the waterway.
MANILA – The Maritime Industry Authority (MARINA) has suspended the passenger ship safety (PSS) certificate of MV Maria Helena, the ship that ran aground off the waters of Banton Island in Romblon.
In a letter sent to Montenegro Shipping Lines, Inc., the operator of the grounded MV Maria Helena, MARINA said the suspension was handed down after the ship was involved in “maritime casualties and incidents such as, but not limited to, fire, engine dearrangement, grounding, collision, allision, and hitting hard objects.”
“In view thereof, the PSS of MV Maria Helena is hereby suspended until further notice from this Authority,” the letter read.
The suspension, it said, may be lifted following a thorough safety inspection by a MARINA inspector or surveyor to determine the ship’s seaworthiness.
On Sunday, 93 passengers and 36 crew were rescued by the Philippine Coast Guard (PCG) and local passenger boats from MV Maria Helena after it ran aground about 100 meters off the nearest shoreline of Barangay Nasunugan in Banton.
When the incident occurred, the vessel was bound for San Agustin Port in Tablas, Romblon from Lucena Port in Lucena City, Quezon.
To date, the PCG has placed an oil spill boom around the grounded ship to control possible oil spill after the vessel started listing 10 degrees to portside due to an imbalance of cargoes and seawater.
It added that a wheel exploded in one of the rolling cargoes inside the vessel, causing the imbalance. (PNA)
Bulk carrier BW MATSUYAMA reportedly collided with cargo ship at Constanta Port, Romania, on Jul 9, while maneuvering to shift the berth. According to the report, the ship struck by BW MATSUYAMA sustained heavy and costly damages, totaling some 1,4 mil euro. Cost embraces destroyed or collapsed both ship’s cranes, and freight losses. The ship will have to undergo shipyard repairs. BW MATSUYAMA was detained to ensure the owner will cover the expenses. Damaged ship wasn’t identified, but most probably, it’s a Romanian general cargo ship WHITE STAR.
BW MATSUYAMA arrived at Constanta on Jul 9, to offload shipment of phosphates and to load 8,400 tons of soybeans or corn, bound for Egypt. She left Constanta in the afternoon Jul 14, reached Istanbul outer anchorage in Black sea in the morning Jul 15, and remains anchored.
The massive fire aboard a cargo ship filled with cars that took the lives of two Newark firefighters was put out after nearly a week of burning, the U.S. Coast Guard said Tuesday morning.
Investigators said they will now begin investigating the cause of the blaze on the Italian freighter Grande Costa D'Avorio. The vessel will then be broken down for scrap.
"The salvage process could easily be one to two months," Coast Guard Capt. Zeita Merchant said during a news conference.
The most recent tests of the air and water around the ship's berth indicated they were safe, said Kevin Perry of Gallagher Marine Systems, the company that was hired by the ship's owner, Grimaldi Group, to extinguish the fire and conduct salvage operations.
Firefighters were dispatched to the Port Newark Container Terminal on July 5 at around 9:30 p.m. ET after receiving a report about multiple vehicles on fire aboard the ship.
Emergency personnel battle against a fire aboard the Italian-flagged Grande Costa d'Avorio cargo ship at the Port of Newark, July 7, 2023, in Newark, N.J.
John Minchillo/AP
The freighter was carrying used cars destined for Africa with a stop in Providence, Rhode Island, in between, according to the Port Authority of New York and New Jersey.
"The decks of the ship is essentially a parking garage," Port Director Beth Rooney said. "What we had burning were components and parts of cars."
Firefighters managed to extinguish the main body of the blaze but the flames had extended to multiple levels of the vessel.
At 10:25 p.m. ET the firefighters called a "Mayday" after two firefighters were trapped inside the ship followed by a second "Mayday" call 15 minutes later, city officials said.
Two Newark firefighters, Augusta Acabou, 45, and Wayne Brooks, 49, were pulled out and later died at the hospital.
Newark firefighters Augusto Acabou, left, and Wayne Brooks, Jr., died battling a blaze aboard a cargo ship at Port Newark, July 5, 2023.
Newark Department of Public Safety
Acabou served in the Newark Fire Division for 9 1/2 years and was assigned to Engine 16, Tour 1, according to city officials. Brooks was a veteran of the fire department for 16 1/2 years and was assigned to Ladder 4, Tour 1.
The last time a Newark firefighter was killed on the job was in 2007.
Five other firefighters were injured in the blaze, officials said.
One of the issues encountered by the firefighters was that their two-and-a-half-inch fire hose lines weren't compatible with the boat's one-inch connections, a source close to the investigation told ABC News on Thursday.
Emergency personnel battle against a fire aboard the Italian-flagged Grande Costa d'Avorio cargo ship at the Port of Newark, July 7, 2023, in Newark, N.J.
John Minchillo/AP
Instead, the firefighters were forced to use the fire hoses on the ship, which output less water and pressure than they were used to, the source said.
The New Jersey firefighters also weren't trained to handle blazes that take place on cargo boats, the source sa
The fire on board the Grande Costa D’Avorio has been extinguished at Port Newark, New Jersey, the Unified Command announced Tuesday.
The response will now transition from shipboard firefighting operations, to investigation and salvage operations. The investigation will be led by the U.S. Coast Guard, working with the NTSB and other agencies.
The first started last Wednesday night as the vessel was loading used vehicles for export. Tragically, two firefighters were killed in the initial response and six others were injured.
“I want to share our heartfelt condolences once again to families of Newark firefighters Augusto Acabou and Wayne Brooks Jr., as well as to their colleagues, their fellow first responders, and the community they both lived in and served,” said Capt. Zeita Merchant, the captain of the port of New York and New Jersey and federal on-scene coordinator. “Their selfless sacrifice is on the minds of all involved in the response and we will never forget their acts of courage.”
The Unified Command consists of the U.S. Coast Guard, Port Authority of New York and New Jersey, Newark Fire Department, and Gallagher Marine Systems, representing the ship operator, Grimaldi Deep Sea SpA, part of Italy-based Grimaldi Group.
As the fire response phase concludes, the focus now shifts towards investigation and salvage operations to assess and mitigate any remaining risks or impact to port operations. Salvage operations aim to safely remove and recover the affected vessel while minimizing environmental impact.
A formal investigation will be led by the Coast Guard and also involve National Transportation Safety Board, Bureau of Alcohol, Tobacco, Firearms and Explosives, New Jersey State Fire Marshal, New Jersey State Police, Newark Fire Arson Division, Essex County Prosecutor. The investigation will seek to determine the root causes and contributing factors of the fire.
“The safety and security of the maritime infrastructure remain paramount, and the Unified Command is committed to upholding its mission to protect the nation’s maritime interests,” The Unified Command said in a statement. ”The transition from shipboard fire response to salvage and investigation operations at Port Newark highlights the dedication, professionalism, and resilience of its personnel and partners.”
The Grande Costa d’Avorio, built in 2011, is a combination container/roll-on/roll-off (ConRo) vssel deployed on the North America-West Africa regular ro/ro service operated by Grimaldi Deep Sea. The company said the vessel was 1,200 vehicles and 157 containers when the fire started, but there are reportedly no electric vehicles or hazardous cargo aboard.
As of Sunday evening, Grande Costa D’Avorio’s 11th deck was being monitored and overhauled to address any remaining heat sources, while responders dewatered spaces to ensure the stability of the vessel.
The Port Newark Channel was reopened as of 5 p.m. Sunday. The Port of New York and New Jersey has remeind open and operational.
The cargo ship that caught fire in Newark Wednesday evening was still burning on Friday.Credit...Dakota Santiago for The New York Times
By Tracey Tully and Erin Nolan
As a fatal fire continued to burn aboard a cargo ship at Port Newark in New Jersey, emergency workers on Friday scrambled to extinguish the blaze while working to prevent an environmental disaster in the most populated region of the country.
Officials said they were trying to contain the fire from outside the ship and to cool it down without filling the vessel with too much water, which could cause it to capsize into a channel that flows into Newark Bay and, farther away, the Atlantic Ocean.
There were also concerns about the heavy smoke still spewing from the Italian cargo ship, the Grande Costa d’Avorio, which is carrying 1,200 vehicles, many of them at least partially filled with gasoline and oil.
“We are fully aware of the potential environmental impacts, including air quality, and minimizing any adverse effects to the environment,” said Capt. Zeita Merchant, a regional commander for the U.S. Coast Guard, which has taken over control of the firefighting operation.
“Our efforts,” she added, “are dedicated to containing and mitigating pollution.”
Tom Wiker, president of Gallagher Marine Systems, a company hired by the vessel’s owner to oversee the recovery effort, said the company was monitoring water and air quality. Sulfur dioxide levels in the air near the ship had spiked twice to an unsafe range before dissipating, he said.
“There is no reported release of oil from the vessel as of yet,” Mr. Wiker said Friday during a news conference in the port.
The ship itself, however, is listing, awakening memories of a long-ago disaster in New York Harbor. In February 1942, the Normandie, a French ocean liner docked at a Manhattan pier, capsized after one of the most spectacular fires in the history of the New York waterfront. It took 17 months to remove the vessel from the Hudson River.
“Our goal is to always get it back to what we call an even keel, which is level,” said Gordon Lorenson, a project manager at Donjon Marine, a salvage and dredging company involved in the firefighting effort.
On Friday, nearly two days after cars aboard the cargo ship first burst into flames, firefighters were sending multiple streams of water onto the deck of the Grande Costa d’Avorio as thick, dark smoke billowed from its top decks. At the same time, water cascaded from gaping, charred holes in the ship’s exterior and into the water below like a murky waterfall.
NEWARK, N.J. -- Two firefighters were killed battling an overnight fire aboard a cargo ship in Port Newark.
Officials said multiple vehicles on the ship caught fire around 9:30 p.m. Wednesday, and the flames spread to at least two floors above.
CBS New York's John Dias and Zinnia Maldonado have live team coverage from the scene this morning, and this is what we have learned about the ship so far.
Grande Costa D'Avorio
The ship was built in 2011 and sails under the flag of Italy, because it's owned by one of the country's leading ship owners, a family-owned company called the Grimaldi Group. The company specializes in the maritime transport of cars, as well as shipping containers.
"Sadly, during the firefighting operations, Grimaldi Deep Sea were informed that two fire fighterslost
their lives. All Company's thoughts, prayers and sympathies are with their families and team
currently," the company said in a statement Thursday afternoon. "At this time, it is not known how the fire started but the Company will undertake a full investigation in close cooperation with all relevant authorities."
Where it came from
The ship traveled from Baltimore on a roughly two-day journey and was docked at Corbin and Marsh streets.
What it's carrying
The ship is capable of carrying more than 47,000 tons. A source briefed on the situation told CBS New York it was loaded with used cars apparently headed overseas to be refurbished and sold.
Largest port on East Coast
Officially called the Port Newark Container Terminal, it spans about 272 acres.
What's still unknown
While the firefighters have since been identified, we are still waiting to learn more about the cause of the fire.
New photos taken on Thursday show the progress that is being made in respect of clearance operations for OS 35.
Earlier this week, the Captain of the Port has confirmed the operation to raise both sections of the OS 35 wreck out of the water was successfully completed on Monday, with subsequent surveys of the seabed beginning on Tuesday to ensure that the wreck site of the OS 35 is completely cleare. Once these are fully concluded, the operation will draw to a close.
KOOLE are pleased to announce a major milestone in the MV OS 35 wreck removal project! The KOOLE team successfully loaded the complete wreck onto their semi-submersible vessel “FJORD” as planned and engineered.
This is a significant accomplishment for the project as well as for the company.
The successful completion of the project was due to their hardworking crew and their dedication throughout this project. Also included in the success are their subcontractors and other stakeholders with their valuable assistance and support.
The bulk carrier OS 35 collided with LNG tanker Adam LNG in the Port of Gibraltar on 29 August 2022 as it was manoeuvring to exit. Although the tanker only suffered minor damage, the OS 35 was making water at the bow and was directed to a location off Catalan Bay on the east side of the Gibraltan Peninsula to beach and prevent it from sinking.
Both sections of the OS35 wreck have now been loaded onto the semi-submersible heavylift vessel Fjord, with salvors now cleaning the ship as preparations continue to transport the wreck to a specialist yard for scrapping.
Yesterday, salvors were cleaning both sections of the ship in a bid to ensure it is in good condition to travel safely to Holland, where the wreck will go to a scrapping yard.
Booms currently surround the vessel as a precaution to contain any spillages as the two sections of the ship are secured for transportation.
Photos by Johnny Bugeja
BY NATHAN BARCIOShare Share this article on Facebook Share this article on Twitter
6th July 2023
Both sections of the OS35 wreck have now been loaded onto the semi-submersible heavylift vessel Fjord, with salvors now cleaning the ship as preparations continue to transport the wreck to a specialist yard for scrapping.
Yesterday, salvors were cleaning both sections of the ship in a bid to ensure it is in good condition to travel safely to Holland, where the wreck will go to a scrapping yard.
Booms currently surround the vessel as a precaution to contain any spillages as the two sections of the ship are secured for transportation.
A spokesperson for the Gibraltar Port Authority confirmed that as of now, there have been no spillages during this final stage of the operation, with the preventative booms to be removed within the coming days.
Once the ship is clean, with spillage possibilities on the journey eliminated, the journey to Holland will commence.
The spokesperson also confirmed that refuge ports are included in contingency plans for the journey, in case of unexpected circumstances such as bad weather in certain parts of the trip.
It is estimated that “weather permitting”, it will take around two weeks for the semi-submersible ship to reach its final destination, with a chance of a quicker journey if weather conditions permit.
THE OS 35 bulk carrier will finally leave Gibraltar’s Catalan Bay Friday afternoon aboard a huge barge just over ten months after it beached there following a bay accident.
The mammoth Fjord semi-submersible barge that scooped it up Tuesday will carry it off to the Eastern Anchorage south of Eastern Beach after weeks of work lifting the two parts of the OS 35 from the seabed.
A controlled oil leak occurred on Tuesday afternoon when the heavy lift platform picked up the stern and bow sections of the bulker that had broken last winter during heavy storms.
Workers then sucked out all the oil from around the Fjord barge while lifting the barge out of the water.
Just before the ship sails to the Eastern Anchorage, workers will finally remove the preventive boom that contained the spill and stopped another ecological disaster.
Captain of Gibraltar Port John Ghio has declared the removal by Dutch contractors Koole Ltd a ‘success’ after the ‘detailed planning’ that went into the operation.
Workers aboard the Fjord will now make sure the ship sitting atop the barge is securely fastened for the next two weeks before it sails to the Netherlands.
Once there, the contractors will likely break it up further, recycle the metal or sink it to create an artificial reef.
“This is a significant accomplishment for the project as well as for our company,” Koole Ltd said in statement on its website.
“We want to express our pride in our hardworking crew and their dedication throughout this project.”
The beaching of the OS 35 700 metres from Catalan Bay attracted global media attention, especially from international shipping media.
“The conclusion of the salvage operation demonstrates the industry’s commitment to safety, environmental protection, and efficient maritime operations,” Marine Insight said.
“The marine industry recognizes the importance of prompt and effective responses to such incidents to maintain the integrity of shipping operations and protect marine ecosystems.”
But Gibraltar marine charity The Nautilus Group told The Olive Press that sealife would be hurting for a whole decade after oil leaks from the accident.
The incident sparked off when the OS 35 left the Bay of Gibraltar on August 29 and collided with the anchor chain of another ship, the Adam LNG, opening up a ten metre gash in the hull.
As it took on water, the port directed it to a location off Catalan Bay where it beached and gradually broke apart over the winter.
A Gibraltar court declared the Syrian captain of the OS 35 bulker guilty of negligence for his part in the incident but allowed him to go free with a suspended sentence.
The salvage operation to remove the wreck of the bulker OS 35 off Gibraltar was largely completed on July 3. The two sections of the hulk have now been removed from the ocean 10 months after the vessel hit an anchored gas carrier and sank to the seafloor near one of Gibraltar’s beaches.
“I’m delighted that we have finally reached this important milestone,” said the Minister for the Port, Vijay Daryanani, announcing the hulk had raised. “I’d like to thank all those who continue to work towards the ultimate goal of the final departure of the OS 35 from Gibraltar’s waters with safety and environmental protection as the top priority.”
The two sections of the bulker, which had measured 584 feet, were transferred onto the semi-submersible, heavy-lift vessel Fjord. Port officials announced today that the two sections of the hull were now safely aboard the lift ship and raised above the water.
The Fjord is expected to remain in Gibraltar for a couple of weeks, as the hull sections are further secured and sea-fastened in preparation for the voyage to the final decommissioning site in the Netherlands. Once preliminary work is completed in securing the hull sections, as well as the clearing of the residues from within the oil containment boom, the Fjord will move from its current location to a suitable anchorage berth.
Currently, the salvage team is commencing a survey of the seabed. They are looking for any additional pieces of the vessel or debris that will be removed before they complete the operation.
As was anticipated, the raising of the two sections of the hull out of the water released residues, including heavy oil residues. As a precaution, they had strung a protective boom, which captured most of the oil released. Work is ongoing to clear the residues within the boomed area and to tackle the consequent sheening which is coming off the boomed section.
The lifting of the hulk brings to a close the incident that began on August 30, 2022, when the OS 35, registered in Tuvalu, a 35,000 dwt bulker hit the anchored 162,000 cbm Adam LNG tanker. Reports indicated that the bulker which was laden with a cargo of steel rods hit the anchor chain of the gas carrier pulling her into the forward portion of the bulker. Taking on water, the bulker was ultimately directed to the position where her bow settled to the sea floor. The salvage team later decided to sink the stern to the seabed but winter storms caused the vessel to break into two pieces.
The master of the OS 35 pleaded guilty in a Gibraltar court to counts related to the accident. He was given a suspended sentence.
KHO Shipping Lines strengthens the route of Mintac Port, Cataingan, Masbate to Pier 4, Port Area, Cebu and vice versa through the introduction and addition of its new roll on/roll off vessel, the 𝗠/𝗩 𝗘𝗦𝗣𝗘𝗥𝗔𝗡𝗭𝗔 𝗦𝗧𝗔𝗥.
The vessel was the former M/V Lady of Rule of Medallion Transport Inc and was acquired by Kho Shipping Lines in 2021 as part of its aggressive fleet expansion program.
The vessel has a length overall of 64.6 meters and a breadth of 14.8 meters. She has a passenger capacity of 538 passengers which is composed of economy, tourist, and 8 VIP class accommodations. The vessel can accommodate up to 16 10-wheeler trucks and 6 4-wheeler vehicles enough for local and connecting shippers who prefer traveling directly to Cebu City.
This new vessel will complement its existing vessel: M/V Cataingan which is currently serving the Cebu to Mintac Port, Cataingan, Masbate route.
The 𝗠/𝗩 𝗘𝗦𝗣𝗘𝗥𝗔𝗡𝗭𝗔 𝗦𝗧𝗔𝗥 will be having its blessing and open house on February 8, 2022, Tuesday while its maiden voyage is set on February 9 2022 Wednesday at 8 o’clock in the evening.
OFFICIAL VESSEL SCHEDULE:
MINTAC PORT, CATAINGAN, MASBATE TO CEBU PIER 4 – Every Monday, Wednesday, Friday
Departure: 8:00PM, Kho Container Port and Terminal Services, Mintac, Cataingan, Masbate
Arrival: 4:00AM, Pier 4, Cebu City
CEBU PIER 4 to MINTAC PORT, CATAINGAN, MASBATE – Every Tuesday, Thursday, Saturday
Departure: 8:00PM, Pier 4, Cebu City
Arrival: 4:00AM, Kho Container Port and Terminal Services, Mintac, Cataingan, Masbate
Vehicle:
10-Wheeler Truck – 16,000.00 (free fare for 1 driver and 2 crew)
8-Wheeler Truck – 14,000.00 (free fare for 1 driver and 1 crew)
6-Wheeler Truck – 12,000.00 (free fare for 1 driver and 1 crew)
SUVs/Pick up/Van – 7,000.00 (free fare for 1 driver)
Sedan/Hatchback – 6,000.00 (free fare for 1 driver)
Motorcycle – 2,000.00
Visit the Cebu Ticketing Office of Kho Shipping Lines located at Arellano Boulevard, Cebu Pier 3, Brgy. Tinago, Cebu City (Across Philippine Coast Guard Cebu Office). Here’s the contact number: CEBU CITY OFFICE BRANCH – 0966-567-5317 and MINTAC CATAINGAN OFFICE BRANCH 0970-669-2151
To know more information please visit and message the Official FB Page of Kho Shipping Lines:
Members of the Philippine Coast Guard and local fishermen conduct a firefighting and rescue operation after a passenger-cargo vessel, MV Esperanza Star, caught fire in the vicinity of waters off Panglao, Bohol on Sunday. Around 55-65 passengers were onboard the vessel, which departed from Port Lazi, Siquuijor going to Port of Tagbilaran, according to Coast Guard Tagbilaran.
General cargo ship TAISEI MARU No. 21 ran aground at around 0100 Jun 7 Tokyo time at Kogochi Island tip, Okayama Prefecture, Inner Japan sea, while en route from Takasago, Hyogo Prefecture, to Kure, Hiroshima Prefecture. No visible hull damages, no leak reported, 5 crew are safe. Tug is already on the scene, waiting for high tide. Ship’s AIS off for long time.
The National Bureau of Investigation (NBI) Environmental Crime Division on Tuesday filed a criminal complaint against 35 individuals over the Oriental Mindoro oil spill.
The respondents are facing a complaint for falsification of public documents, use of falsified documents, and perjury over an allegedly falsified certificate of public convenience (CPC).
Included among the respondents were RDC Reield Marine Services, the company that owns the MT Princess Empress that caused the oil spill, the ship crew, and personnel of the Philippine Coast Guard (PCG), and the Maritime Industry Authority (Marina).
“RDC Reield directors are presumed to be authors of the falsified document as they were in possession of the same and made use of the document. They also benefited from the use of the falsified document,” Justice Department spokesman Mico Clavano said in a media briefing.
“The PCG is liable as they conduct pre-departure inspections for domestic oil tankers prior to voyage. And first and foremost on their checklist is to check the validity of the CPC,” he added.
Meanwhile, Clavano said other documents falsified were a construction certificate, tonnage measurement certificate, certificate of ownership, and certificate of Philippine registry.
“The officials from Marina and RDC… conspired for the purpose of illegally registering the MT Princess Empress with false documents,” Clavano said.
For his part, Justice Undersecretary Raul Vasquez said the construction certificate, the tonnage measurement certificate, and the certificate of Philippine Registry indicated that the MT Princess Empress was allegedly constructed in Bataan.
“But in actuality, it was constructed in Navotas. And based on Marina policies, the office or the Marina Regional Office that should certify this ship should have been the place where the construction was made or the head office of the ship owner or any branch thereof,” Vasquez said.
“Based on the investigation, the ones who signed off on the registration are regional officers of Region V. These two persons, the regional director there and the… head of shipyard, they’re already transferred here because of the ongoing administrative investigation against them that was initiated by Marina,” he added.
Clavano, meanwhile, said the DOJ is still looking into whether they would file environmental crimes and graft and corruption charges in the following weeks.
GMA News Online has sought comment from the respondents, but they have yet to respond as of posting time.
For its part, the RDC maintained that the MT Princess Empress was a newly built vessel.
“MT Princess Empress is a newly built vessel that fully complies with all the requirements and procedures set by the Maritime Industry Authority (MARINA) and the vessel's classification society (ORS)," the RDC said.
"We will let the facts and our evidence speak for themselves in due time," it added.
Meanwhile, PCG spokesperson Rear Admiral Armand Balilo said they will wait for the official document before issuing a statement.
"We respect the decision of DOJ but we will wait for the official document so we can have a basis to issue our statement," he told GMA News Online.
The MT Princess Empress sank on February 28 off Naujan while carrying 800,000 liters of industrial fuel. — DVM, GMA Integrated News
Pilot falls — and faulty pilot ladders — continue to be a cause for concern. Now the Australian Maritime Safety Authority (AMSA) says it has secured a win for pilot safety, following the successful prosecution of a master and company in the Perth Magistrates Court on May 23, 2023.
The prosecution was brought after an incident on August 24 in which a pilot was injured when disembarking the Cyprus-flagged cargo ship AAL Dampier as it was departing the Port of Fremantle.
While departing the AAL Dampier via the pilot ladder, the ropes parted, causing the pilot to fall approximately 7 meters onto the deck of the pilot vessel, which was traveling alongside the ship.
The pilot vessel urgently transported the pilot to hospital for treatment for serious injuries.
AMSA inspectors and specialist investigators boarded the vessel and seized a portion of the pilot ladder ropes, which were later found to be seriously defective and in a poor state.
“The shocking condition of the ropes was likely due to inappropriate storage and ineffective inspection maintenance procedures,” says AMSA.
The vessel owner. AAL Dampier Navigation Co Ltd, (part of the AAL Group) pleaded guilty to an offense under Marine Order 21 (Safety and Emergency Arrangements) 2016 for failing to ensure pilot transfer arrangements in place were in accordance with the relevant regulations and was fined AUD 30,500 (about US $20,000).
The master of the vessel pleaded guilty to two offenses, one under Marine Order 21 (Safety and Emergency Arrangements) 2016 for failing to ensure the disembarkation of a pilot was carried out in accordance with the relevant regulations and one under the Navigation Act 2012 for taking an unseaworthy vessel to sea, and was fined a total of AUD 5,500 (about US$ 3,600).
AMSA Executive Director of Operations Michael Drake said he hoped the conviction would deter other vessels from compromising on marine pilot safety.
“Marine pilots have a critical and high-risk job, even in the best of conditions, and it is imperative that vessels meet safety standards to prevent s
Fastcat ferry M V ST JHUDIEL with 197 passengers on board collided with deck cargo ship LCT POSEIDON 23 in the afternoon May 21 in Cebu waters near Cebu-Mactan bridge. LCT was carrying 17 vehicles and some 20 passengers, drivers and cargo movers. Collision, reportedly, was caused by ferry steering and engine failure. Ferry bow was severely damaged, but she reached pier and was berthed, some 30 or 35 passengers sustained injures, 13 of them had to be taken to hospital.
Two bodies of missing crew members had been recovered as of Thursday afternoon as China’s Ministry of Transport has been making all-out efforts to search for and salvage the Chinese deep-sea fishing vessel that capsized and was wrecked on Tuesday in the central Indian Ocean.
The wrecked fishing vessel Lupeng Yuanyu 028, owned by Shandong Province-based Penglai Jinglu Fishery, capsized and sank about 5,000 kilometers west of Perth, Australia, early on Tuesday, with 39 crew members on board missing -- 17 Chinese, 17 Indonesians and five Filipinos, according to the Xinhua News Agency.
As of 2 pm on Thursday, 10 ships including nine sent by China were participating in the search and rescue operation.
Overcoming difficulties such as the high risk of operation at night and poor sea conditions in the area, three fishing vessels including the Ming De and Lupeng Yuanyu 087, and three naval ships, arrived on Wednesday and early Thursday morning, bringing the total number of rescue ships to nine in the area where the vessel capsized and sank, according to an official from the Transport Ministry.
The nine ships dispatched found a few floating objects such as woven bags and plastic baskets at the spot.
It is expected that two more ships -- the De Tian dispatched by the ministry and the Shandong Delong belonging to Shandong Shipping Corp -- will arrive at the spot on Friday afternoon and join the rescue mission.
Apart from the Chinese ships, Australia sent three fixed-wing aircraft and India sent one fixed-wing aircraft to participate in the rescue on Wednesday. Australia will send more fixed-wing aircraft on Thursday.
On Wednesday and early on Thursday, Transport Minister Li Xiaopeng and other officials restudied and redeployed the search and rescue mission for the capsized and sunk fishing boat. Meanwhile, the Transport Ministry kept in close communication with China’s Foreign Ministry and its Ministry of Agriculture and Rural Affairs to strengthen coordination and send more rescue forces.
The Chinese authorities will continue to coordinate with Australia, India and other neighboring countries to send additional search and rescue forces from their maritime search and rescue agencies, broadcast voyage warnings and assist in the search and rescue operation.
17th May 2023 – (Beijing) The Chinese-owned and flagged fishing vessel “Lu Peng Yuan Yu 028” capsized in the central Indian Ocean on Tuesday, 16th May at around 3am local time. There were 39 people on board the vessel at the time of the incident, including 17 Chinese crew members, 17 Indonesian crew members, and 5 Filipino crew members. All 39 individuals are currently missing, and search and rescue efforts are currently underway.
Upon hearing of the incident, Chinese President Xi Jinping issued an important directive, calling for the immediate activation of emergency response mechanisms. The Chinese Ministry of Agriculture and Rural Affairs, the Ministry of Transport, and the Shandong Provincial Government have all been instructed to verify the situation, increase the number of rescue personnel, coordinate with international search and rescue efforts, and do everything possible to carry out the rescue mission.
The Chinese Foreign Ministry and relevant embassies abroad have also been instructed to strengthen communication with local authorities and coordinate efforts in the search and rescue mission. In addition, President Xi Jinping and Premier Li Keqiang have called for the further strengthening of safety inspections and risk warnings for offshore operations, to ensure the safety of people’s lives and property.
In accordance with the directives of President Xi Jinping and Premier Li Keqiang, the Ministry of Agriculture and Rural Affairs, the Ministry of Transport, and the Shandong Provincial Government have activated emergency response mechanisms and are organising rescue efforts. Other relevant rescue forces are also being mobilised to the area where the vessel capsized. The Chinese Maritime Search and Rescue Center has notified relevant countries, and rescue teams from Australia and other countries are also assisting in the search. The Chinese Foreign Ministry has also initiated an emergency response mechanism to coordinate with relevant embassies in Australia, Sri Lanka, Maldives, Indonesia, and the Philippines to actively carry out search and rescue operations.
LUPENGYUANYU017, similar to the ship that sank. (North Pacific Fisheries Commission)
Reports Wednesday said 39 people are missing more than 24 hours after a Chinese fishing boat operating in the Indian Ocean capsized.
Chinese state broadcaster CCTV said the accident happened around 3 a.m. Tuesday. The report said the crew includes 17 from China, 17 from Indonesia and five from the Philippines.
Chinese leader Xi Jinping and Prime Minister Li Qiang have ordered Chinese diplomats abroad, as well as the agriculture and transportation ministries, to assist in the search for survivors.
“All-out efforts” must be made in the rescue operation, Xi was quoted as saying by the official Xinhua News Agency. Li ordered unspecified measures to “reduce casualties and strengthen safety management of fishing vessels at sea to ensure safe maritime transport and production,” Xinhua said.
No word was given on the cause of the capsizing.
Australia, Indonesia and the Philippines have also expressed their willingness to join in the search. Indonesia's National Search and Rescue Agency said the capsizing occurred about 4,600 kilometers (2,900 miles) northwest of Australia.
Several ships and an Australian Defense Force P-8A Poseidon aircraft have been searching the area. The Indian Ocean stretches from South Asia and the Arabian Peninsula to east Africa and western Australia. No survivors or life rafts have been spotted.
The Philippine Coast Guard Command Center said Wednesday it was monitoring the situation and coordinating with the Chinese Embassy in Manila, as well as search and rescue teams operating near the vessel’s last known location.
The Australian Maritime Safety Authority said it was coordinating the search in what it called a remote location in the Indian Ocean, about 5,000 kilometers (3,100 miles) northwest of the coastal city of Perth. It said the agency received a distress beacon signal from the fishing vessel at about 5:30 a.m. Tuesday, Australian time, and that weather conditions in the area Tuesday were “extreme," but had improved by Wednesday.
Merchant and fishing vessels in the area were also searching for survivors Wednesday.
A Perth-based Challenger rescue aircraft will drop a buoy to help with drift modelling to further assist in the search, the agency said.
The Lu Peng Yuan Yu 028 was based in the eastern coastal province of Shandong, operated by the Penglai Jinglu Fishery Co. Ltd., according to the reports. Another Chinese vessel, Lu Peng Yuan Yu 018, is operating near to the upturned hull and has been asked to conduct a grid search for survivors, according to the Indonesian agency.
China is believed to operate the world’s largest fishing fleet. Many of them stay at sea for months or even years at a time, supported by Chinese state maritime security agencies and a sprawling network of support vessels.
Along the Bay of Bengal at the Indian Ocean’s northern end, Myanmar and Bangladesh were undergoing recovery from a powerful cyclone that smashed into their coastlines, causing widespread destruction and at least 21 deaths, with hundreds of others believed missing.
Chinese squid fishing ships have been documented using wide nets to illegally catch already overfished tuna as part of a surge in unregulated activity in the Indian Ocean, according to a report released in 2021 by a Norway-based watchdog group that highlighted growing concerns about the lack of international cooperation to protect marine species on the high seas.
The group, called Trygg Mat Tracking, found that the number of squid vessels in the high seas of the Indian Ocean — where fishing of the species is not regulated — has increased six-fold since 2016.
The U.S. Coast Guard was also involved in a dangerous confrontation with Chinese vessels not far from Ecuador’s Galapagos Islands in 2022 during a mission to inspect the vessels for any signs of illegal, unreported or unregulated fishing.
Chinese fishing vessels operating illegally are known to sail "dark," with their mandatory tracking device that gives a ship’s position either switched off, transmitting intermittently, or providing false identifiers.
In 2014, Malaysia Airlines Flight 370 was believed to have gone down somewhere in the Indian Ocean with 239 people aboard. That Boeing 777, which remains missing, became invisible to civilian radar when its transponder locating device stopped transmitting during a flight from Kuala Lumpur.
BEIJING, May 17 (Reuters) - A Chinese fishing vessel with 39 crew members on board has capsized in the Indian ocean and President Xi Jinping has ordered that all efforts be made to search for survivors, state media reported on Wednesday.
The distant-water fishing vessel "Lupeng Yuanyu 028", owned by Penglai Jinglu Fishery Co Ltd based in Shandong province, capsized early on Tuesday, state-run CCTV reported.
The 39 people on board - 17 Chinese crew members, 17 Indonesians and five from the Philippines - were missing, CCTV said.
MANILA, Philippines — The owner of the sunken oil tanker which caused an oil spill in the waters of Oriental Mindoro was a no show at a House of Representatives hearing on Tuesday, much to the dismay of lawmakers.
The House committee on ecology and natural resources probe on the MT Princess Empress was only attended by several agencies, including the Philippine Coast Guard (PCG), Maritime Industry Authority (Marina) and the Department of Justice, while only the captain of the sunken ship and his lawyer, with no other representatives, were present.
Cement carrier CHUNG YANG suffered engine failure early morning May 6 some 3 nm off South Korea coast north of Pohang, while en route from Donghae to Masan. Maritime Safety Service was alerted at around 0300 Seoul time, disabled ship with 15 crew was drifting in northern direction, dangerously close to coast. Understood she anchored and is waiting for weather improvement, to be taken on tow by tug. Tug is on standby, waiting weather improvement. Rough weather prevented immediate crew evacuation.
Three seafarers are missing from an Aframax tanker Pablo which caught fire off the coast of Malaysia on Monday.
Marcus Hand
The Malaysian Maritime Enforcement Agency (MMEA) said it received an alert on Monday that fire had broken out at 4pm on the Gabon-registered vessel 37.5 nautical miles northeast of Tanjung Sedili.
Two vessels in the vicinity rescued 23 of the 28 crew onboard while an MMEA vessel sent to the scene picked-up two seafarers from the water. According to the Maritime & Port Authority of Singapore (MPA) 18 of the crew were rescued by the tanker Enola.
Three seafarers from the stricken tanker remain missing.
The MPA named the tanker involved in the fire as the Gabon-registered Pablo. The Equasis database lists the Pablo as a 1997-built, 96,773 dwt tanker.
Owner and manager are listed Pablo Union Shipping registered in the Marshall Islands with ownership and management transferred to the single ship company in early April. At the beginning of April the vessel changed name from Mockingbird when it was also reflagged with Gabon, its previous flag listed as “unknown”.
Bangkok, May 2 (EFE).- Malaysian authorities were searching Tuesday for three sailors who disappeared after a fire sank a tanker, carrying 28 crew members, in the country’s southeastern waters.
Two boats close to the ship rescued 23 crew members who had jumped into the water alive after the incident, while two others were saved from the burning ship, the Malaysian Maritime Control Agency said in a Tuesday statement.
The Malaysian agency received an alert signal Monday afternoon from a Gabonese-flagged cargo ship, which left China bound for Singapore, and which was some 37 nautical miles from the coastal town of Tanjung Sedili.
After the rescue of 25 of the crew members, authorities carried out a search operation for the three missing sailors.
The agency also said it had opened an investigation to determine the causes of the sinking. EFE
May 03 UPDATE: 3 crew members died in explosion, which ripped off cargo deck and made PABLO look like giant hopper barge. We see a classic ballast tanker disaster – hot works on cargo deck of tanker with not degassed tanks, full of explosive fumes. Of 3 dead seamen, 2 were Indians, 1 Ukrainian. Tanker Master is reportedly, Ukrainian too, according to Malaysian Maritime Enforcement Agency (MMEA) report. Fire was already extinguished, because there wasn’t much to be on fire, actually. Tanker now is a wreck afloat, seemingly in no danger of sinking.
May 01 1600 UTC UPDATE: 25 crew were rescued by nearby ships, 3 crew are missing. No details on fire and its’ cause yet.
Aframax crude oil tanker PABLO is reportedly, on fire in South China sea at Singapore outer anchorage. No other details available at the moment. Last AIS position received at 1500 LT May 1. The ship arrived at anchorage on Apr 30 from China, bound for UAE, so she should be in ballast.
マーシャル諸島船籍のMT PETITE SOEURは無傷でシエラレオネ籍船のMV HONG HAI 189が転覆したと記事では書かれているが、自分にはどうしても転覆していない船はドレッジャーに見える。マーシャル諸島船籍のMT PETITE SOEURの写真を検索して謎が解けた。写真は転覆したMV HONG HAI 189と同型船か、同じタイプの船（MV HONG HAI 199の可能性は高い）が一緒に取られていて、同日に出港停止命令を受けたマーシャル諸島船籍のMT PETITE SOEURは他の場所に移動しているから、マーシャル諸島船籍のMT PETITE SOEURが関連事故のニュースに乗っていないと推測した。
転覆した船は少なくとも船尾に二つの舵がある。MV HONG HAI 189の船尾の写真から判断すると、MV HONG HAI 189の船尾には舵が二つある。マーシャル諸島船籍のMT PETITE SOEURの船尾の写真を見ると舵が一つだけだ。そして、シエラレオネ籍船のMV HONG HAI 199と呼ばれる船の写真があることから、写真は２隻のドレッジャーだと思う。
上記の船はHONG HAI 189 IMO 835554とHONG HAI 199の写真のようだ。名前が似ているのと２隻ともシエラレオネ籍船らしい。しかしIMO番号がおかしい。HONG HAI 199のIMO: 8355566やIMO 8654637と書かれているサイトがある。これだけ大きな船でシエラレオネ籍船なのに、IMO番号ではなく、内航中国船籍のようにMMSI番号なのが凄くあやしい。
マーシャル諸島船籍のMT PETITE SOEURは無傷でシエラレオネ籍船のMV HONG HAI 189が転覆したと記事では書かれているが、自分にはどうしても転覆していない船はドレッジャーに見える。フィリピン沿岸警備隊が素人なのか、自分が素人なのだろうか？
CAPSIZED | The dredging vessel MV Hong Hai 189 floats belly up in waters off Corregidor Island on Saturday morning, after it capsized following a collision with the bigger chemical-petrol tanker MT Petite Soeur the night before. Two crew members of the dredger died and three others are missing. The rest of its 20-man crew were rescued. The Petite Soeur did not sustain any damage and all its 21 crew members are safe. (Photo from the Philippine Coast Guard)
MANILA, Philippines — Two crew members of a foreign dredging vessel — a Filipino and a Chinese — died after their ship collided with a chemical-petrol tanker in the waters between Corregidor Island and Mariveles, Bataan, the Philippine Coast Guard (PCG) said on Saturday.
Three other Chinese crewmen are missing.
The collision between the 140-meter dredger MV Hong Hai 189 and the 183-meter MT Petite Soeur, which occurred around 9:30 p.m. on Friday, caused the smaller ship to capsize, PCG spokesperson Rear Adm. Armand Balilo said.
The Petite Soeur, flagged in Marshall Islands, wasn’t damaged, he said.
Other details of the incident were not immediately available, including the direction the ships were traveling and their destinations.
The Sierra Leone-flagged Hong Hai’s last port call was Botolan, Zambales, and Petite Soeur’s was Mariveles, Bataan.
Corregidor, located at the mouth of Manila Bay, is just 5.56 kilometers from Mariveles, but it is under the jurisdiction and administrative management of Cavite City, around 35 km away.
Chinese vessel Heng Da 19, which was near the area when the collision occurred, reported to the PCG that it had rescued 16 of Hong Hai’s 20 crew members — 16 Chinese and four Filipinos. Fourteen were being cared for on Heng Da, and two were rushed to a hospital.
The MV Hong Hai 189 and MT Petite Soeur collided in the waters of Corregidor Island on April 29, 2023. (Photo from the PCG)
MANILA, Philippines — Two foreign ships collided in the waters off Corregidor Island, leaving at least two people dead and three others missing, said the Philippine Coast Guard (PCG) on Saturday.
“The [PCG] responds to a collision between MV Hong Hai 189 and MT Petite Soeur at the vicinity waters off Corregidor Island yesterday, 28 April 2023,” said the Philippine Coast Guard in a statement.
The MV Hong Hai 189 had 20 crew members, with 16 of them rescued. However, one of them, a Filipino crew member, would later die in the hospital after his rescue.
The other casualty was a Chinese seaman, whose body was recovered at sea, said the PCG.
Search and rescue operations are ongoing for three others who were reported missing.
“The Coast Guard Sub-Station Corregidor was informed that MV Hong Hai 189 already capsized,” said the PCG.
Meanwhile, the PCG said that “all 21 crew of MT Petite Soeur were in good physical condition.”
According to the PCG, the MV Hong Hai 189 was a dredger under the flag of Sierra Leone. It was last ported in Botolan, Zambales.
The MT Petite Soeur was a chemical oil tanker, and is under the flag of the Marshall Islands. It had last docked in Mariveles, Bataan.
上記の船はHONG HAI 189 IMO 835554とHONG HAI 199の写真のようだ。名前が似ているのと２隻ともシエラレオネ籍船らしい。しかしIMO番号がおかしい。HONG HAI 199のIMO: 8355566やIMO 8654637と書かれているサイトがある。これだけ大きな船でシエラレオネ籍船なのに、IMO番号ではなく、内航中国船籍のようにMMSI番号なのが凄くあやしい。
下記の記事の写真が正しければ、転覆したのはシエラレオネ籍船のMV HONG HAI 189ではなく、マーシャル諸島船籍のMT PETITE SOEURだと思う。誰も間違いに気付かないのかな？
Product tanker PETITE SOEURの長さは183mなのでHONG HAI 189の長さが140mであれば同じ大きさだと思う。MV HONG HAI 189の国籍がシエラレオネ籍船なのでまともな保険会社なのか個人的には疑問。まともな船主であれば普通、船をシエラレオネ籍船に登録なんてしないと思う。
Tanker PETITE SOEUR reportedly collided with MV HONG HAI 189, at around 2200 LT Apr 28 north of Corregidor island, Manila Bay. HONG HAI 189 capsized and sank, of 20 crew 16 were rescued, 1 found dead, 3 remain missing. On photos and videos capsized ship’s bottom is seen, with dredger at her side, most probably engaged in rescue operation. It is not therefore, clear yet, what type of ship was HONG HAI 189 – general cargo ship according to EQUASIS, or dredger, according to local sources. Tanker was to proceed to Manila from Total Philippines Corp oil terminal, she was taken to Limay anchorage after collision.
General cargo ship or dredger or hopper HONG HAI 189, IMO 9088598, length 140 meters, flag Sierra Leone.
Product tanker PETITE SOEUR, IMO 9448712, dwt 50420, built 2011, flag Marshall islands, ISM manager NORDEN SYNERGY SHIP MGMT AS.
COLLISION OFF CORREGIDOR Two foreign vessels collide off Corregidor Island on Friday, resulting in the death of a crewmember of one of the ships. A Sierra Leone-flagged dredger capsized following the collision.
TWO foreign vessels collided off Corregidor Island Friday, resulting in the death of a crewmember of one of the ships.
The Philippine Coast Guard (PCG) said those involved in the collision were Sierra Leone-flagged dredger MV Hong Hai 189 and Marshall-flagged chemical oil product tanker MT Petite Soeur.
The PCG said its sub-station in Corregidor was informed that MV Hong Hai 189 capsized following the collision.
The body of a Chinese crewmember was recovered by the search and rescue (SAR) at 7:30 a.m. Saturday.
They also rescued two others who were brought to the nearest hospital for identification and medical assistance.
The vessel near the vicinity of the accident rescued 16 of the 20 crew of MV Hong Hai 189.
Meanwhile, all 21 crew of MT Petite Soeur were safe.
The Coast Guard Aviation Force is currently conducting an aerial survey to augment the SAR operations on a missing crewmember while the PCG vessel, BRP Capones, proceeded to the vicinity of the mishap.
The PCG dispatched another vessel including aluminum boats and rubber boats, to assist the SAR operations.
The authorities have detained the MT Petite Soeur pending results of their inspection.
A vessel that ran aground during the onslaught of Typhoon Odette (international name Rai) last December caught fire off Punta Engaño in Lapu-Lapu City, Cebu Friday afternoon.
The Philippine Coast Guard (PCG) identified the vessel as MV Diamond Highway which was undergoing salvage operations when it caught fire at around 2:20 p.m.
As of press time, the PCG said the Coast Guard Sub-Station Lapu-Lapu and Marine Environmental Protection Unit (MEPU)-Central Visayas continue to assist the BFP Lapu-Lapu in trying to put out the fire.
At the same time, MTUG Stargas with firefighting capabilities already proceeded to the location to provide necessary assistance.
The operations manager of MV Diamond Highway, Arnel Villaganas, informed fire investigators that the blaze started from the starboard bow while cutting the vessel's scrap metals.
Pilipinas Precious Metal Resources Inc. (PPMRI) supervisor Butch Orasaga, on the other hand, said they safely disembarked all personnel conducting scrap operations when the fire started.
Zodiac Maritime’s 2014-built Indian Partnership capesize bulk carrier hit a reef in the Seram Sea in eastern Indonesia yesterday.
The ship was carrying a cargo of bauxite from Australia to China when it struck the reef, with the hull breached and quickly taking on water.
The ship can be seen listing to starboard and down at the head, in images released by the Indonesian navy.
“After hitting the reef, the vessel proceeded under her own power to shallow water near Misool Island, Indonesia where she is now safely afloat at anchor,” a spokesperson for Zodiac Maritime said.
Apr 26: ZODIAC Statement:
The Zodiac Maritime operated vessel INDIAN PARTNERSHIP, in the Ceram Sea, while on course to China carrying bauxite ore, hit an uncharted reef which pierced her forward ballast tanks on the starboard side at UTC 19:05 on 22nd April 2023.
After hitting the reef, the vessel proceeded under her own power to shallow water near Misool Island, Indonesia where she is now safely afloat at anchor. Water ingress was contained to the ballast tanks. Divers are at the vessel now and are conducting underwater repairs. The vessel is stable.
he mixed nationality crew of 22 are all safe and unharmed. There is no pollution.
The crew on board, with support from our shore based teams, are working closely with local authorities.
Apr 25: Capesize bulk carrier INDIAN PARTNERSHIP in load, ran aground at Misool island east coast, Raja Ampat Regency, Southwest Papua, Ceram sea, Indonesia. The ship strayed off course, and ran aground on reefs at around 0820 LT (UTC +9) Apr 23, being en route from Australia to China. Ship’s starboard underwater hull was breached in fore area, resulting in massive water ingress Ship is reportedly, resting on bottom, with fore tilt and starboard list. 22 all-Chinese crew remain on board. Local authorities are having communication language problem with crew on board, salvage plan and salvage company yet unknown. Ship’s loaded with 178,000 tons of bauxite ore.
Italian authorities in Venice found some 850 kg of cocaine on a ship belonging to the well-known Greek shipowner Panagiotis Laskaridis.
Skyfrost, a Greek-registered reefer, along side the Russian reefer Pamyat Ilicha, at Discovery Bay, Antarctica. Photo: Greenpeace/Paul Hilton
Italian authorities, after searching a Greek-owned vessel in Venice, found a large amount of cocaine, some 850 kg, worth about 150 million euros.
Trade Winds, which specializes in shipping, reported that the ship, the Atlas, which is under a Liberian flag, belongs to the Laskaridis Shipping company of the well-known Greek shipowner Panagiotis Laskaridis.
Italian authorities began their investigations on April 18. The drugs were packed in 570 packages weighing 850 kg. The packages were found in the vessel’s hull area beneath the waterline, commonly known as the “sea chest”.
According to Trade Winds, the ship remains in the port of Venice, where it arrived on April 17; it left Brazil on March 23. So far, none of the seafarers have been arrested.
Trade Winds said container ships are often targeted for drug smuggling and used by gangs without the knowledge of ship crews and owners.
Contacted by BIRN on Friday, Laskaridis Shipping said it is collaborating with the Italian authorities after the discovery of possible smuggled goods, believed to be cocaine, at the ship’s sea inlet, about 11 meters below the waterline. It added that the sea inlet is a part of the vessel which is not accessible to the crew and can only be accessed by divers.
“The crew cooperated fully with the competent authorities during the preliminary investigations. The competent police and prosecuting authorities found that neither the ship nor the crew were involved in any way in the relevant incident,” said Laskaridis Shipping.
Meanwhile, the Italian authorities allowed the ship to continue its commercial activities.
Last month, Europol in partnership with the ports of Rotterdam, Antwerp, and Hamburg/Bremerhaven issued a report about criminal networks in EU ports. It estimated that at least 200 tonnes of cocaine have been trafficked through the ports of Antwerp and Rotterdam in the last few years.
One of the new methods criminal networks use is misappropriated container reference codes, also known as PIN code fraud. Corrupted logistics company employees provide the drug smugglers with a reference code and a driver to pick up the container with the reference code. There is no need for physical presence within the port area.
The Laskaridis family is mostly known in Greece for its charitable activities regarding environmental protection.
However, a BIRN investigation raised concerns over the Laskaridis shipping company’s environmental practices. A Laskaridis reefer called Avunda spent a month in the protected waters of Antarctica. Reefers have a high failure rate in port inspections and dominate so-called transhipping, the practice of transferring a catch from one vessel to another, usually from a fishing ship to a reefer. The practice is closely monitored in port, but not so much far offshore, where illegal catches can be concealed.
In October 2019 inspectors registered 11 violations by the Avunda including concerns over its air pollution certificate and oil filtering equipment. The following year, Greenpeace flagged the Avunda in a report detailing the dangers reefers pose to the highly sensitive waters of Antarctica.
The Laskaridis brothers deny having anything to do with illegal cargo and say the faults found by inspectors are minor and are rectified.
The ship that sank off the southern province of Antalya on April 5 might cause sea pollution as it contains bauxite, a professor has warned.
After a foreign-flagged ship carrying minerals from the southern province of Hatay to Ukraine off Antalya sank, five of the 14 Syrian crew members were rescued.
One of them lost his life, and eight people have not yet been reached.
Mehmet Gökoğlu from Akdeniz University’s Faculty of Fisheries warned that the ship carrying bauxite, which sank 22 miles offshore from Kumluca, could lead to marine pollution.
Pointing out that it is impossible to bring the ship to the surface as it sank far from the shore at a quite deep depth, Gökoğlu stated that the ship, which will remain on the seabed, is expected to drift westward with sea flows over time.
More than 3,000 tons of mineral cargo on the ship will cause metal pollution underwater, Gökoğlu said.
“In fact, this mineral also exists naturally in the marine ecosystem, but the presence of such a large amount in the ship creates heavy metal pollution underwater,” he said.
Ferry R10 capsized and rested starboard on pier and on bottom at Surat Thani port, Surat Thani Province, Thailand, Gulf of Siam, in the morning Apr 16. Ferry is linking Surat Thani with famous islands Samui and Pha Ngan, reportedly she lost stability and capsized during mooring, before boarding started. No injures reported. RAJA 10 is to be stabilized and refloated, already said ferry’s operator.
ANKARA, Turkey (AP) — A Guinea-Bissau flagged cargo ship with 14 crew members on board sank off Turkey’s Mediterranean coast on Wednesday, killing at least three of them. Five people were rescued while efforts continued to find the other missing crew, officials and news reports said.
The Joe 2 sank off the coast of Kumluca, in Antalya province, while heading to Ukraine from the Turkish port of Iskenderun, said Gov. Ersin Yazici said. It was transporting aluminum, according to the state-run Anadolu Agency.
The cause of the ship sinking was not immediately clear. An investigation has been launched by the chief prosecutor’s office for Kumluca.
The Turkish Coast Guard Command said it received a distress call at 3:47 a.m. and dispatched a vessel, several boats and two helicopters. Two crew members were rescued by the coast guard helicopters while three others were saved by other vessels in the area, it said.
All of the crew were Syrian nationals.
The rescue efforts were being hampered by a storm, Anadolu reported.
“We need to investigate why there are more survivors [than] the number of passengers in the manifesto,” Olaso said, adding that the company will cooperate with investigators.
Citing information shared to him by crew members, the fire was sparked by a defective light bulb in an unoccupied cabin at the lower deck.
“Later on when it was reported, the fire reached the bridge and it was already a big fire. According to the officers, they tried to put off the fire, but [it] spread so fast, most likely the crew failed to [stop it with an] extinguishing system, perhaps they also panicked,” Olaso said.
SEA TRAGEDY | The burnt passenger ferry MV Lady Mary Joy 3 after it was run aground on Baluk-Baluk Island off Basilan province. (Agence France-Presse)
ZAMBOANGA CITY, Zamboanga del Sur, Philippines — The company that owned the ill-fated MV Lady Mary Joy 3, which caught fire at sea while en route to Sulu province on Wednesday night, has apologized for the tragedy in which 29 have died and seven remain missing.
“We are deeply saddened and shocked over this tragic incident that has resulted in the loss of precious human lives. There are no words to describe the pain of losing a loved one and our hearts go out to the families, friends and relatives whom they left behind,” Aleson Shipping Lines Inc. said on Friday.
“We cannot apologize enough and we are profoundly sorry for the misery this incident has caused to many of us,” the company also said in its statement.
It noted that in its 47 years in the shipping business, Wednesday’s incident was the worst it had experienced.
Zamboanga City Rep. Khymer Adan Olaso, whose wife’s family owns Aleson Shipping, told reporters the company is preparing to provide financial assistance to passengers who were properly documented and whose names were in the boat’s manifest.
According to its manifest, MV Lady Mary Joy 3 had 205 passengers. But various information about the rescue and search operations indicated there were more people who boarded the boat than the total recorded.
Passenger accounts
“We need to investigate why there are more survivors [than] the number of passengers in the manifesto,” Olaso said, adding that the company will cooperate with investigators.
Citing information shared to him by crew members, the fire was sparked by a defective light bulb in an unoccupied cabin at the lower deck.
“Later on when it was reported, the fire reached the bridge and it was already a big fire. According to the officers, they tried to put off the fire, but [it] spread so fast, most likely the crew failed to [stop it with an] extinguishing system, perhaps they also panicked,” Olaso said.
He said the crew have all been accounted for, with the skipper, whom he did not identify, suffering minor burns on his face.
But based on the accounts of some of the survivors, the crew members were nowhere to be found as the passengers scrambled to evacuate the burning ferry. Mariebeth Julkani recalled that the passengers were not warned about the fire.
But the skipper said he sent a distress call to the Coast Guard around 10:30 p.m.
Julkani said they were awakened around midnight by the commotion at the lower deck. Soon enough, the passengers learned that a fire had struck that area.
Naber Asadil, who is still looking for his 2-month-old baby, said he just saw passengers fleeing in panic as they looked for life jackets.
As he could not secure one, Naber said he tied his 5-year-old son to his body using a “malong” before they jumped off the boat.
Focus on crew
Julkani said she only heard the Philippine Coast Guard (PCG) blaring advisories through a radio about avoiding panic, by the time a PCG rescue boat arrived near Basilan’s Baluk-Baluk Island. Soon enough, the PCG trained water cannons at the ferry.
She remembered seeing some crew members mounting life rafts.
PCG spokesperson Rear Adm. Armando Balilo told the Inquirer that his agency was looking into the possible negligence of the crew.
But in an interview with reporters on Friday, lawyer Hash Ibrahim, spokesperson for the company, maintained that the crew did their best to assist the passengers.
Ensign Tenessy Charl Rojas, deputy commander and spokesman for the PCG’s Zamboanga station, said there were survivors who attested to crew members trying to put out the fire.
“They did everything in their power in order to check on the passengers. Unfortunately due to the thick smoke caused by the fire, they were not able to check on all [of them],” she said.
Balilo said “We are looking at all possible angles in our investigation, including if there were issues in the ship’s system, or if it was carrying flammable materials which could be the source of the fire.”
On Saturday, 34 lawyers from this city and from the provinces of Basilan, Sulu and Tawi-Tawi said they had joined hands to offer legal services to the families of the victims.
“As members of the legal profession and as adherents of the Islamic faith, we recognize our religious and moral duty to extend our help to the victims of this unfortunate event,” they said in a joint statement.
Sulu Gov. Abdusakur Tan has ordered provincial legal officer Ryan Jumaani to lead the legal assistance effort.
“The Muslim Lawyers Legal Assistance Program aims to provide free legal services to the victims of the MV Lady Mary Joy 3 fire incident, ensuring that they receive the support, guidance, and representation [which] they deserve in seeking justice and compensation,” the lawyers said.
—WITH A REPORT FROM DEXTER CABALZA
we in the BARMM government should also make sure we take steps to ensure that this incident does not happen again,” said Mawallil, who hails from Tawi-Tawi.
SEARCH AND RETRIEVAL. Firefighters, Philippine Coast Guard, and
Basilan Provincial Disaster Risk Reduction and Management Office personnel
continues search and retrieval operations in Baluk-Baluk Island, Hadji Muhtamad,
Basilan Friday (March 31, 2023). following the fire incident that hit the
M/V Mary Joy 3 on March 29. The PCG reported 29 fatalities, 216 survivors,
and seven missing as of the latest count. (Courtesy of Kilo India)
ZAMBOANGA CITY – Two Bangsamoro Autonomous Region in Muslim Mindanao (BARMM) lawmakers filed a joint resolution Friday seeking an inquiry into the March 29 M/V Lady Mary Joy 3 ferry fire off Basilan province.
BARMM parliament member Amir Mawallil and Deputy Speaker Laisa Masuhud Alamia authored Bangsamoro Transition Authority Resolution No. 209, which also aims to determine the adequacy of the safety measures and protocols in place for sea travel within the region. The measure intends to craft legislation that will strengthen existing policies.
“While we grieve with the families of those lost in the tragic ferry fire, we in the BARMM government should also make sure we take steps to ensure that this incident does not happen again,” said Mawallil, who hails from Tawi-Tawi.
The ill-fated M/V Lady Mary Joy 3 caught fire around 11:30 p.m. Wednesday near Baluk-Baluk Island, Hadji Muhtamad, Basilan while sailing to Jolo, Sulu coming from this city.
Commander Christopher Domingo, chief of the Zamboanga Coast Guard Station, said in a statement that there were 29 fatalities and 216 survivors as of 8 a.m. Friday.
Meanwhile, a Philippine Coast Guard (PCG) team from Manila arrived in Basilan Friday to carry out Marine Casualty Investigation.
Four floating assets of the PCG remain in the incident area. Search and retrieval operations by the Bureau of Fire Protection, Provincial Disaster Risk Reduction and Management Office, and the PCG on the vessel in Baluk-Baluk Island continued Friday.
Republic Act No. 11054 (Bangsamoro Organic Law) grants BARMM the authority to regulate transportation, including sea transportation, within its jurisdiction, and to exercise quasi-judicial powers over the operation of land and water transportation in the region. (PNA)
The International Oil Pollution Compensation Funds (IOPC Funds) and the Shipowners’ P&I Club, the liability insurer of the sunken Princess Empress, have decided to open a claims submission office in Oriental Mindoro in the Philippines to facilitate the submission of thousands of claims for compensation.
The Philippines is a party to both the 1992 Civil Liability Convention (CLC) and the 1992 Fund Convention. IOPC Funds said that it had been following developments and working closely with the club and the government of the Philippines since the product tanker sank with a cargo of industrial fuel oil then spilling into the seas around the centre of the Southeast Asian country. Thus far, an estimated 175,000 people have been affected by the spill, with plenty more fuel gushing from the ship’s ruptured tanks every day. Thousands of fishermen remain subject to an ongoing fishing ban.
IOPC Funds said that, given the latest information reported, claims relating to this incident might exceed the limit of liability of the insurer under the 1992 CLC. It was therefore possible that the 1992 Fund would be called upon to pay compensation.
The insurers have hired French oil spill response company Le Floch Depollution (LFD), which is in the process of activating resources. Japan, South Korea and the US have already provided material assistance.
The Princess Empress was found last week by a Japanese remotely operated underwater vehicle, at a depth of nearly 400 m.
It had suffered “extensive structural damage”, the Philippine Coast Guard said. Seven out of eight cargo tanks have leaked. Of those, four are already empty.
Oil has been found as far away as the western island of Palawan, more than 350 km from where the tanker went down.
Some oil has also drifted north to the Verde Island Passage, between Mindoro and the Philippines’ main island of Luzon, an area highly prized for its rich marine bioversity.
The ship’s history has been brought into question. While shipping database Equasis lists the locally flagged Princess Empress as being built in 2022, the country’s justice secretary, Jesus Crispin Remulla, has said the vessel was in fact very old, a candidate for scrapping, that had been modified twice, including a period where it traded as an LPG carrier.
Hernani Fabia, administrator of the country’s Maritime Industry Authority (Marina), said earlier this month that the ship owned by Manila-based RDC Reield Marine Services did not have a permit to operate before it headed on its fateful voyage. A senate hearing also heard that the ship had travelled on nine previous voyages without the right paperwork.
Fire engulfed the passenger areas aboard the ferry (Philippine Coast Guard photo)
A small inter-island ferry operating in the Sulu Sea in the southern portion of the Philippines caught fire while underway overnight leaving many passengers dead and injured. Officials are struggling to arrive at accurate counts but at the last report, the Coast Guard is saying at least 31 bodies have been recovered but they had been able to access parts of the vessel due to extreme heat. The Coast Guard confirmed 160 survivors while media reports are now saying that approximately 230 passengers and crew survived.
Ferry travel is a common means of transport around the Philippines but has a spotty safety record. It is the second reported incident in the past year. In May 2022, at least seven people were killed in another fire on a ferry.
The Mary Joy 3 was a small combination ferry and cargo ship registered in the Philippines. The 835 gross ton vessel departed Zamboanga for the overnight trip to Jolo both in the southern Basilan province. The Coast Guard received reports of a fire on board at approximately 23:00 on March 29 and immediately sent at least four patrol boats assisted by other SAR teams.
Passengers reported that they awoke to smoke and a spreading fire in the accommodations area of the vessel. Many reportedly jumped into the sea, some with life jackets. Local fishermen also responded assisting with rescuing people from the water.
The captain of the vessel has reportedly told the Coast Guard that he believes the fire began in the passenger accommodations. He said it spread into the galley and then they believe there were explosions possibly from an LPG tank in the galley.
Built in 1990 in Japan, the vessel is 239 feet long and operated by the Aleson Shipping Line. The company started in the 1970s and reports it currently has a fleet of 25 vessels and “has become the dominant shipping operator in Western Mindanao.” The registry indicates they acquired the vessel in 2011.
The Coast Guard is having a difficult time determining how many people were aboard the ferry, saying that the manifest appears to be incomplete and inaccurate. Officials are insisting the vessel was not overloaded. Some reports are saying there were up to 250 people aboard while the Coast Guard said the manifest showed 240 passengers and crew. Some of the survivors are members of the army and coast guard who however are reportedly not appearing on the manifest. It is believed there were 35 crewmembers.
The wreck has been beached in the southern Philippines (Isabela City-DRRM photo)
Passengers were asleep on the lower deck of the vessel when the fire started. An initial search recovered at least 18 bodies from inside the ship but the Coast Guard is saying some sections are still too hot to enter. The vessel was beached with the Coast Guard cutter extinguishing the fire after about eight hours. Among the dead are reports of a six-month-old child as well as several other children. At least several of the people drowned attempting to escape the ship.
Some of the survivors suffered minor burns and bruises. They have been taken to local hospitals.
The Coast Guard has begun an investigation while continuing the search of the vessel and the surrounding waters.
MANILA - The owners of MT Princess Empress have presented themselves to the National Bureau of Investigation.
The officers of RDC Reield Marine Services, which owns the ship, were issued a subpoena last week.
The NBI based their subpoena on the Securities and Exchange Commission records of RDC Reield Marine Services, which shows that the company is owned by the Cabial family.
The NBI talked to Reymundo Cabial, owner of RDC Reield Marine Services, and his lawyers for almost two hours.
He refused to answer questions from the media, including queries about the structure of their ship MT Princess Empress.
The management of SL Harbor Bulk Terminal Corp. was also subpoenaed by the NBI.
They were identified as the company that chartered RDC Reield Marine Services in using MT Princess Empress. They also refused to answer questions.
Authorities earlier ordered a halt to the operations of RDC Reield Marine Services.
Defense Senior Undersecretary Carlito Galvez Jr. on Sunday said a total of 10,206 liters of oil waste and oily water, and 72,643 kilos of oil contaminated debris were collected in the shoreline clean-up operations.
The oil spill has affected various areas in the Mimaropa region and in Western Visayas.
An oil tanker carrying fuel for state oil and gas company Pertamina terminals in Bali and Lombok catches fire on March 26.(The Jakarta Post/Instagram/yashaaa_29 )
JAKARTA – Two crew members have died and one is missing after a fire broke out on an oil tanker carrying fuel to terminals on the islands of Bali and Lombok, the state energy company Pertamina said in a statement.
The chartered vessel, MT Kristin, had 17 crew on board and was carrying 5,900 kilolitres of fuel when the fire started at 2:50 p.m. local time on Sunday.
PT Pertamina International Shipping (PIS) corporate secretary Muh. Aryomekka Firdaus said the other 14 crew members had been evacuated on Sunday evening safely.
“We extend our deepest condolences to the ship’s crew and also families affected by the incident,” he said in a statement on Monday
Aryomekka said that the tanker was carrying subsidized Pertalite gasoline to Lombok and Bali.
PIS, which hired the vessel, was focussing on the search and rescue of the ship’s crew and further investigation on the cause of the incident.
He said the company continued coordinating with authorities, including port authorities, search and rescue agency, state-owned port operator PT Pelabuhan Indonesia (Pelindo) and Water and Air Police (Polairud) units
Pertamina said so far, no oil spills had been detected after the fire, though a 300-meter oil boom had been set up around the ship. The vessel was being towed to the nearest safe port on Monday.
The state oil company said there were sufficient fuel stocks at the Integrated Terminal Ampenan on Lombok and the Fuel Termina Sanggaran terminal on Bali to secure supplies to the popular tourist destinations, while fuel supplies from other areas were also being diverted.
“So far there’s no trouble in the supply. We are calling the public not to panic [over the supply],” Pertamina-subsidiary Pertamina Patra Niaga West Java, Bali and Nusa Tenggara region spokesperson Taufiq Kurniawan said in a separate statement.
The tanker fire was the latest deadly incident hitting the company.
A fire at Pertamina’s fuel storage depot in Plumpang, North Jakarta, earlier this month killed 33 people with nearly a dozen more still in critical condition.
Thousands of people were forced to evacuate when the fire broke out, although the local disaster mitigation agency said all evacuees had since left shelters.
Witnesses likened the fire to a bomb blast after an initial explosion sent panicked locals screaming and fleeing through narrow roads with the fireball lighting up the Jakarta skyline behind them.
In response, Pertamina apologized and one of its directors was removed from his post. The state-owned firm said a pipe leak had been detected before the fire started. But criticism over the blast has forced the government to consider relocating the facility or the residents who live next to it.
President Joko “Jokowi” Widodo visited survivors and called on Jakarta’s governor and ministers to find a solution to fuel depots located near residential areas to avoid a repeat disaster.
Pertamina’s director Nicke Widyawati told reporters last week the depot could not be relocated immediately as it may disrupt the national fuel supply.
The fire was one of several that have broken out at the company’s facilities in recent years.
A massive blaze broke out in 2021 at the Balongan refinery in West Java, also owned by Pertamina and one of Indonesia’s biggest such facilities. That same depot saw fires in 2009 and again in 2014 when the flames spread to 40 houses nearby. No casualties were reported in either of those cases. (dre)
Fire broke out in forecastle compartments of tanker KRISTIN off Ampenan, Lombok island, Lombok Strait, in the afternoon Mar 26, at the time tanker was going to anchor, with 3 crew handling anchor on forecastle. Probably there was explosion prior to fire. Of 17 crew 14 abandoned tanker and are safe, those 3 who were on forecastle reportedly jumped into water and went missing, search under way. Tanker is loaded with fuel. As of 2130 LT, no updates, understood fire is still on. Ship’s AIS is on, tug and 2 rescue ships responding, engaged in firefighting and SAR. Tanker arrived from Surabaya.
Product tanker KRISTIN, IMO 8525537, dwt 4999, built 2003, flag Indonesia, operator PT Pertamina International Shipping (PIS).
ROVからの画像と会見での一般配置図の画像を見ると確実に船齢約50年と思われる改造まえの「DOROTHY UNO」が改造された船だと個人的に思うが、Maritime Industry Authority (MARINA)：日本では海運局のような組織は未だに2022年に建造された新造船だと言っているようだ。
Remulla: MT Princess Empress ‘a rebuilt scrap’, not meant to be a tanker 03/15/23 (GMA News ONLINE)
「DOROTHY UNO」で検索すると上記の船が見つかった。
Authorities find at least 23 holes in sunken tanker off Oriental Mindoro | ANC
A 74,651-ton container ship was seen approaching a wharf pier bow-first at an angle of 90 degrees before colliding with the steel-reinforced concrete structure at the Port of Kaohsiung yesterday, Monday, March 20.
According to the Maritime and Port Bureau, the Cyprus-flagged Hyundai Tokyo (IMO: 9305673, MMSI 212347000) crashed into Pier 77 at 9:05 am, causing damage to the dock and quay wall. The port controller had noticed that the speed of the ship was too fast and sent a warning by radio before the incident occured.
The Maritime and Port Bureau Southern Navigation Center dispatched personnel to the site of the accident to investigate, and reports this morning say that the pilot is believed to have been affected by alcohol at the time of the incident.
The ship has been ordered restricted from leaving the port while an investigation is carried out by the National Transportation Safety Committee.
Compensation is expected to be claimed for damage to the wharf after an underwater inspection is carried out in the next few days.
MANILA, Philippines–The Maritime Industry Authority (Marina) on Thursday said it had issued a cease and desist order against the owner of the sunken MT Princess Empress oil tanker.
Marina Administrator Hernani Fabia said that covered by the cease and desist order on RDC Reield Marine Services include the cancellation of the firm’s certificate of public convenience, also affecting its remaining three vessels–two tankers and a passenger vessel.
“We issued two cease and desist orders, one is for purposes of cancellation of the franchise or the certificate of public convenience and the other one is to cease and desist in the operations, pending investigation and inspections,” Fabia told reporters in an ambush interview at the Department of Justice after he attended the meeting of the Oil Spill Inter-Agency Committee.
Fabia said the cease and desist order would stay pending investigation regarding the February 28 sinking of MT Princess Empress off the waters of Naujan, Oriental Mindoro, while carrying around 900,000 liters of industrial fuels. The oil spill is now threatening southern Luzon’s ecosystem and coastal communities.
The Maritime Industry Authority (MARINA) on Thursday said it has issued cease and desist orders against RDC Reield Marine Services, the company that owns the sunken MT Princess Empress.
MARINA Administrator Hernani Fabia said that the agency issued two cease and desist orders for the company’s Certificate of Public Convenience (CPC) and its remaining three vessels, of which two are tankers and one is a passenger vessel.
“One is for purposes ng cancellation of the franchise or the CPC, the other one is to cease and desist in the operations,” Fabia said in an ambush interview following the meeting of the Oil Spill Inter-Agency Committee at the Department of Justice.
He said the cease and desist order will remain effective pending the result of the investigation into the oil spill.
The MT Princess Empress sank on February 28 off Najuan, Oriental Mindoro while carrying 900,000 liters of industrial fuel, affecting almost a hundred thousand residents in the province.
"Newly constructed"
According to Justice Secretary Jesus Crispin Remulla, the tanker was so old that it had already been scrapped, contrary to claims that it was a new vessel. He said the MT Princess Empress was not built to be a tanker from the beginning.
Fabia, however, said this was not true based on their records.
“Ah, sa bago yan, it’s newly-constructed. Hindi new ha? Newly constructed,” he said.
(This is not new, it’s newly constructed. It’s not new. Newly-constructed.)
“Eh, kung bumili ka ano na yan, yung new ibig sabihin it’s being— ano na existing. Pero ito naman newly-constructed, new from scratch,” he later added.
(If you buy it, new means it’s already existing. But this is newly constructed, new from scratch.)
When sought for comment, Remulla said there are six witnesses saying otherwise.
“Well, that is their allegation now, that is their claim, but we will look into it because there are claims otherwise. We will have to weigh the statements of the other witnesses,” Remulla said in a separate ambush interview.
Fines
Meanwhile, during the meeting, Environment Undersecretary Ignatius Rodriguez said initial calculations show that an administrative fine amounting to P471,000 per day from March 1 until the oil spill is resolved may be imposed on RDC.
He said this is because eight out of 10 samples examined by the Department of Environment and Natural Resources showed contamination.
Rodriguez said they are still collecting more samples.
The meeting was attended by Remulla, Justice Undersecretary and Committee head Raul Vasquez, Defense Secretary Carlito Galvez, MARINA administrator Fabia, Transportation Secretary Jaime Bautista, Coast Guard Admiral Artemio Abu, Relly Garcia of the Bureau of Fisheries and Aquatic Resources, and others.
GMA News Online has sought the comment of the RDC, but it has yet to reply as of posting time.
ROVs
Meanwhile, Remulla said the government is looking into the possible procurement of ROV services for the cleanup of the oil spill.
“We’re finalizing the study. Hopefully, we’ll get something by tomorrow kung kaya natin i-procure ito. Legally on an emergency basis. It’s a little touchy because of what happened in the vaccine,” he said.
“Pero ito kasi, there’s no turning back eh, talagang wala tayong magagawa na. (We can't do anything about it anymore.) We’ve been very patient but we just have to wait for it. We just have to cross the rubicon now on whether we can procure on an emergency basis as soon as possible time,” he added.
When asked how much the service will cost, Remulla said it may initially cost the government P120 million.
He said the services are being procured by a “specialist group.”
“Ang sabi ko lang (I said), we can always get the reimbursement from the people who should be paying for it, because this is a necessary thing that will not last forever. Either we do it now or we never do it,” he said.
He said the United States Coast Guard Navy has discussed with the Department of National Defense about possibly helping in the cleanup.
Meanwhile, Remulla said he wants all agencies to have ROVs in the future.
“Pinaguusapan namin kanina (We talked about it), the other agencies, all of us should have ROVs in the near future. Kasi nung araw yung (Back in the day) [having] drone was a pipe dream but now everybody has a drone,” he said. —VAL, GMA Integrated News
Metro Manila (CNN Philippines, March 22) — There was "clear misrepresentation" on the documents of sunken MT Princess Empress which allowed the oil tanker to operate, the Philippine Coast Guard (PCG) said on Wednesday.
"Ang lumalabas dahil may denial ang Marina, ay lumalabas na fake talaga siya. Ngayon ang sa amin sa coast guard, we relied on that document so many times na binibigay sa amin nung second mate na umaaktong master nung vessel. Clearly, may misrepresentation dito at meron dapat managot," PCG spokesperson Armand Balilo told CNN Philippines.
[Translation: It appears that because Marina (Maritime Industry Authority) has denied it, it seems the document is indeed fake. We at the coast guard relied on that document shown to us so many times by the second mate, who was acting as the vessel's master. Clearly, there was misrepresentation here and someone should be held accountable.]
On Monday, a Marina official said those found to have taken part in falsifying the documents of the oil tanker will face fines and sanctions, among others.
Senators in an inquiry cited a report from Marina which stated that the vessel "has no authority to operate in the form of an amendment to its certificate of public convenience."
The PCG denied it allowed the tanker that caused the oil spill in Oriental Mindoro to operate without a permit, as it presented a document to rebut the claim during the same hearing.
In an interview with CNN Philippines’ Balitaan, Balilo said the ship owner, as well as its master, should be made to explain what transpired.
Next step in clean-up efforts
Meanwhile, the PCG said plugging the hole in the sunken tanker to stop the oil leak is the next step in the clean-up.
"Dahil meron nang survey at nakakita na ng image kung saan pwede nang pag-aralan ng mabuti nung pag-plug, at eventually yung pagkuha o pag-siphon ng langis," said Balilo.
[Translation: Because a survey has already been made and images have shown where and how the plugging can be done, eventually the siphoning of the oil will happen as well.]
He added that the remotely operated vehicle (ROV) which was used to take images of the vessel was not capable of siphoning off the remaining oil.
"Yung pag-siphon kasi hindi kasama sa unang plano at kapabilidad nung nilubog na ROV at kailangan magkaroon pa ng isa pang equipment para sa pagkuha nung langis," he explained.
[Translation: Siphoning was not part of the original plan and the ROV is not capable of doing that. We will have to use other equipment to retrieve the oil.]
Balilo said clean-up efforts will remain a priority, as the investigation into the tanker sinking proceeds.
Metro Manila (CNN Philippines, March 21) — The MT Princess Empress, which sank off Oriental Mindoro three weeks ago causing a massive oil spill, has been spotted, Governor Humerlito "Bonz" Dolor said on Tuesday.
Dolor made the announcement in a social media post showing a photo of the oil tanker, which was found through a remotely operated vehicle (ROV) from Japan.
“Sa wakas, natagpuan na ang MT Princess Empress! Ang unang sulyap sa lumubog na barko gamit ang ROV (lulan ng Japanese vessel na sinalubong natin kahapon at inihatid sa lugar na pinangyarihan ng trahedya),” the governor wrote, referring to Japanese salvage vessel Shin Nichi Maru.
[Translation: Finally, the MT Princess Empress has been found! Here’s the first glimpse of the sunken ship using an ROV, which was on board the Japanese vessel we welcomed yesterday and brought to the area of the incident.]
On March 6, authorities announced locating the tanker 7.5 nautical miles from Balingawan Point, facing the town of Pola in Oriental Mindoro, although the ship itself hasn't been sighted at the time.
In a press briefing, Dolor reported that the earlier identified location is the same area where the ship was seen.
He said experts are now assessing the vessel, including if there are holes that have to be covered. An official report is expected in a few days, Dolor added.
MT Princess Empress was initially reported to have been transporting 800,000 liters of industrial oil when it capsized and sank near Naujan town on Feb. 28.
The Philippine Coast Guard later corrected this in a radio interview, saying the ship was carrying 900,000 liters of oil.
Meanwhile, Defense chief Carlito Galvez, Jr. confirmed on Tuesday that the United States will join Japan in helping in cleanup efforts by deploying naval units.
In a separate statement, the US government also reported that eight of its experts already arrived in Pola, Oriental Mindoro to assist in response operations.
Galvez added that the Philippines will continue to seek the expertise and technical support of other nations, such as France and the United Kingdom, in containing the oil spill.
The tanker was found by a Japanese remotely operated underwater vehicle (ROV), Oriental Mindoro Governor Humerlito Dolor told reporters.
A leaking oil tanker that sank in the Philippines three weeks ago has been found, officials said Tuesday, as the slick reached waters known for their rich marine life.
The Princess Empress was carrying 800,000 litres (210,000 gallons) of industrial fuel oil when it sank on February 28 off the central island of Mindoro, south of the capital Manila.
Diesel fuel and thick oil from the vessel have since contaminated the waters and beaches of Oriental Mindoro province and other islands.
The tanker was found by a Japanese remotely operated underwater vehicle (ROV), Oriental Mindoro Governor Humerlito Dolor told reporters.
It is nearly 400 metres (1,300 feet) below the waves.
Dolor said he received the first photos showing the exact location of the vessel on Tuesday morning.
The national disaster agency said the ROV would assess the hull's condition before a decision was made about how to "control the spill from its source".
The Philippines has sought assistance from several countries, including Japan, the United States and France, to help contain and clean up the slick.
Thousands of hectares of coral reefs, mangroves and seaweed could be affected, officials have said.
Oil spill booms made out of hay, human hair and other materials have been deployed to try to protect coastal waters that people in the fishing and tourism industries rely on for their livelihoods.
Oil has been spotted as far away as Casian Island, off the north coast of the western island of Palawan, about 350 kilometres (220 miles) southwest of where the tanker sank.
As feared, oil has also drifted north to the Verde Island Passage -- a busy sea lane between Mindoro and the Philippines' main island of Luzon.
Environment Secretary Maria Antonia Loyzaga said previously that the area was "globally recognised" for its marine biodiversity.
The Philippine Coast Guard said clean-up operations on Monday removed oil from the shores of three villages on Verde Island, which is popular with divers.
Oil also has been spotted further along the passage at Tingloy municipality on Maricaban Island, part of Batangas province.
Residents and coast guard personnel have been removing oil-coated seaweed and other debris from affected areas.
Tens of thousands of people have been affected by the spill, with scores falling ill. The government is distributing food packs and other assistance.
Among the hardest hit are fishermen, who have been ordered to stay on shore until they can fish safely.
jae-amj/smw
The Barron's news department was not involved in the creation of the content above. This story was produced by AFP. For more information go to AFP.com.
MANILA - The Philippine Coast Guard (PCG) on Tuesday said it had no hand in checking if the sunken motor tanker Princess Empress was a 'scrap ship,' a day after a lawmaker said the vessel responsible for the massive Mindoro oil spill was not up to standards.
Sen. Risa Hontiveros on Monday said the PCG and the Maritime Industry Authority (Marina) should be held accountable for allowing MT Princess Empress to sail. The opposition lawmaker alleged that the tanker was 50 years old and had not bee refurbished according to standards.
“Wala kaming hand doon sa, alam mo, sa pagbi-build ng barko at yung pagpapayag dito,” said PCG spokesperson Rear Admiral Armand Balilo.
“Ang sa amin ay pagki-clear pagka sila’y magse-sail na ‘no, at pagka pumunta sa mga stations,” he added.
(We have no hand in the building of a ship or allowing a ship to be built. We're in charge of clearing it to sail and when it goes to the stations.)
But Balilo stressed that the PCG was willing to face any probe regarding the incident.
“Kung meron information na makakatulong, tayo naman po ay open sa ganyan,” he said.
(If we have information that can help, of course we are open to that.)
The official said the owner of the tanker was able to show them a certificate of public convenience (CPC).
A CPC is a franchise that grants permission to operate in certain public activities.
“Dahil Marina ito galing, nagpi-presume kami ng regularity... Nakakalayag na yung barko eh. Ang iniisip namin dito may prangkisa ito, at saka may ibang dokumento pa bukod dito, na magsasabi na legit itong operations nila,” Balilo said.
(Because it came from Marina, we presumed regularity. The fact is the ship has been sailing. We thought it had a franchise and other documents proving its operations were legitimate.)
“Ngayon kung ito’y fake, eh dapat ipa-explain natin yung may-ari at papanagutin natin bakit nila ginagamit itong dokumento na ito,” he stressed.
(Now, if they were using fake documents, the owners must be made to explain.)
Marina has since denied issuing the permit that allowed the MT Princess Empress to set sail before it capsized while carrying 800,000 liters of industrial fuel oil.
The submerged tanker is believed to be about 400 meters below the waves.
More than 2,500 hectares of coral reefs, mangroves and seaweed could be affected by the spill, the environment department said previously.
It is not known how much diesel and oil have leaked into the water.
Thousands of fishermen have been ordered to stay on shore until they can fish safely, and swimming is also banned.
Thin threads of fuel oil seep from the topsides of MT Princess Empress (Fukada Salvage / PCG)
A Japanese salvor has completed an ROV survey of the sunken Philippine tanker Princess Empress, returning images of fuel oil cargo leaking from the vessel's topsides. The survey confirms the wreck's location and serves as a first step towards a potential remediation effort.
The small product tanker Princess Empress went down off Pola, Oriental Mindoro on February 28 with a cargo of 900,000 liters of fuel oil. The petroleum continues to leak out of its tanks, threatening a growing swath of the central Philippines with pollution. The slick has spread as far south as the Caluya Islands and as far northwest as the ecologically sensitive Verde Island Passage, a critical fishery breeding ground located between Mindoro and Luzon. Tens of thousands of fishermen, hospitality industry workers and residents have been affected by shoreline pollution and related business impacts.
The salvage vessel Shin Nichi Maru arrived in Mindoro on Monday, and after formalities in port, she headed directly to the suspected wreck site. A Philippine survey ship previously scanned the area to determine the most likely location of the tanker. Shin Nichi Maru deployed her ROV, the Hakuyo, and quickly confirmed that the sonar target was the Princess Empress.
mages courtesy Fukada Salvage / PCG
Now that the vessel's location has been confirmed, the government of Oriental Mindoro plans to meet with the PCG, the shipowner, the insurer and the charterer in order to plan the next steps of the response.
The Philippines' civil defense agency also called for procuring an ROV for domestic use, citing the long timeframe in between the casualty and the visual inspection. "The government itself still needs to procure an ROV in order to create its own capacity. As soon as possible, we need to buy our own ROV," Office of Civil Defense Administrator Ariel Nepomuceno said in a statement.
Skimming operations to recover oil from the Princess Empress, March 16 (PCG)
Shoreline pollution on ecologically-sensitive Verde Island, March 21 (PCG)
Documentation inquiry deepens
It is unclear whether the newbuild Princess Empress had the correct documentation at the time of the casualty voyage. Philippine maritime regulatory agency Marina insists that it never issued an amended Certificate of Public Convenience (CPC) - a permit to operate in domestic trade - to reflect the addition of Princess Empress to the shipowner's fleet. However, the PCG is in possession of what appears to be a signed copy of an amended permit, which was allegedly provided to the coast guard by the vessel's second mate.
On Tuesday, Marina regional director Marc Pascua insisted that he had never signed the document and that it contained material discrepancies that suggest that it may have been forged. At a press conference, he told GMA that the document misspelled his name ("Mark" instead of "Marc"), incorrectly listed his job title, and showed that it had been "certified" by a Marina staffmember who had already retired two years before. The Philippine Department of Transport is currently investigating whether the document was legitimate.
This handout photo taken March 21, 2023, by DPV Shin Nichi Maru and released courtesy of the Philippine Coast Guard shows a monitor with footage of the sunken oil tanker MT Princess Empress as it lies on the ocean floor off Naujan, Philippines.
An oil tanker that has been leaking fuel since sinking last month off the coast of the central Philippines has been located.
Humerlito Dolor, the governor of Oriental Mindoro province, said Tuesday that the Princess Empress was found by an underwater robot donated by Japan. He said photos taken by the robot will help determine the tanker’s condition and what steps need to be taken to plug the leaks.
The MT Princess Empress was carrying about 800,000 liters of industrial fuel oil when it sank on February 28. Officials say thousands of hectares of coral reefs, mangroves and seaweed could be affected by the spill.
The Philippines has sought assistance from the United States and Japan to contain and clean up the spill.
Authorities have imposed bans on fishing and swimming in affected areas, putting the livelihoods of many residents at risk.
Some information for this report came from Reuters and Agence France-Presse.
MANILA, Philippines – Following the sinking of MT Princess Empress and its impact, it’s time the Philippines enacts a corporate environment liability law that will ensure that polluters pay, an environmental expert said.
In an interview on ABS-CBN News, lawyer and former environment undersecretary Antonio La Viña said that despite previous incidents of major oil spills, the Philippines still does not have a law that will make companies behind oil pollution pay for damage to people and the environment, especially for long-term impacts.
“We have many good environmental laws but we do not yet have a corporate environment liability act where it should be the company that pays for the damage,” he said.
He acknowledged that the country’s laws limit liability mainly to the ship owner and not to the charterer of the vessel, but added that it’s time that Congress pass a law that will make polluters pay.
Under the current system, La Viña said the private companies behind oil pollution were simply sanctioned and fined by regulatory agencies.
“We only have fines, pero maliit lang ang fines (the fines are small), and not enough to pay for the damage,” he said.
Aside from environmental damage, private companies should also compensate fishermen for loss of livelihood, as well as LGUs and resort owners for loss of revenues.
Although private companies can be sued for oil pollution, La Viña said these take a long time.
“Pag sa kaso mo dinaan, matagal yan. Dapat yung ganito, administrative ang process, ‘di sya dadaan sa korte,” he said, adding that private companies can appeal adverse administrative decisions to the courts.
(If you resort to filing cases, it will take a long time. In cases like this [Mindoro oil spill], it should be an administrative process, it doesn’t go through the courts.)
“Time and again, and I have seen this in many environmental disasters such as the Marcopper mining disaster in Marinduque, at the end of it, bahala na si Batman (it’s up to Batman). Kasi nga may gap sa batas natin (Because we have a gap in our law) on corporate liability for the impacts,” he said.
Although it may be difficult to pass such a law, La Viña said “we’ve never tried it” and it would need “champions” from both houses of Congress.
Who owns the oil?
La Viña lamented the lack of transparency on the charterer of MT Princess Empress and the owner of the more than 800,000 liters of industrial fuel oil the tanker was shipping from Bataan to Iloilo on February 28.
He said “it’s ridiculous” that three weeks after the sinking of MT Princess Empress, the public still does not know the charterer of the tanker and owner of the cargo.
Rappler reported on March 13 that it was a subsidiary of San Miguel Shipping and Lighterage Corporation, SL Harbor Bulk Terminal Corporation, which chartered the ship owner, RDC Reield Marine Services. But no government agency nor San Miguel Corporation (SMC), has publicly disclosed this information.
The Philippine Stock Exchange, where SMC is listed and traded, has apparently not asked the conglomerate to comment on this information that has been reported by Rappler and a few other news outfits more than a week ago. No disclosure has yet been made as of posting.
Maritime Industry Authority (MARINA) legal chief Sharon Aledo has merely acknowledged to Rappler in an email interview, as well as in public interviews, that MT Princess Empress left the SL Harbor Terminal. This private port is operated by SL Harbor Bulk Terminal Corp. She said regulators were not informed about the charterer.
Ship owner RDC has also not disclosed the charterer citing its non-disclosure agreement.
Even though Philippine laws penalize mainly the ship owner, La Viña said there are “openings for liability” of the charterer and cargo owner.
MARINA’s Aledo said in a recent interview that the charterer of MT Princess Empress should have undertaken “due diligence” of the ship owner, following reports that the ship did not have an approved amended Certificate of Public Convenience (CPC) or license to sail.
Oceana Legal and Policy Director Liza Osorio, in a recent Rappler interview, said the cargo owner could be held liable if it is shown that the oil was not properly packed.
In the case of the Guimaras oil spill, a special Board of Marine Inquiry found the charterer and cargo owner, Petron Corporation, liable for overloading MT Solar 1 which contributed to the tanker sinking in August 2006. Petron Corp., which handles the fuel and oil business of SMC, appealed the ruling.
Insurance coverage not for poor
La Viña also lamented that while shipping companies and cargo owners can claim insurance for their losses, there is no insurance coverage for long-term impacts on the environment and people.
He said private companies “should pay for the damage” and “insure themselves for it.”
“This oil spill, this tanker, those who contracted it will not suffer kasi (because) insured. They would not have done this [contract] without insurance. There’s always a failure to have that insurance pay for the impacts, it’s only for loss of ship and cargo,” he said.
“That’s one of the problems. Kasi ang gusto ng company, kanila lang yun [insurance].” (The company only wants the insurance for itself.)
La Viña said this should change since it’s always the poor who suffer the most in environmental disasters.
“Dapat baguhin na. Palaging holding the bag ay kapwa Pilipino mahihirap, fisherfolk, those in coastal areas dependent on fisheries, coastal tourism. LGUs [local government units] rarely get anything from the insurance,” he said.
(That should change. It’s always the poor holding the bag, the fisherfolk, those in coastal communities dependent on fisheries, coastal tourism.)
In the sinking of MT Princess Empress, La Viña said there was clearly “regulatory failure” by government agencies involved such as the Philippine Coast Guard but he said it was time that private companies also be held accountable.
“Di na tayo natuto (We have not learned our lessons). Grabe ang regulatory failures ng ating gobyerno sa Mindoro (The regulatory failures of our government in Mindoro are grave),” he said. “Even after Guimaras, hindi pa natin (we have not) put into place the system to do it right.”
In an opinion piece published by Rappler in 2019, Coast Guard deputy chief Commodore Jay Tristan Tarriela said they were always held accountable and “publicly crucified” in the event of maritime disasters while the ship owners escape accountability.
“Ironic as it may seem, it is because of this PCG mandate that the public has forgotten the shipowners who were given ‘Certificate of Public Convenience’ as a license to operate and have this responsibility. The PCG’s performance of the predeparture inspection takes away this burden of responsibility from the shipowners,” Tarriela wrote. He also said the Philippines is the only country that still requires its coast guard to conduct pre-departure inspections of domestic vessels.
RDC has said that MT Princess Empress has a $1 billion Protection & Indemnity (P&I) coverage, but doubts have been raised on whether it can claim it due to reports of the vessel was “colorum” or unlicensed.
Environmental groups and public officials have decried the likely long-term damage to the country’s rich natural resources, especially in the biodiverse Verde Island Passage. La Viña said environmental groups have long been urging the government to ban oil tankers from crossing this body of water.
Appeal to San Miguel
Instead of filing cases in court, La Viña advised the local governments and citizens affected by the oil spill to instead seek a “negotiated agreement” with SMC president Ramon Ang, if it is proven that a SMC subsidiary chartered the vessel and owns the cargo.
He noted that SMC is a “big company” with “good CSR [corporate social responsibility].”
Mr. Ang is very supportive of this [CSR], baka malaki yung kanila makukuhang (they might get a fast) settlement,” La Vina said. “It should be a negotiated agreement para mabilis (so it will be fast). Pero kailangan ng mabilisan ang (But the damage assessment should be rushed) rapid assessment.”
On Monday, March 20, Oriental Mindoro Governor Humberto Dolor told ANC Headstart that all their LGUs agreed that they will be filing “just one solid case” on behalf of all LGUs against the ship owner.
“Before we file anything, we want to make sure that the evidence will warrant conviction,” he said.
He said they plan to file a civil case but a criminal case is also an option.
Dolor said they were worried that their legal action would take a long time, similar to what happened in the Guimaras oil spill.
“Coming from experience, ang nagpapatagal ay (what delays it are) multiple claims. That’s why we agreed we will claim as a group, as a province, in one claim. Pag nagdoble doble, magpapatagal ito (If it’s multiple, it will cause delays),” he said. “It will take 10 years, we don’t want that to happen. We don’t want years of agony. We want to go back to normal. they have to pay for the daily losses that we have,” he said.
Dolor said they were still waiting for a complete assessment of the damage to the environment, people, companies, and LGUs before filing a class
Government agencies are on alert for a potential oil spill from the floating storage and offloading (FSO) vessel deployed on US supermajor Chevron’s Benchamas field offshore Thailand following an onboard accident that left one worker dead.
One crew member was killed after seawater entered the hull of the Benchamas 2 FSO when a seal malfunctioned during maintenance work. Chevron confirmed that a contractor working aboard the vessel had died.
There were 29 crew members onboard the FSO at the time of the incident and non-essential workers have since been demobilised.
“The safety of all personnel and the protection of the environment remain our top priorities. We have engaged and notified the relevant authorities and are working with all stakeholders,” Chevron reportedly said in a statement.
Upstream has approached Chevron for independent verification and comment.
The kingdom’s government has tasked the Royal Thai Navy and Department of Transport to help prevent a possible significant oil spill from the FSO, which is deployed on the Benchamas field in the Gulf of Thailand.
Royal Thai Navy spokesman Admiral Prokgrong Monthatphalin said that multiple agencies were working to recover the body of the dead crewman, fix the leak and avert an oil spill.
“The vessel’s condition is safe and weather conditions are not interfering with the rescue operations. However, there is no electricity in the engine room… it is affecting assessment of the situation,” Prokgrong was quoted in a statement by the Bangkok Post.
The FSO, which for more than four years has been operating on Chevron’s Benchamas field on Block B8/32 in the Gulf of Thailand about 130 miles offshore Chon Buri province — home of Thailand’s largest naval base — had some 400,000 barrels of oil on board at the time of the incident.
Benchamas 2’s owner and operations & maintenance services contractor — Petronas subsidiary MISC — five years ago converted the aframax tanker delivered by Hyundai Heavy Industries in 1999 into an FSO. The ABS-classed, double-hulled vessel, which is moored on the Benchamas field in a water depth of 71 metres via an external turret, has storage capacity of 650,000 barrels of crude.
In January, Thai fishermen and local business owners filed lawsuits totalling about $150 million against Chevron subsidiary Star Petroleum Refining over an early 2022 oil spill in the Gulf of Thailand that stemmed from a leak in a subsea flexible hose used to load tankers at an offshore single point mooring.
“We have a long history as a safe, reliable and caring operator. We take full responsibility for our operations [and] are deeply saddened and disappointed by the impact of this spill,” Star Petroleum Refining official Robert Joseph Dobrik earlier said.
Update (March 21) -- MISC Behard, owners of the FSO reports that there was no explosion correcting the Royal Thai Navy which had at the time said it understood there had been an explosion that caused the death of the crewmember. In the following days, they have been working to stabilize the vessel. The body of the deceased crewmember was removed from the vessel and preparations were underway for return to the family. There continues to be no oil leak from the Benchamas 2 while work in the field was suspended while they continue to repair the vessel after the accident.
The government of Thailand has ordered the Royal Thai Navy and the Department of Transportation to assist to prevent a potentially significant oil spill from a damaged FSO operated by Chevron 129 miles off the coast of the country. The vessel, the Benchamas 2, was undergoing routine maintenance when the accident happened and is reported to be taking on water at the stern.
Chevron issued a statement confirming that one crewmember, a contractor, working aboard the vessel during the maintenance operation was killed. According to reports, they were working on repairs removing an underwater value. The government is referring to it as a seawater suction pipe that is now leaking and causing the engine room of the FSO to flood.
The flooding has left the Benchamas 2 without electrical power. The Royal Thai Navy noted that the crude oil heating system is not working due to the lack of power raising the potential for an oil leak. Reports said that there are currently 400,000 barrels of oil stored aboard the FSO.
There were 29 crewmembers working aboard the vessel at the time of the accident. Chevron reports that non-essential personnel were removed from the vessel. The government reports said that the remaining crew was in no immediate danger and were working with the Navy to stabilize the situation. The Navy noted that weather has not been an issue, reporting that the wind and waves are not an obstacle to their operation.
The Navy was expected to reach the vessel early today. They are planning for three scenarios, including successfully sealing the leaking pipe or more water continuing to enter the vessel. The third scenario they are preparing for is a potential oil spill from the FSO. Resources are being positioned with reports that the Prime Minister of Thailand is monitoring the situation and has consulted with senior officials of the Navy and government.
The Benchamas 2 went into operation in the field located in the Gulf of Thailand in 2018. She was converted from a 1998-built Aframax tanker Bunga Kelena 5 owned by MISC Berhad. The conversion work was carried out at a shipyard in Malaysia with reports saying that the vessel was designed to operate for 12 years without drydocking. The 104,500 dwt vessel was designed to provide a maximum storage capacity of 650,000 barrels.
Maritime Industry Authority (MARINA)：日本では海運局のような組織が書類を発給していないと声明している以上、内部の職員が賄賂をもらって公文書偽造の可能か、外部の人間が公文書偽造を行ったと言う事だと思う。
オイルタンカー「Princess Empress」の二等航海士がPCG（フィリピン沿岸警備隊）に見せたCPC（運航許可証）を発行した人物の名前が間違っており、しかも、その名前の職員は2020年１月1日に退職しており、既に、2022年12月27日に死亡していることが判明したそうだ。船が建造されてた年よりも前に退職しているそうだ。
aritime Industry Authority (MARINA)：日本では海運局のような組織がCPC（運航許可証）を発行していないと発言し、矛盾が存在する公文書偽造であると思われるCPC（運航許可証）が存在する以上、オイルタンカー「Princess Empress」の所有者であるRDC Reield Marine Services (RDC)はどのように、そして誰からCPC（運航許可証）を入手したのか公表するべきだと思う。もう既に警察が動いている可能性は高い。
現在、The Department of Transportation（運輸局）が調査中だと言う事だが、油汚染に繋がった公文書偽造なので刑事事件だと思うが、民事で莫大な被害請求がくる可能性は高い。
MANILA, Philippines - The Maritime Industry Authority (MARINA) on Monday reiterated that it did not issue an amendment to the certificate of public convenience (CPC) of the owner of MT Princess Empress to include the sunken tanker in its fleet.
At a Senate panel inquiry last March 13, MARINA said that the tanker had no permit to operate in the form of an amendment to its CPC. But hours later, the Philippine Coast Guard posted on social media a document - a November 16, 2022 decision by the Marina - showing that MT Princess Empress had an approved CPC.
A CPC is issued by the MARINA to a domestic water transport service provider to operate a vessel for commercial or public use, for which no franchise, either municipal or legislative, is required by law.
The Coast Guard, on the following day, said it is investigating the authenticity of the document presented to its personnel, which allowed the vessel to sail at least four times before it sank off Oriental Mindoro and leaked oil into the sea.
But in a briefing on Monday, MARINA-National Capital Region regional director Marc Anthony Pascua denied signing an amended CPC.
“That is not authentic so to speak because we did not issue a CPC amendment. At the same time, I never signed any amended CPC for that matter,” Pascua said.
He added that RDC Reield Marine Service, which owns MT Princess Empress, only has “screened application” for the amendment of its CPC.
MARINA legal service director Sharon Aledo also said that the vessel owner was still lacking documents in its application to amend its CPC.
The Department of Transportation is investigating the questionable CPC. MARINA, an agency under the DOTr, is mandated to oversee the promotion and development of the maritime industry, and to provide effective regulation of shipping enterprises.
Suspension
Aledo also reported that MARINA issued a suspension order against RDC Reield Marine Service last week.
“MARINA has already issued a directive for the shipowner of MT Princess Empress considering they still have other vessels. They have already been suspended. So they are no longer operating,” she said.
MARINA has also approved the release of P33 million from the Oil Pollution and Management Fund administered by the agency for the clean-up and containment of the oil spill. The PGC requested the release of such funds.
Authorities have yet to recover the sunken tanker and contain the oil spill that has disrupted the livelihoods of affected communities and threatened the area’s rich marine biodiversity.
He said the vessel should have undergone inspection prior the issuance of permits.
PCG (Philippine Coast Guard:フィリピン沿岸警備隊)が何度もオイルタンカー「Princess Empress」を検査している以上、本船が船齢1年の新造船でない事に気付くべきだったと思う。PCG（フィリピン沿岸警備隊）隊員達が買収されていたか、ずさんな検査をするのが常態化していたのか、船に対する知識が不足していたのか、これらのコンビネーションでなければ船齢50年の改造された船に気付かない事はないと思う。
リビルトの船の場合、いろいろな機器が古く、ポンプやいろいろな機器のネームプレートや製造年月日が書かれた情報がかなり古い。スクラップヤードから購入して取り付けるか、リビルトでなけけば、多くの古い機器が取り付けられることはない。少なくとも4回以上の検査が行われているので、全ての検査において誰も疑問に思わなかったのか疑問である。
PCG（フィリピン沿岸警備隊）の「the vessel should have undergone inspection prior the issuance of permits.」の発言は正しいと思う。フィリピンのシステムについて全く知らないが、検査を行わずにCPC（運航許可証）を発行するようになっているのなら、法や規則改正の準備に取り掛かるべきだと思う。
オイルタンカー「Princess Empress」の二等航海士がPCG（フィリピン沿岸警備隊）に見せたCPC（運航許可証）を発行した人物の名前が間違っており、しかも、その名前の職員は2020年１月1日に退職しており、既に、2022年12月27日に死亡していることが判明したそうだ。船が建造されてた年よりも前に退職している。
フィリピンの事について詳しくないが、これは氷山の一角であると思う。フィリピン人船員と話すことはあるが、フィリピンでは地獄沙汰もお金次第だとよく聞くので、癒着、腐敗、汚職や賄賂があるのだと思う。
aritime Industry Authority (MARINA)：日本では海運局のような組織がCPC（運航許可証）を発行していないと発言し、矛盾が存在する公文書偽造であると思われるCPC（運航許可証）が存在する以上、オイルタンカー「Princess Empress」の所有者であるRDC Reield Marine Services (RDC)はどのように、そして誰からCPC（運航許可証）を入手したのか公表するべきだと思う。もう既に警察が動いている可能性は高い。
The director of the Maritime Industry Authority (MARINA) in the National Capital Region on Monday denied signing an amended Certificate of Public Convenience (CPC) which covered the MT Princess Empress.
At a news conference, MARINA-NCR regional director Marc Pascua said the copy of the CPC released by the Philippine Coast Guard was not authentic.
“I just want to clarify that as far as MARINA-NCR is concerned, as far as records are concerned, wala po kaming in-issue na amended CPC sa particular vessel na Princess Empress, that’s number one," Pascua said.
"Number two, wala po akong pinipirmahan na CPC for that particular vessel,” he added.
(Number one, we did not issue an amended CPC to Princess Empress. Number two, I did not sign a CPC for that particular vessel.)
PCG spokesperson Rear Admiral Armando Balilo said the PCG allowed the ill-fated MT Princess Empress to sail after its CPC was submitted to the coast guard on February 27.
MARINA spokesperson Sharon Aledo earlier confirmed that the company RDC Reield Marine Services has a valid company CPC. However, it showed that MT Princess Empress has not yet been added to such CPC.
In a message to GMA News Online, Balilo said that MARINA should let the shipowner explain if indeed the document was falsified.
He said that the PCG received the same documents on several occasions from the 2nd mate of the vessel, thus it would be better if the explanation for the “misrepresentation” would be coming from the crew him/herself.
“Kung fake, let the shipping company explain. Ilang beses silang nag submit ng parehong document,” Balilo said.
(If it's fake, let the shipping company explain. They submitted the same document several times.)
“We relied on that document. ‘Pag pinakita sa amin mga docs gaing ng Marina may presumption of regularity. We also do that to other docs presented to us na most of the times wala namang irregularity,” he added.
(When we are shown documents coming from the MARINA, there is a presumption of regularity. We also do that to other documents presented to us that most of the time have no irregularity.)
Balilo said on Wednesday it was checking the validity of the CPC of MT Princess Empress following questions that it sailed without such a permit.
Pascua said that he was serving as a regional director for MARINA NCR and not a franchising director—as indicated in the document—-when the MT Princess Empress sailed. His first name is also spelled as “Marc” and not “Mark.”
Aledo also pointed out that a certain Feliciano Tira, who certified the CPC amendment as a true copy, retired on January 1, 2020, and already died on December 27, 2022.
She said that the Department of Transportation (DOTr) is also investigating if the CPC submitted to the PCG is authentic or not.
The Department of Justice earlier said an inter-agency committee and the National Bureau of Investigation (NBI) were looking into the possibility that some officials of the PCG and MARINA colluded to allow MT Princess Empress to sail despite the absence of an amended CPC.
Aledo said MARINA would cooperate with any investigation.
MT Princess Empress sank on February 28 off Naujan while carrying 900,000 liters of industrial fuel. Aside from Oriental Mindoro, it has also reached nearby provinces like Antique, Palawan, and Batangas. —NB, GMA Integrated News
"We are not shying away from responsibility, we are open to investigations. In fact, we appreciate the investigations because that will be a good avenue also for people to come forward and share what happened when the ship left port," PCG Rear Adm. Armand Balilo said.
Authorities continue to look into the case of the MT Princess Empress, which is owned by RDC Reield Marine Service. Marina earlier said that the oil tanker did not have a permit to sail in the first place and that the coast guard allowed it to sail anyway.
MANILA, Philippines — The Philippine Coast Guard on Monday said it is ready to cooperate with any investigating body, such as the Department of Justice, looking into possible lapses in allowing an oil tanker that later sank off Oriental Mindoro to leave port.
In a press briefing on Monday, the PCG said that while they are conducting their own investigation on allegations related to the Certificate of Public Convenience issued to the MT Princess Empress by the Maritime Industry Authority (Marina), the agency is willing to cooperate with other investigating bodies "because they are in the position to do so."
"We are not shying away from responsibility, we are open to investigations. In fact, we appreciate the investigations because that will be a good avenue also for people to come forward and share what happened when the ship left port," PCG Rear Adm. Armand Balilo said.
Authorities continue to look into the case of the MT Princess Empress, which is owned by RDC Reield Marine Service. Marina earlier said that the oil tanker did not have a permit to sail in the first place and that the coast guard allowed it to sail anyway.
The PCG has since presented a supposed CPC for the tanker on social media and to media, but Balilo said this should not preclude probes into the agency and its potential lapses.
MT Princess Empress sank in waters off Naujan, Oriental Mindoro in the early hours of end-February. It was carrying 800,000 liters of industrial fuel when it sank, putting authorities on a "race against time" to make sure that oil from the tanker does not spill over to other parts of the country.
Here's information, based on documents obtained by Rappler, on RDC Reield Marine Services - the company in the hot seat after its tanker sank off Oriental Mindoro with over 800,000 liters of 'black oil' on February 28.
MANILA, Philippines - Here are some facts on RDC Reield Marine Services, the company that owns MT Princess Empress - the oil tanker that sank off Oriental Mindoro last February 28, with over 800,000 liters of industrial fuel oil or “black oil.”
These pieces of information are mainly from documents the company submitted to the Securities and Exchange Commission (SEC) obtained by Rappler.
RDC is primarily engaged in the “business of marine services including but not limited to tank cleaning and other related services.”
Its secondary purposes are to:
“engage in the business of domestic shipping and the delivery of oil and petroleum products related activities”
“engage in the business of buying, selling, marketing, supplying, distributing of goods such as oil/petroleum products, slightly used heavy equipments and machineries and other related products on wholesale/retail basis”
RDC is a 100% Filipino company owned by the Cabial family. Its office is in Mandaluyong City.
Its officers are:
Reymundo Duldulao Cabial, chief executive officer (CEO) and president
Criselda L. Cabial, chief financial officer/treasurer
Fritzie Faye L. Cabial, vice-president
Reia Faye Cabial, corporate secretary
Francis John Cabial, auditor
Reield Faye L. Cabial, director
One of the original incorporators in 2014 was Reina Loraine L. Inducil.
RDC was registered with the SEC in 2014. Its paid-up capital was P5 million raised by six stockholders, mostly by its CEO/president.
As of December 2021, the company’s financial statements show:
Total revenues: P73 million
Net income before tax: P355,226
Net income: P284,181
Total assets: P81 million
Current liabilities: P1.1 million
Vessels’ worth: P65.5 million
Worth of vessel under construction: P4.1 million
The company was deemed by the Maritime Industry Authority (MARINA) to be financially capable of maintaining its operations. MARINA’s mandate is to ensure ships are safe for people and the environment.
The initials RDC appear to have come from the first letters of the name of its CEO/president.
So far, only Fritzie Cabial has spoken publicly on the sinking of MT Princess Empress. The statements of RDC that have been sent to the media have been attributed to her. She is identified as Fritzie Tee, vice president for administration and external affairs.
She also appeared before the Senate committee on environment, natural Resources, and climate change to testify on the incident. Tee said RDC is a “small corporation” but has its “own initiatives to help our kababayans (fellow citizens).”
She also met with local government officials of Oriental Mindoro on March 6. The meeting was held closed-door as requested by the company. Oriental Mindoro Governor Humberto Dolor told reporters that he met with representatives of RDC who apologized for the incident. The representatives told him they were not “just the children of the owner” but the actual “owners” of the company.
In the Senate hearing, she said RDC’s amended Certificate of Public Convenience had been approved by MARINA, and that MT Princess Empress was operating with a valid permit. This, however, was belied by senators and the chief of the regulatory agency, MARINA administrator Hernani Fabia, who said that the process of approving the amended CPC and the addition of MT Princess Empress to the company’s fleet - thus authorizing it to sail - was still not final.
Fritzie was a broadcast reporter of TV5, as gleaned from some materials from the web. She married Marc Justin Tee in 2018. She also has an Instagram account set to private.
The local government of Oriental Mindoro, which is expected to be most affected by the oil spill, plans to sue RDC for damage to the environment and loss of livelihood.
The company has put up a website with information about the incident as well as the steps RDC is taking in response to the oil spill: http://princessempressinformationcentre.com. - with Jodesz Gavilan/Rappler.com
The Philippines' maritime regulators are taking a closer look at the background of the tanker Princess Empress, which went down off Oriental Mindoro on February 28. The vessel had 900,000 liters of fuel oil on board, and the petroleum continues to leak out of its tanks, threatening a growing swath of the central Philippines with pollution. It is unclear whether the newbuild vessel had the correct documentation, and authorities now believe it is possible that it may have actually been a much older vessel - and may not even have started its life as a tanker.
Last week, Philippine shipping regulator Marina told a senate panel that Princess Empress was sailing without a required amendment to the operator's Certificate of Public Convenience (CPC). Shipowner RDC Reield Marine Services held a valid CPC for its overall business, but had allegedly not submitted the financial documents needed to secure a permit for the new vessel. However, an RDC spokesperson said that the company had completed the paperwork, and the Philippine Coast Guard quickly produced what appeared to be a complete CPC permit for the ship, signed and dated by Marina.
In an interview Thursday, a Marina spokesperson reiterated that the agency had no record of issuing a CPC permit for the ship, and noted that it would have published a public notice if it had given its approval.
According to Rappler, PCG spokesperson Rear Adm. Armand Balilo responded Thursday that his agency's inspectors rely on the good faith of the captain when they are presented with a ship's paperwork. If the documents were false, he said, then the shipowner should be held accountable.
The validity of the permit may have bearing on whether Princess Empress' insurer will have to pay for the extensive damages caused by the spill, including the loss of livelihood for thousands of fishermen and hospitality workers on Oriental Mindoro. The vessel had up to $1 billion in coverage for marine casualties, but any regulatory noncompliance on the operator's part could affect payout. A missing CPC would mean that Princess Empress could not legally sail on domestic voyages under Philippine law. "The insurance company will find a basis to not pay,” Sen. Cynthia Villar warned. "We should plan accordingly that we will not get that [payment]."
The Princess Empress' origins have also come into question since the sinking. Last week, Philippine Justice Secretary Jesus Crispin Remulla alleged that there may have been "misrepresentation" about the ship's status as a newbuild, and it may have been as much as 50 years old.
"This ship is not a brand new vessel, it is a rebuilt scrap - a rebuilt scrap ship rebuilt twice to become a tanker. It was not built to be a tanker from the very beginning," he told Rappler.
There may also have been previous close calls in which the vessel nearly capsized, he added.
An individual who claimed knowledge of the vessel's conversion provided TV outlet 24 Oras with photos and video purporting to show the reconstruction process in progress. He claimed that the vessel began life not as a tanker, but as an LPG carrier, the MV Dorothy.
Continued pollution
Oil is still leaking from the tanker, and a wind shift could carry it in a new direction. To date, it has drifted primarily to the south, down the east coast of Oriental Mindoro to the Caluya Islands. A change of weather patterns could push new leakage from the wreck site to the west, towards the town of Calapan, the provincial capital. This area is adjacent to the pristine Verde Island Passage (VIP), an area of exceptionally high biodiversity which serves as a breeding ground for important coastal fisheries. Marine scientists in the Philippines are concerned that if the spill reaches the VIP, it could cause severe damage.
“The Amihan winds [northeasterly seasonal trade winds], which contained most of the oil to the coasts of Nauhan and Pola in the previous weeks, are now more variable, allowing the oil to spread northwards,” warned the University of the Philippines’ Marine Science Institute (MSI). “It is critical to stop the seepage before the end of the Amihan season, otherwise more critical biodiversity areas along the Verde Island Passage may be affected.”
The Philippine Coast Guard and local partners continue to work to contain the spill and clean it up, and they have called for international assistance. Japan's government has dispatched a team of technical advisors, and the U.S. Coast Guard is sending officers for a briefing and a discussion on Monday, Rear Adm. Balilo confirmed over the weekend. “It will be up to the US Coast Guard on how it would respond to the request of the Commandant - if they will immediately respond and what kind of assistance they could extend,” Balilo told the Philippine Star.
A Japanese salvage vessel, the Shin Nichi Maru, arrived in Calapan on Monday to assist with the spill response effort. The ship is equipped with an ROV, which will be used to confirm the wreck location and assist with efforts to stop the leakage, according to the Manila Bulletin.
MANILA, Philippines- Nagtungo sa National Bureau of Investigation (NBI) ang tatlo pang testigo sa umano’y rehabilitation ng 50 taong MT Dorothy Uno sa MT Princess Empress upang magbigay ng sinumpaang salaysay sa pagkakasangkot nila sa umano’y pagsasaayos.
Sa ulat nitong Biyernes, kasamahan ang tatlo ni alyas “Dodong”, na unang nagsiwalat sa mga awtoridad hinggil sa rehabilitasyon kasama ang mga depekto sa disenyo ng motor tanker na naging dahilan upang maapektuhan ito ng malalakas na alon.
Sinabi ni Dodong na nabahala rin siya matapos sabihin ng may-ari ng kumpanya na dapat gawing motor tanker ang barko. Ito ay orihinal na idinisenyo upang magdala ng mga suplay ng buhangin.
“Medyo alanganin kung tutuusin kasi tanker ‘yun. Dapat bago lahat kasi dangerous cargo ang karga. Di naman napalitan ang iba,” pahayag niya.
Lumubog ang MT Princess Empress sa karagatan ng Naujan, Oriental Mindoro habang lulan nila ang mahigit 900,000 litro ng industrial fuel oil noong Feb. 28.
Lahat ng 20 crew na sakay into ay nailigtas ngunit nagdulot ng malaking pinsala at oil spill sa ilang bayan sa probinsya at umabot na sa Palawan at Antique.
Nauna nang itinanggi ng kompanyang RDC Reield Marine Services ang alegasyon na luma o matanda na ang barko at ito ay original na nakadise syo na magbiyahe ng sand supplies.
Ayon sa NBI, nakikipag-ugnayan na sila sa iba pang government agencies sa pagkalap ng dokumento at ebidensya para sa case build-up sa insidente.
Samantala, tinitingnan na rin ng Department of Justice (DOJ) ang pagsasampa ng kaso laban sa kompanya na nagmamay-ari ng barko.
“Civil liabilities, criminal liabilities and administrative liabilities. Nagbuo tayo ng isang inter-agency committee, so, we will wait for reports from these involved agencies doon sa kanilang scope para magkaroon tayo nang mas malinaw na picture dito sa ating issue ng oil spill,” sabi ni DOJ spokesperson Mico Clavano. Jocelyn Tabangcura-Domenden
Senators on Friday said officials of the Philippine Coast Guard (PCG) and the Maritime Industry Authority (Marina) should be held liable, along with the owners of the sunken MT Princess Empress for the oil spill that wreaked havoc on the fishing villages and the marine ecosystem in Oriental Mindoro.
Senator Francis Escudero suspected that officials of the two state agencies may have been bribed by RDC Reield Marine Services Inc. to let the ill-fated ship set sail without the required certificate of public convenience from Marina.
Together with an oil spill boom and skimmer, the Philippine Coast Guard (PCG) goes around the suspected area of the sunken oil tanker MT Princess Empress at the northeast of Balingawan Port, Lucta Port, and Buloc Bay in Oriental Mindoro on March 14, 2023. PHOTO: Malayan Towage and Salvage Corporation via Philippine Coast Guard
Senators on Friday said officials of the Philippine Coast Guard (PCG) and the Maritime Industry Authority (Marina) should be held liable, along with the owners of the sunken MT Princess Empress for the oil spill that wreaked havoc on the fishing villages and the marine ecosystem in Oriental Mindoro.
Senator Francis Escudero suspected that officials of the two state agencies may have been bribed by RDC Reield Marine Services Inc. to let the ill-fated ship set sail without the required certificate of public convenience from Marina.
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“We have to dig deeper, especially on the side of Marina insofar as their accreditation procedure and personnel are concerned,” Escudero told reporters.
“On the part of [PCG] they were clearly ‘motivated’ to look the other way instead of looking out for the welfare of the people, our seas and [the] environment,” he said, adding:
“I will not be surprised if the investigation reveals that money changed hands somewhere, somehow.”
He, however, rejected the suggestion to immediately stop all the vessels of RDC from operating, noting that there was “no sufficient evidence on record yet of bad faith.”
The senator issued the statement after Justice Secretary Jesus Crispin Remulla claimed that MT Princess Empress was a “rebuilt scrap” that was not intended to transport oil “from the very beginning.”
Senator Risa Hontiveros said the information disclosed by Remulla proved that officials of PCG and Marina committed “undeniable negligence and nonfeasance” that resulted in the oil spill.
READ: Hontiveros wants PCG, Marina execs held liable for Mindoro oil spill
Hontiveros said PCG should not have allowed the motor tanker to leave the port of Bataan a day before it sank off Pola, Oriental Mindoro, on February 28.
“[They] should face the full brunt of the law. They should answer not only for this incident, but also for the alleged eight other times that the scrap ship [was] allowed to sail,” she said.
On the other hand, she said Marina officials should also be held responsible for letting the ship continue to operate despite its supposed failure to meet the requirements for seaworthiness.
Hontiveros said investigators should have checked if RDC’s permit from Marina covered MT Princess Empress.
“I trust that the Senate committee on environment, natural resources and climate change will be able to ensure that the officials responsible for this environmental nightmare will be held to account for their actions,” Hontiveros said.
Sen. Francis Tolentino, who pushed for the Senate investigation of the incident, said the ship’s compliance with safety standards should have been met before it was
The Philippines' maritime regulators are taking a closer look at the background of the tanker Princess Empress, which went down off Oriental Mindoro on February 28. The vessel had 900,000 liters of fuel oil on board, and the petroleum continues to leak out of its tanks, threatening a growing swath of the central Philippines with pollution. It is unclear whether the newbuild vessel had the correct documentation, and authorities now believe it is possible that it may have actually been a much older vessel - and may not even have started its life as a tanker.
Last week, Philippine shipping regulator Marina told a senate panel that Princess Empress was sailing without a required amendment to the operator's Certificate of Public Convenience (CPC). Shipowner RDC Reield Marine Services held a valid CPC for its overall business, but had allegedly not submitted the financial documents needed to secure a permit for the new vessel. However, an RDC spokesperson said that the company had completed the paperwork, and the Philippine Coast Guard quickly produced what appeared to be a complete CPC permit for the ship, signed and dated by Marina.
In an interview Thursday, a Marina spokesperson reiterated that the agency had no record of issuing a CPC permit for the ship, and noted that it would have published a public notice if it had given its approval.
According to Rappler, PCG spokesperson Rear Adm. Armand Balilo responded Thursday that his agency's inspectors rely on the good faith of the captain when they are presented with a ship's paperwork. If the documents were false, he said, then the shipowner should be held accountable.
The validity of the permit may have bearing on whether Princess Empress' insurer will have to pay for the extensive damages caused by the spill, including the loss of livelihood for thousands of fishermen and hospitality workers on Oriental Mindoro. The vessel had up to $1 billion in coverage for marine casualties, but any regulatory noncompliance on the operator's part could affect payout. A missing CPC would mean that Princess Empress could not legally sail on domestic voyages under Philippine law. "The insurance company will find a basis to not pay,” Sen. Cynthia Villar warned. "We should plan accordingly that we will not get that [payment]."
The Princess Empress' origins have also come into question since the sinking. Last week, Philippine Justice Secretary Jesus Crispin Remulla alleged that there may have been "misrepresentation" about the ship's status as a newbuild, and it may have been as much as 50 years old.
"This ship is not a brand new vessel, it is a rebuilt scrap – a rebuilt scrap ship rebuilt twice to become a tanker. It was not built to be a tanker from the very beginning," he told Rappler.
There may also have been previous close calls in which the vessel nearly capsized, he added.
An individual who claimed knowledge of the vessel's conversion provided TV outlet 24 Oras with photos and video purporting to show the reconstruction process in progress. He claimed that the vessel began life not as a tanker, but as an LPG carrier, the MV Dorothy.
Continued pollution
Oil is still leaking from the tanker, and a wind shift could carry it in a new direction. To date, it has drifted primarily to the south, down the east coast of Oriental Mindoro to the Caluya Islands. A change of weather patterns could push new leakage from the wreck site to the west, towards the town of Calapan, the provincial capital. This area is adjacent to the pristine Verde Island Passage (VIP), an area of exceptionally high biodiversity which serves as a breeding ground for important coastal fisheries. Marine scientists in the Philippines are concerned that if the spill reaches the VIP, it could cause severe damage.
“The Amihan winds [northeasterly seasonal trade winds], which contained most of the oil to the coasts of Nauhan and Pola in the previous weeks, are now more variable, allowing the oil to spread northwards,” warned the University of the Philippines’ Marine Science Institute (MSI). “It is critical to stop the seepage before the end of the Amihan season, otherwise more critical biodiversity areas along the Verde Island Passage may be affected.”
The Philippine Coast Guard and local partners continue to work to contain the spill and clean it up, and they have called for international assistance. Japan's government has dispatched a team of technical advisors, and the U.S. Coast Guard is sending officers for a briefing and a discussion on Monday, Rear Adm. Balilo confirmed over the weekend. “It will be up to the US Coast Guard on how it would respond to the request of the Commandant – if they will immediately respond and what kind of assistance they could extend,” Balilo told the Philippine Star.
A Japanese salvage vessel, the Shin Nichi Maru, arrived in Calapan on Monday to assist with the spill response effort. The ship is equipped with an ROV, which will be used to confirm the wreck location and assist with efforts to stop the leakage, according to the Manila Bulletin.
Thai authorities ordered their navy to assist in preventing an oil leak from a damaged floating storage and offloading (FSO) vessel carrying 400,000 barrels of crude in the Gulf of Thailand.
The 1999-built Benchamas 2, owned by Malaysian shipping line MISC and operated by a unit of Chevron, suffered water ingress after a seal malfunctioned during routine maintenance.
One crew member has been confirmed dead, while the remaining 28 are said to be safe and the ship is stable. The Royal Thai Navy said that the crude oil heating system is not working due to a lack of power, raising the potential for an oil leak.
The 104,500 dwt FSO, with a storage capacity of 650,000 barrels, has been in operation at the Benchamas field in Block B8/32 in the Gulf of Thailand since 2018. It sits about 207 km off Sattahip in Chon Buri province.
Last year, an estimated 50,000 litres of oil leaked into the ocean from a subsea pipeline owned by Star Petroleum. Some of the oil reached the shoreline of the eastern province of Rayong, causing damage to the local environment and tourism.
MANILA, Philippines — The National Bureau of Investigation (NBI) and the Philippine National Police (PNP) are looking at the claim of a witness that MT Princess Empress is already a rebuilt scrap.
“We will look at these declarations. Very important kasi ‘pag sinabi na bago yung barko [These declarations are very important because if the vessel is new], they’re saying already there’s a very little chance they have any liability in this case,” Remulla said over Radio DZBB.
“Pero pag nakita na luma na yan, reconditioned, syempre nakatutok kaagad sa kanila yung atensyon [Once confirmed that this (vessel) is old, reconditioned, of course, the attention of everyone is already on them],” Remulla added.
The claim of the witness is very serious, said Remulla, that the DOJ tagged both the NBI and PNP Crime Lab for help.
“We will continue with the investigative process,” he said.
The DOJ chief added that they will also coordinate with Marina “to give us the permitting process to walk us through how they gave MT Princess Empress all these regulatory permits needed for it to be able to set sail in Philippine waters.”
Remulla said the vessel should have been subject to an inspection as part of the permitting process.
On possible liabilities of government officials, if there are any and that of the owner of the vessel, Remulla said “we will look at everything first. It is very hard to conclude what violations was committed without talking to them and without getting all the papers.”
He said the vessel should have undergone inspection prior the issuance of permits.
The Department of Justice (DOJ) is looking into the grounding of the reported three sister vessels of MT Princess Empress which sank off the cost of Naujan in Oriental Mindoro and spilled 800,000 liters of industrial oil.
The oil spill has reportedly spread to nearby provinces and has affected several tourist sites and beach resorts. The greater disaster caused by the oil spill is the effects on the livelihood of thousands of fishermen.
On the grounding of the three alleged sister vessels of MT Princess Empress, Justice Secretary Jesus Crispin C. Remulla said: “Dapat dito kung similar vessels i-ground din natin lalo na same owner ‘yan (These vessels should be grounded especially they belong to the same owner).”
Remulla said that “MT Princess Empress is the newest licensee. Apat na barko ‘yan. Hindi lang nila maipasok sa isang permit (These are four vessels. The owner just didn't place them in one permit).”
“Habang maaga awatin na natin kasi ito baka paulit-ulit mangyari sa atin (This early, we should stop them before the same incident happens again),” he said.
Earlier, Remulla had said that the National Bureau of Investigation (NBI) has in its possession an affidavit from a person who is privy to information about MT Princess Empress. He did not identify the person.
“Isang major finding natin ay hindi siya brand new vessel (One of the major findings is that the vessel is no longer new),” said Remulla who noted some misrepresentations that MT Princess Empress was a brand- new vessel.
He said he was also informed that despite gale warnings, the vessel still left the port on Feb. 28 and eventually sank.
“It was not built to be a tanker from the very beginning. And we’re looking from the angle of insurance also kasi parang may insurance siyang napakalaki (because it appears it has a large amount of insurance),” he added.
Amidst reports that the vessel is insured for a billion dollars, Remulla assured that he will not allow any insurance fraud.
At the same time, Remulla said an inter-agency panel will be formed in the case-build up to determine civil and criminal cases that may be filed against the owners of the MT Princess Empress.
There is a need for a “whole government approach” to the oil spill issue and the NBI will be part of the panel, he said.
He said that officials of the Maritime Industry Authority (MARINA) will be summoned to the DOJ as part of the ongoing investigation.
“We will tell them to bring everything about the Princess Empress that they have on file and everybody who has something to do with the process na binigyan sila ng mga permits (that they issued the permits),” he said.
He said the vessel should have undergone inspection prior the issuance of permits.
He also said that MARINA will be asked “to give us the permitting process na dinaanan ng lahat (to give us the permitting process that everyone has to go through), to walk us through how they gave MT Princess Empress all these regulatory permits needed for it to be able to set sail in Philippine waters.”
Also, Remulla said that on top of civil and criminal liabilities, the panel would also look into the extent of the damage caused by the oil spill.
“We will be contacting one of the foremost authorities in the world’s marine biodiversity, Dr. Kent Carpenter, na tulungan tayo rito (to help us here) to estimate, to assess the damage brought by this oil spill,” he revealed.
Wikipedia says Dr. Carpenter “is a professor of a professor of biological sciences at Old Dominion University, in Norfolk, Virginia” and whose “ work in marine biogeography for the Indian Ocean and west Pacific Ocean has led to work in marine conservation and comparative phylogeography using population genetics, with a special interest in the Philippines.”
フィリピン沖でタンカー沈没。工業用油80万リットル流出 03/06/23（日本海事新聞）には
フィリピン沿岸警備隊（PCG）は2日、「東ミンドロ沖で沈没した小型タンカー「MT PRINCESS EMPRESS」（1100重量トン、2022年竣工）が積載していた約80万リットルの工業用油が流出、東ミンドロ州の海岸に到達したと発表した。PCGによると、同船は2月28日、オーバーヒートによるエンジントラブルで漂流、約80万リットルの工業用油を積載し沈没した。」と書かれていたがとんでもない展開になっている。
フィリピン沿岸警備隊（PCG）隊員が不正や癒着に関与した可能性が疑われているし、フィリピン沿岸警備隊（PCG）とMaritime Industry Authority (MARINA)：日本では海運局のような組織がお互いに非難しあうような展開になっている。疑惑が事実として確認されれば、起訴される公務員達が存在するようだ。
日本でも「地獄の沙汰も金次第」と言う言葉が存在するが、何が事実なの確認できない状態で、いろいろな問題や矛盾な点が出てきている。そして少なくとも誰かが不正か、犯罪に関与していなければ説明が付かない事が矛盾点として明らかになっている。
MANILA -- Justice secretary Jesus Crispin Remulla on Thursday said the government is gathering information for the possible filing of complaint against those liable for the sinking of the MT Princess Empress which leaked its cargo of 800,000 liters of industrial oil.
"Ang tawag ngayon ay (It's called) case build up. We are sorting out the evidence so that we can file the proper complaint, collate all the data. But as far as we’re concerned, there are possible cases to be filed,” Remulla said in an ambush interview.
“This will be filed by the legal office of the Department of Justice (DOJ) and we intend to do this by Tuesday, and sana tapos na by then ang ating pag aaral (and hopefully, by then, we have already finished our evaluation). We will go over the weekend to study this case,” he added.
Remulla said the DOJ is looking at every possible angle - environmental damage, health risks, damage to biodiversity, among others — with a planned visit at the sinking site to validate their initial findings and enable them to devise strategies.
He said among the major findings is that the ship was a scrap ship that was rebuilt twice to become a tanker.
Remulla said there were also misrepresentations made with the condition of the vessel, since the owners told the DOJ and the Philippine Coast Guard last Saturday that the vessel was only two years old, which is new by Philippine standards.
“There were misrepresentations made from the start," he said.
The DOJ chief added that initial investigations also suggested that a similar near sinking of the vessel had happened before, and that on the day before the incident, a warning was sent against sailing due to gale conditions.
The MT Princess Empress sank off the coast of Naujan, Oriental Mindoro on Feb. 28 and eventually sank the following day, causing a widespread oil spill into the Tablas Strait that has reached as far as the provinces of Antique and Palawan.
The incident affected nine municipalities in Oriental Mindoro (Naujan, Pola, Pinamalayan, Gloria, Basud, Bongabong, Roxas, Mansalay and Bulalacao); one in Antique (Caluya); and two in Palawan (Taytay and Agutaya); with more than 137,000 individuals affected by the oil spill.
In Oriental Mindoro alone, the DOJ said more than 99,000 people have been affected, 122 of whom have fallen ill. (PNA)
Philippine Coast Guard spokesperson Armand Balilo shows a copy of the certificate of public convenience supposedly issued to the owner of MT Princess Empress, which sank off Oriental Mindoro causing an oil spill that threatens ecosystems and communities in southern Luzon.
The ill-fated MT Princess Empress was so old that it had already been scrapped, contrary to claims that it was a new vessel, Justice Secretary Jesus Crispin Remulla said on Thursday.
Remulla said the government is looking to file both criminal and civil cases in connection with the sinking of the tanker that resulted in an oil spill now threatening the ecosystem in Oriental Mindoro and neighboring provinces.
“It is a rebuilt scrap... It was not built to be a tanker from the very beginning,” Remulla said.
Remulla said investigators have an affidavit from an individual who knew about how the allegedly old vessel had been rebuilt.
“Ang NBI is on it already... They’re doing the studies now. They’re conducting field interviews," Remulla said.
The statement supposedly detailed where the scrap had been dumped, where it was taken, and where it was built.
‘MT Dorothy’
In John Consulta's exclusive report on "24 Oras," witness “Dodong” showed GMA Integrated News photos and videos of the ship rehabilitation.
The ship was said to have been known previously as the LPG tanker MT Dorothy before it became MT Princess Empress. It was rebuilt in Navotas in 2020.
“Scrap value na 'yan eh. Pwede nang ibenta sa junk shop. 'Yung ilalim hindi napalitan,” Dodong said.
(That's scrap value. You could sell it at the junk shop. The bottom has not been changed.)
Remulla said the vessel could already be 50 years old.
He said there might have been an intent to deceive from the start due to claims that the tanker was brand new.
“Ang sinabi raw sa Coast Guard ay bagong bago itong barkong ito. At hindi pala siya bago. Ito ay luma na, scrap na. Scrap na siya na ni-rebuild. Unang ni-rebuild para maging LPG carrier tapos ni-rebuild na naman. Pinahaba para maging tanker,” Remulla said.
(The PCG was supposedly told that it was quite new. But it turned out that it was not new. It's already old, it's already scrap that has been rebuilt. It was first rebuilt to be an LPG carrier and then it was again rebuilt. It was made longer to become a tanker.)
“The utterances after the occurrence of the fact, ‘yung sinabi sa Coast Guard na bagong-bago yung barko, parang may intent to deceive na sa simula't sapul pa lang. Kaya dapat tignan natin itong bagay na ito,” Remulla said.
(There may be an intent to deceive in telling the PCG that it was a new vessel. We have to look into it. )
Insurance claims
Remulla said investigators were also looking at the insurance angle.
“And we’re looking from the angle of insurance also kasi parang may insurance siyang napakalaki,” Remulla said.
The ill-fated MT Princess Empress was so old that it had already been scrapped, contrary to claims that it was a new vessel, Justice Secretary Jesus Crispin Remulla said on Thursday.
Remulla said the government is looking to file both criminal and civil cases in connection with the sinking of the tanker that resulted in an oil spill now threatening the ecosystem in Oriental Mindoro and neighboring provinces.
“It is a rebuilt scrap... It was not built to be a tanker from the very beginning,” Remulla said.
Remulla said investigators have an affidavit from an individual who knew about how the allegedly old vessel had been rebuilt.
“Ang NBI is on it already... They’re doing the studies now. They’re conducting field interviews," Remulla said.
The statement supposedly detailed where the scrap had been dumped, where it was taken, and where it was built.
‘MT Dorothy’
In John Consulta's exclusive report on "24 Oras," witness “Dodong” showed GMA Integrated News photos and videos of the ship rehabilitation.
The ship was said to have been known previously as the LPG tanker MT Dorothy before it became MT Princess Empress. It was rebuilt in Navotas in 2020.
“Scrap value na 'yan eh. Pwede nang ibenta sa junk shop. 'Yung ilalim hindi napalitan,” Dodong said.
(That's scrap value. You could sell it at the junk shop. The bottom has not been changed.)
Remulla said the vessel could already be 50 years old.
He said there might have been an intent to deceive from the start due to claims that the tanker was brand new.
“Ang sinabi raw sa Coast Guard ay bagong bago itong barkong ito. At hindi pala siya bago. Ito ay luma na, scrap na. Scrap na siya na ni-rebuild. Unang ni-rebuild para maging LPG carrier tapos ni-rebuild na naman. Pinahaba para maging tanker,” Remulla said.
(The PCG was supposedly told that it was quite new. But it turned out that it was not new. It's already old, it's already scrap that has been rebuilt. It was first rebuilt to be an LPG carrier and then it was again rebuilt. It was made longer to become a tanker.)
“The utterances after the occurrence of the fact, ‘yung sinabi sa Coast Guard na bagong-bago yung barko, parang may intent to deceive na sa simula't sapul pa lang. Kaya dapat tignan natin itong bagay na ito,” Remulla said.
(There may be an intent to deceive in telling the PCG that it was a new vessel. We have to look into it. )
Insurance claims
Remulla said investigators were also looking at the insurance angle.
“And we’re looking from the angle of insurance also kasi parang may insurance siyang napakalaki,” Remulla said.
(We are looking at the angle of possible insurance claim because it's a hefty sum.)
RDC Reield Marine Services Incorporated, the owner of the MT Princess Empress, denied the allegations that the ship could be 50 years old already.
The owner, however, declined to comment on the allegations that the ship was built to carry sand and that the ship did not follow the gale warnings of weather bureau PAGASA.
Remulla said that the government is looking to file cases against the owners of the sunken MT Princess Empress.
When asked how the Department of Justice could assure that justice will be served for those affected by the oil spill, Remulla said criminal cases would be filed against those who will found liable.
Criminal cases
“We will run after them. We can assure you that we will not stop. We will run after them... Hindi ito civil case lang. Criminal cases will be filed against those perpetrators,” Remulla said.
(It's not just a civil case. Criminal cases will also be filed against the perpetrators.)
He said officials are sorting out the evidence and collating the data necessary to build a case.
According to Remulla, the owners had been informed about gale warnings on February 27 before sailing.
He said that on the midnight of February 28, they were again told that it would be difficult to sail as the waters were somewhat turbulent.
The MT Princess Empress sank on February 28 off Najuan. The PCG said on Thursday that it was carrying 900,000 liters of industrial fuel oil and not 800,000 as previously reported.
Almost 100,000 residents in the province have already been affected by the oil spill.
Approximately 591 hectares of coral reefs, 1,626 hectares of mangroves, and 362 hectares of seagrass or seaweeds could meanwhile be potentially affected by the effects of the oil spill, according to the DENR.
‘P128-million damage’
Meanwhile, in a separate ambush interview, Justice spokesperson Mico Clavano said damage to livelihood in the area is now at P128 million.
“It was about P128 million worth of livelihood for the fishermen and those that, siguro merong fisheries or aquaculture… And it was determined na nine out of the 15 municipalities doon po ay affected na po,” Clavano said.
(It has caused P128 million worth of livelihood losses for fishermen and those who own fisheries or aquaculture. It was determined that nine out of the 15 municipalities are already affected.)
“And we have to change the scene of the crime every day, redefine the total area every day, dahil po patuloy pa po yung oil na nag se-spread doon sa area na iyon,” he said.
(The oil spill continues to spread in the area every day.) — VAL/NB/BM, GMA Integrated News
Justice Secretary Boying Remulla says there is 'misrepresentation' in the incident because authorities were earlier told the vessel was brand new
MANILA, Philippines – The sunken MT Princess Empress causing an oil spill in Oriental Mindoro and nearby provinces was not brand new, Department of Justice (DOJ) Secretary Jesus Crispin “Boying” Remulla revealed on Thursday, March 16.
“Isang major finding natin ay hindi siya brand new vessel. Itong barkong ito ay hindi brand new vessel, it is [a] rebuilt scrap – rebuilt scrap ship na dalawang beses ni-rebuild para maging tanker. It was not built to be a tanker from the very beginning,” the DOJ chief told reporters.
(One of our major findings is that it (MT Princess Empress) was not a brand new vessel. This ship is not a brand new vessel, it is a rebuilt scrap – a rebuilt scrap ship rebuilt twice to become a tanker. It was not built to be a tanker from the very beginning.)”
Remulla said that the first time the ship was rebuilt, it was modified to become a liquefied petroleum gas carrier. Then it was rebuilt as a tanker during the second rebuilding. The justice secretary added they were now holding an affidavit from someone who gave important details about the ship.
The DOJ was among the agencies tapped to look into the oil spill incident. Along with the Philippine Coast Guard and the National Bureau of Investigation, the DOJ held a meeting to establish the so-called “scene of the crime” of the incident, Remulla earlier said.
According to him, there was “misrepresentation” in the incident because authorities were earlier told the vessel was brand new. He added they were also told the ship was only two years old.
Remulla also confirmed it was possible that there were prior incidents where the ship almost capsized.
“Meron ding lumalabas na gano’n. ‘Yon ang dino-document natin ngayon mula sa mga records ng agencies na kasama ‘pagkat kailangan talaga ma-define ito. Itong scene of the crime, ano ‘yong nature ng environmental crimes committed, and the legal strategy has to be mastered by the DOJ so that we can go to the very bottom of this para hindi na ito maulit sa ating mga karagatan,” the justice secretary said.
(That’s also a possibility. That’s what we are documenting now from the records of agencies involved because we need to define this. This scene of the crime, the nature of the environmental crimes committed, and the legal strategy have to be mastered by the DOJ so that we can get to the very bottom of this so that it does not happen again in our waters.)
He added that the operators of the ship were given a warning before they sailed, but MT Princess Empress still pushed through with its trip.
The department was also looking at the insurance angle because the ship “seemed” to have a large amount of insurance, Remulla added. The Maritime Industry Authority (Marina) earlier revealed that the vessel was insured for $1 billion.
On February 28, the vessel capsized off the coast of Naujan, Oriental Mindoro, while carrying an estimated 800,000 liters of industrial fuel oil. It was en route to Iloilo from Bataan when it capsized and caused an oil spill in waters nearby. On March 6, authorities said the sunken ship was spotted around 7.5 nautical miles from Balisangan Point near the town of Pola, Oriental Mindoro.
At least 76 coastal barangays in nine towns in Oriental Mindoro have since been put under state of calamity.
As the probe into the incident continues, Marina this week said the vessel had no permit and sailed at least nine times before its sinking. However, the Philippine Coast Guard presented the supposed documents of the ship.
On Thursday, Marina insisted MT Princess Empress was a “colorum” or unlicensed vessel. – Rappler.com
That’s how Justice Secretary Jesus Crispin Remulla described the MT Princess Empress that sunk near Oriental Mindoro and is now leaking oil.
It was also revealed that the oil spill could have been prevented if the ship heeded gale warnings. - The World Tonight, ANC, March 16, 2023
The Philippine Coast Guard (PCG) released to the public the Certificate of Public Convenience (CPC) of the sunken motor tanker (MT) Princess Empress to contradict reports that the agency allowed the vessel to operate without the necessary permit.
the Certificate of Public Convenience (CPC)：運航許可証みたいな物がないとなっていなのに、The Philippine Coast Guard (PCG)：フィリピン沿岸警備隊が
CPC（運航許可証）はあったと１日もたたないうちに会見で答え、CPC（運航許可証）のコピーまで提示した。
コピーの写真を見る限り、現場でチェックしたィリピン沿岸警備隊員が疑問に思わないほど本物との違いがわからなかったと言う事だろう。サインとか、書類の番号、発行された日などが公開されているのでこの書類が偽造なのか、賄賂などの不正な方法で作成されたのか確認できると思うので、何が事実なのかは数日でわかると思う。
しかし、コピーを取っておくのは良い事だ。嘘かどうか確認できるし、嘘でなければ、誰が書類を偽造したのか、それとも不適切な方法で書類を作成したのか確認は出来る。日本では 高市早苗経済安保担当相に関する放送法をめぐる総務省作成とされる内部文書の件で揉めてるが、書類のコピーがあるのに答えが出ないおかしな展開になっている。
上記は下記の記事のコピーを拡大したものだが、Interim Class Certificateが「05 December 2022」に有効期限が切れる点以外では発行された証書が本物であれば問題ない事になる。Interim Class Certificateが発行されていると言う事は、検査した会社がどこなのかは不明だが、存在すると言う事。このコピーがいつ検査された時のコピー次第では、現場の書類チェックでは問題は発見されないと言うシステムの問題が明らかになったと思う。the Certificate of Public Convenience (CPC)：運航許可証が本物なのか確認が出来るまで何とも言えないが、もし、偽造であれば、フィリピンはオンラインで簡単に確認できるような対応を取らない限り、今後もこのような問題は解決できないと言う事になると思う。
The Philippine Coast Guard (PCG), says they only relied on the Certificate of Public Convenience (CPC) presented by the MT Princess Empress during its transactions and inspections whenever they sail.
The oil spill caused by the sinking of MT Princess Empress has affected more than 143,000 individuals in 12 municipalities in Oriental Mindoro, Palawan, and Antique.
Photos: Philippine Coast Guard / PCG
The Philippine Coast Guard (PCG) released to the public the Certificate of Public Convenience (CPC) of the sunken motor tanker (MT) Princess Empress to contradict reports that the agency allowed the vessel to operate without the necessary permit.
Rear Admiral Armando Balilo, PCG spokesperson, presented the CPC of MT Princess Empress to the media on Tuesday, March 14. The PCG also uploaded the document online via its official Facebook page, "Philippine Coast Guard."
According to the Maritime Industry Authority (MARINA), a CPC is an authorization issued by them to a vessel “for a domestic water transportation service for commercial/public use for which no franchise, either municipal or legislative is required by law.”
“Apat na beses nang ginamit ito ng nasabing barko sa mga transakyon niya sa Philippine Coast Guard – one in Manila, one in Cebu, one in Misamis Oriental, at isang beses rin sa Iloilo (and one in Iloilo). Pinache-check pa namin ‘yung ibang mga bayan kung saan siya dumaong, kung may inspeksyon na ginawa at kung may sinubmit na CPC (The said vessel has used this [document] for four times already in its transactions with the Philippine Coast Guard. We are still checking what other areas the vessel docked, if there were inspections conducted, and if there was a submitted CPC),” Balilo said in an interview on Wednesday, March 15.
The document released by Balilo included a MARINA decision dated Nov. 16, 2022 which amended the CPC of RDC Rield Marine Services, Inc., the owner of MT Princess Empress, and allowed the sunken tanker “to effect the permanent addition of the ship/tanker, M/TKR Princess Empress, to the company’s fleet.”
“As far as we are concerned, we relied on this document kaya namin pinayagan ‘yung barko na maglayag (As far as we are concerned, we relied on this document that’s why we allowed the vessel to operate),” Balilo said.
However, the PCG spokesperson said the document will still be subjected to further investigation: “Mayroon na nga kaming nakikita pero iniimbestigahan pa namin, may instruction kahapon na paimbestigahan (We are seeing something but it is still subjected to an investigation, there was an instruction yesterday to investigate).
“Una parang ‘yung pirma, ano ba ‘to original signed? Tapos ‘yung MARINA ba ay mag-aagree dito? Parang ang initially kasi may denial ang MARINA eh tapos may denial din kahapon ‘yung may-ari ng barko sa Senate na for approval pa ang CPC. Eh ano itong binibigay niyo sa amin kapag naglalayag kayo? (First is the signature, is it original signed? Then will the MARINA agree to it? Initially there was a denial from the MARINA, and there was a denial from the owner of the vessel, too, yesterday in the Senate that their CPC was still up for approval. Then what is it that you’re presenting to us when you are sailing?” Balilo said.
The move came as MARINA Administrator, lawyer Hernani Fabia, said in a Senate inquiry on Tuesday, March 14, that the agency has yet to issue an amended CPC to RDC Rield Marine Services, Inc. following the recent addition of the MT Princess Empress to its fleet.
According to RDC Rield Marine Services Inc., the tanker was commissioned in 2022.
During the inquiry, Fabia said the RDC Rield Marine Services Inc. still has a pending application to MARINA which the agency was supposed to hear. The company, according to Fabia, was still missing documents for their application for an amended CPC to be granted.
RDC Vice Pres. Fritzie Tee said during the inquiry that their company applied for an amended CPC and submitted all the required documents in November 2022.
Cleanup efforts
Meanwhile, a total of 5,603 liters of “oily water mixture” have so far been collected by the PCG as efforts to contain the massive spill affecting Oriental Mindoro and other areas from the sunken MT Princess Empress entered its second week.
The PCG said that from March 1 to 14, it also racked up 50 sacks of oil-contaminated materials during its offshore oil spill response operations.
Offshore oil spill response operation refers to the cleanup done in the vicinity of the affected waters using sea vessels, PCG public affairs officer Joy Diane Gumatay explained.
Seven hundred liters of such mixture and six sacks of oil-contaminated materials were gathered on Tuesday alone, March 14, by PCG tugboats (MTUG) Lidagat and (MTUG) Titan-1.
Further, the PCG also collected 1,071 sacks and 22 drums of waste during its shoreline response operations at 13 affected barangays in the municipalities of Naujan, Bulalacao, and Pola in Oriental Mindoro in the same period.
Shoreline response operation, on the other hand, pertains to the cleanup operations in the seashore which relies more on manpower, Gumatay said.
The PCG said 140 sacks of oil-contaminated materials were pulled from the shore on Tuesday alone.
143K residents affected
The massive oil spill caused by the sinking of MT Princess Empress on Feb. 28 off Naujan, Oriental Mindoro has already affected 31,497 families or 143,713 individuals in Regions 4B (Mimaropa) and 6 (Western Visayas), the Office of Civil Defense reported on Wednesday.
The tanker was carrying 800,000 liters of industrial fuel oil when it sank.
The affected areas include the municipalities of Naujan, Pola, Pinamalayan, Bansud, Bongabong, Roxas, Mansalay, Gloria, and Bulalacao (San Pedro) in Oriental Mindoro; Agutaya and Taytay in Palawan; and Caluya in Antique.
“There was an instruction given to us yesterday to investigate,” PCG spokesperson Armand Balilo said in a media interview. “First, is the signature on here original? Then would Marina (Maritime Industry Authority) agree to this?”
“Then the owners of the ship denied yesterday at the Senate that they have an approved CPC (certificate of public convenience). Then what is this document that you are giving us when you are sailing? This has to be explained by the owners,” Balilo continued.
A CPC is a permit that the Marina issues to ships for public use.
The PCG on Tuesday night posted on its social media a document showing that MT Princess Empress had a permit to operate, contrary to Marina’s findings presented during a Senate hearing earlier in the day.
A CPC is a permit that the Marina issues to ships for public use.
The PCG on Tuesday night posted on its social media a document showing that MT Princess Empress had a permit to operate, contrary to Marina’s findings presented during a Senate hearing earlier in the day.
Presumption of regularity
But it turned out it was the document RDC Reield Marine Services, which owns MT Princess Empress, presented to PCG personnel during inspections before the tanker was allowed to sail.
Philippine Coast Guard spokesperson Armand Balilo shows a copy of the certificate of public convenience supposedly issued to the owner of MT Princess Empress, which sank off Oriental Mindoro causing an oil spill that threatens ecosystems and communities in southern Luzon.
MANILA, Philippines — The Philippine Coast Guard said Wednesday it is investigating the authenticity of the permit presented to its personnel to allow MT Princess Empress to sail at least four times before it sank off the waters of Oriental Mindoro, causing an oil spill that threatens ecosystems and communities.
“There was an instruction given to us yesterday to investigate,” PCG spokesperson Armand Balilo said in a media interview. “First, is the signature on here original? Then would Marina (Maritime Industry Authority) agree to this?”
“Then the owners of the ship denied yesterday at the Senate that they have an approved CPC (certificate of public convenience). Then what is this document that you are giving us when you are sailing? This has to be explained by the owners,” Balilo continued.
A CPC is a permit that the Marina issues to ships for public use.
The PCG on Tuesday night posted on its social media a document showing that MT Princess Empress had a permit to operate, contrary to Marina’s findings presented during a Senate hearing earlier in the day.
The document — a November 16, 2022 decision by the Marina to allow the amendment of the CPC issued to the owner of MT Princess Empress to include the tanker in its fleet — was posted online hours after the Senate environment panel’s inquiry into the oil spill, during which the PCG did not present or make reference to it.
Presumption of regularity
But it turned out it was the document RDC Reield Marine Services, which owns MT Princess Empress, presented to PCG personnel during inspections before the tanker was allowed to sail.
“As of the moment what our people on the ground say is that we relied on the CPC to allow the ship to sail. And on several occasions, that was what the shipowner submitted to the Philippine Coast Guard,” Balilo said.
He added: “Now, if this CPC is said to be spurious or fake, it’s up to the company to prove otherwise. But for us, this is what we are holding on to because of the presumption of regularity.”
The document supposedly presented to PCG personnel allowed MT Princess Empress to sail at least four times from the ports of Manila, Bataan, Iloilo and Misamis Oriental, Balilo said.
RDC vice president Fritzie Tee said during the Senate hearing that their motor tanker was able to sail nine times before it sank in the waters off Naujan town in Oriental Mindoro on February 28. Marina said this happened all while the ship had no permit.
Tee, however, insisted that her company has a CPC and that they applied as early as November 2022 and completed the submission of all required documents for its amendment to include the tanker that, she said, was commissioned in 2022.
She admitted that they still submitted additional requirements for the amendment of the CPC in December 2022, a month after the supposed amended CPC was issued by Marina.
The tanker is leaking oil that has affected over 108,000 people in 118 barangays in Oriental Mindoro and Palawan, according to the Office of Civil Defense.
In an update on Wednesday, the OCD said the oil spill has affected 68 areas, while 122 people have either been injured or have fallen ill because of the incident. There are 31,497 families in MIMAROPA and Western Visayas regions also affected, while the livelihood of 13,654 farmers and fishermen was also impacted by the oil leakage.
(2nd UPDATE) The Philippine Coast Guard initially shares documents supposedly showing that the sunken ship had a permit to operate but says a day later it will investigate whether such documents submitted by the ship's owner are authentic
MANILA, Philippines — Hours after a Senate inquiry heard the country’s maritime regulator say that the sunken oil tanker, MT Princess Empress, had no permit, the Philippine Coast Guard (PCG), which was also represented in the hearing, posted documents online seeking to discredit the Maritime Industry Authority (MARINA) chief’s statements.
The PCG on Tuesday night, March 14, shared on social media six pages of the Certificate of Public Convenience (CPC) supposedly issued by MARINA to RDC Reield Marine Services Inc, the owner of MT Princess Empress which sank off Oriental Mindoro on February 28 with 800,000 liters of industrial fuel oil. MARINA’s mandate is to “lead a progressive maritime administration for safer people, safer ships, and cleaner environment.”
“Considering further that applicant is deemed financially capable to maintain its operations, having complied with the financial standard ratios under the 2014 amendments, and that all documentary requirements are in order and complied with, the Authority hereby amends the certificate of public convenience of applicant, RDC Reield Marine Services, Inc. to effect the permanent addition of the ship/tanker, M/TKR ‘PRINCESS EMPRESS,’ to the company’s fleet,” the document reads.
The certificate, issued on November 16, 2022, also says that the permit will expire on February 6, 2042.
After Tuesday’s hearing but before the PCG released the documents, RDC issued a statement saying November 16, 2022 was the date it “filed the application for amendment,” and it “completed documentary requirements on December 2, 2022.”
That statement was consistent with what was said in the hearing by RDC vice president Fritzie Tee. MARINA Administrator Hernani Fabia told senators that the company’s application was still pending due to financial documents that had yet to be submitted to regulators.
Asked in a News5 interview on Wednesday morning, March 15, a PCG official said it was unable to fully explain the Coast Guard’s side during the hearing due to “pressure in communication.”
“There was just no opportunity to explain further, you saw the situation there,” said PCG oil spill response incident commander Geronimo Tuvilla.
After the MARINA report about MT Princess Empress was read during the hearing, senators criticized the Coast Guard for allowing the ship to sail nine times already, including on February 28 when it left the private port, SL Harbor Terminal, in Limay, Bataan.
The pre-departure checklist for MT Princess Empress showed seven boxes were unticked, including the CPC requirement, Senator Risa Hontiveros disclosed during Tuesday’s hearing.
PCG maritime safety services commander Joseph Coyme had even said it would conduct administrative investigations, after Senator Raffy Tulfo asserted that Coast Guard officers who cleared MT Princess Empress that day should be charged and put in jail.
“Vice Admiral Coyme’s explanation was right. That’s the normal procedure for police and armed forces. What he meant was we won’t tolerate if someone among our ranks commits a violation,” Tuvilla said on Wednesday morning.
“It is painful for us as an organization to be subjected to incomplete information,” he added.
But also on Wednesday morning, MARINA spokesperson Sharon Aledo stood by the agency’s statement that RDC has yet to update its certification.
“They filed an application, but they have yet to comply with all the documentary and qualification requirements, pursuant to the guidelines under the 2014 amendments to Republic Act 9295 or the Domestic Shipping Development Act,” Aledo said in a Teleradyo interview.
Later on Wednesday, PCG spokesman Arman Balilo told reporters that the document it previously posted on social media was the permit given by the company to the Manila station of the PCG.
“As far as we’re concerned, we relied on this document, that’s why we allowed the ship to sail,” Balilo said, adding that the PCG would now investigate to determine whether the permit was authentic.
Senator Hontiveros lamented the “confusion” on Wednesday morning in an interview with DZBB.
“So, what is it? Which of them is right?” she said. “During the hearing, resource persons made an oath to tell only the truth. If not, they may face perjury.”
Pre-departure inspection of domestic vessels is a task of PCG under Republic Act 9993, but limited manpower and resources have made the practice impractical.
The PCG’s mandate to conduct pre-departure inspection of vessels is “no longer practiced in other parts of the world,” now-Coast Guard deputy chief Jay Tristan Tarriela wrote in a 2019 Rappler piece.
“It is about time that our lawmakers pass a dedicated law for the shipping industry that explicitly defines the responsibility and accountability or the shipowners once an incident occurs,” he said.
Why the permit issue matters
RDC’s insurance coverage hangs in the balance due to the controversy surrounding MT Princess Empress’ authority to travel.
RDC had said the sunken ship was insured for $1 billion or around P55 billion under a Protection and Indemnity (P&I) coverage.
“If the ship is ‘colorum’ or without an updated CPC, it might not be able to claim indemnity insurance,” Hontiveros said on Wednesday.
Senator Cynthia Villar also pointed out in the hearing that insurance companies usually find a way to justify rejection of insurance claims.
The oil spill in Oriental Mindoro has affected nine towns in the province and 108,000 individuals. A total of 122 people have also fallen ill, local officials said.
The ship was carrying “black oil” which is considered toxic, and authorities are racing to contain the spill. — Rappler.com
The Philippine Coast Guard (PCG) on Wednesday said it is checking the validity of the Certificate of Public Convenience (CPC) of MT Princess Empress following questions that it sailed without such permit.
“We relied on the CPC para payagan ‘yung barko na maglayag,” said PCG spokesperson Commodore Armando Balilo in a press conference.
He said the Coast Guard relied on the presumption of regularity of the documents that were issued last November 16, 2022. He added they were presented to the PCG and showed that they were validated by Maritime Industry Authority (MARINA).
“So this is the certificate of Certificate of Public Convenience (CPC) that was submitted to us to Coast Guard Station Manila last February 27, noong dumaan ‘yung Motor Vehicle Princess Empress,” he said.
“To effect the Permanent Addition of the ship/tanker. M/TKR "PRINCESS EMPRESS*, to the company's feet, to operate in the tramping service for the carriage of persistent oil (black products), to any port in the Philippines, effective from date hereof valid until the expiration of the company's CPC on 00 February 2042, pursuant to Section 7.11,” it said.
alilo noted that the said ship was used four times in the transactions with the PCG — one each in Manila, Cebu, Misamis Oriental, and Iloilo City.
“Pinache-check pa namin ‘yung ibang mga bayan kung saan siya dumaong, kung may inspeksyon na ginawa at kung may sinubmit na CPC. Pero as far as we are concerned we relied on this document kaya namin pinayagan ‘yung barko na maglayag,” he added.
“Pinapa-check namin yung validity ng CPC, sinasama na namin sa investigation,” he said, noting that it is not easy to determine whether the document is fake or not.
Balilo added that PCG would investigate if its boarding team did not inspect MT Princess Empress before it sailed last February 27.
The MT Princess Empress sank on February 28, carrying 800,000 liters of industrial fuel. Oil spills were reported in several areas in Mindoro, prompting the coastal town of Pola to declare a state of calamity.
According to the PCG, the motor tanker sank 400 meters into the ocean, which was too deep for divers to reach.
The Department of Environment and Natural Resources (DENR) said more than 2,000 hectares of coral reefs, mangroves, and seagrass could be affected.
Meanwhile, the Philippine Coast Guard (PCG) has placed an oil spill boom to contain the spill while the clean-up operations are ongoing. — LDF, GMA Integrated News
According to Philippine Coast Guard (PCG), on Friday 10th March, a Philippine landing craft struck a tugboat in the port of Cebu, sinking the tug and claiming the life of one crewmember.
In its incident report posted on social media, the tug Nagasaka was towing the landing craft Jana Juliana a few hundred yards off Colorado Shipyard, a repair yard located northeast of downtown Cebu. The landing craft’s port bow struck the tug, causing the tug to sink, according to the Philippine Coast Guard.
When the tug begun to snik, the crew jumb into the water. However, one crewman from Nagasaka was initially reported missing.
On Saturday 11th March, fishermen from the city of Lapu-Lapu – on the other side of the Mactan Channel – located the body of the missing crewmember, and the family has confirmed his identity, according to the PCG.
The previous week, Philippine Coast Guard (PCG) focuses on an incident in which PCG rescued five Japanese crew members from the Mongolian-flagged fishing vessel Catriona, which had taken on a severe list off Navotas, Oriental Mindoro.
According to CNN Philippines, around 6:30 a.m. on Saturday, the PCG said MV Catriona had an accident then took on water and tilted to its side in waters off Navotas in Calapan.
The PCG said BRP Habagat successfully located the distressed vessel and reported that all rescued crewmen are in good physical condition.
Under the Oil Compensation Act of 2007, a charterer can’t be made to pay for pollution damage. Environmental groups, however, say the cargo owner should also be made to pay based on the 'polluter pays principle.'
MANILA, Philippines – A subsidiary of San Miguel Shipping and Lighterage Corporation – SL Harbor Bulk Terminal Corporation – chartered RDC Reield Marine Services (RDC) to ship the 800,000 liters of industrial fuel oil from Limay, Bataan to Iloilo last February 28, Rappler learned from government officials.
The officials made the claim based on documents they have seen. MT Princess Empress sank off Naujan, Oriental Mindoro reportedly after encountering big waves and strong winds that day.
In the shipping business, a charterer enters into an agreement with the ship owner to deliver cargo. The charterer pays the ship owner for the use of the vessel. Although San Miguel Shipping and Lighterage has its own tankers, it also charters other shipping companies for deliveries.
Asked in an email whether SL Harbor Bulk Terminal Corp. was indeed the charterer, Maritime Industry Authority (MARINA) spokesperson Sharon Aledo said, “We only received direct information from the shipowner’s representatives that SL Harbour Terminal Corp. was the loading port.” Aledo did not respond to a follow-up email on whether she can say that SL Harbor Bulk Terminal Corp. may not have been the charterer and cargo owner since RDC only told them that this was the “loading port.”
RDC declined to say on Monday, March 13, whether SL Harbor Bulk Terminal Corp. was the charterer of MT Princess Empress, invoking its non-disclosure agreement.
Rappler sent an email on Monday to the Department of Environment and Natural Resources (DENR) asking for confirmation on the charterer, but was told the question should be directed to other offices. DENR is the agency coordinating the oil spill cleanup work.
SL Harbor Bulk Terminal Corporation, a registered importer of petroleum products, is a subsidiary of San Miguel Shipping and Lighterage. It owns fuel storage facilities in Limay, Bataan, as well as an oil terminal in Tagaloan, Cagayan de Oro.
San Miguel Shipping and Lighterage Corp. is under publicly listed San Miguel Corporation, a diversified conglomerate led by its president, Ramon S. Ang. It handles the shipping requirements of the conglomerate. The conglomerate’s shipping business is separate from its oil (Petron Corp.) and energy (SMC Global Power Holdings Corp.) business.
Why does this matter?
In a statement on March 5, San Miguel’s fuel and oil firm, Petron Corporation, clarified that MT Princess Empress “was not carrying products from the Petron Bataan Refinery nor does Petron own the fuel oil cargo the tanker was carrying at the time of the incident.”
Petron is the Philippines’ largest oil company, capable of supplying around 40% of the country’s fuel requirements. It has an oil refinery in Limay, Bataan, which processes crude oil into various petroleum products. For its industrial fuel oil requirements, Petron now sources it from abroad through importation.
“With major investments for the enhancement of our refinery, Petron has stopped producing fuel oil since 2016,” it said, adding, however, that it was still assisting in the cleanup after the oil spill.
The conglomerate, however, has so far been silent on SL Harbor’s involvement as a charterer.
Rappler reached out to San Miguel for comment on March 9, March 10, and March 13. As of posting, it has not responded to our emailed questions, saying in a text message that they were “still getting in touch with SL Harbor for details.” We will update this story in case the San Miguel camp responds.
Lack of transparency
Under Republic Act 9483 or the Oil Pollution Compensation Act of 2007, no claim for pollution damage compensation may be made against “any charterer.” This law provides that liability on pollution damage lies on the “owner of the ship at the time of an incident.”
RDC officials did not respond to reporters who sought to interview them in Pola, Oriental Mindoro on March 4 and March 6.
However, in a meeting with local officials, Fritzie Tee, vice president for administration and external affairs of RDC, expressed “the company’s commitment to address the cleanup and containment of the oil spill,” according to a company press release on March 6.
In a statement on Monday, March 13, Tee said: “We are truly sorry that this incident has affected the livelihoods of those living in the impacted areas and the spill’s effect on the environment. We are committed to doing everything possible to minimise the ongoing impact on the environment and people’s lives and clean up the spill.”
She said the company’s “primary focus at this stage remains on the oil spill response and we are adopting a phased approach as advised by experts.”
On Friday, March 10, Liza Osorio, Oceana Legal and Policy Director, lamented the lack of transparency in this latest oil spill.
“Sana lumitaw na sya. Bakit tahimik? (The cargo owner should emerge. Why the silence?),” she told Rappler.
Who’s liable
In an interview with radio DZBB on March 9, Aledo, also the legal chief of MARINA, said that based on interviews with the crew of MT Princess Empress, the 500-ton tanker encountered “breaking waves” reaching 3 to 4.5 meters and wind speed of 20 to 22 knots” which led to the sinking.
“Yun yung isa sa mga (This is one of the) incidents that led to the sinking, but the probable root causes have not yet been determined,” she said.
She said the “direct cause” of the sinking has yet to be determined since the MT Princess Empress was still deep in the sea, making a physical inventory of its equipment and inspection impossible.
Aledo agreed that industrial fuel oil is also called “black oil,” which she said is “more toxic” than other fuels like diesel.
She said RDC officials told regulators the ship was insured for $1 billion or around P55 billion under a Protection and Indemnity (P&I) coverage.
She said, however, that the ship’s insurance is “subject to provisions on limitations of liability under RA [Republic Act] 9483” or the Oil Pollution Compensation Act of 2007.
Asked if the company will be able to claim insurance for this oil spill, she said a P&I answers compensation due to any damage and/or injury, but this has to go through a process.
Aledo said it was “incumbent” on the ship owner to file an insurance claim.
According to the International Risk Management Institute (IRMI), a P&I is a “liability insurance for practically all maritime liability risks associated with the operation of a vessel.” IRMI’s mission is to provide risk management and insurance information and training.
Last Thursday, the Philippine Coast Guard said the municipality of Pola has created “TASK FORCE POLA to pursue appropriate legal actions against the owner, operator, or insurer of MT PRINCESS EMPRESS in proper courts or administrative agencies for the damages they incurred.”
In an interview with ABS-CBN News, Mayor Jennifer Cruz of Pola, Oriental Mindoro said the task force would first meet on Monday, March 13 to assess the extent of damages on the environment as well as loss of livelihood and tourism prior to suing the parties involved.
Polluters should pay
Three environmental groups are also demanding that the government “ensure that the companies responsible for the disaster are held accountable.”
In a joint statement on March 9, Greenpeace Philippines, Oceana, and Center for Energy Ecology and Development (CEED), said the Marcos administration should also “show its concrete plans to protect the affected communities and ecosystems.”
“There are accountability measures in place already in our laws…and in these laws, there is a ‘polluter pays’ principle. Under this is RA 9483, which spells out the liability for those responsible for the oil spill,” said Osorio.
She added that this “covers cleanup operations at sea, preventive measures, consequential laws or loss of earnings, pure economic loss, and even damage to human health or loss of life, among others.”
“I believe that the government already has the necessary tools, but what is more important is that these accountability mechanisms should be enforced,” she said.
Osorio, in the Rappler interview, said it is “unfortunate” that the Oil Compensation Act of 2007 excludes the cargo owner of a sunken vessel from liability. However, she said “the general rule under transportation law makes the charterer liable depending on the type of charter.”
“If the charterer is negligent in packaging the goods, such as not ensuring the ship is following international regulations, then the charterer is liable,” Osorio said.
“However, we have a rule on statutory construction that a special law like RA 9483 (Oil Pollution Compensation Act) will prevail over general law. In essence, RA 9483 will be the controlling law,” she said.
Osorio said environmental groups are looking into other laws, such as the Amended Fisheries Code or Republic Act 10654, the Clean Water Act, as they contemplate their legal actions in response to the oil spill.
“We’re looking at all angles right now,” she said, noting that there are decided cases wherein the polluter has been made to pay by the DENR’s Pollution Adjudication Board.
Osorio said the Philippines is also a signatory to the International Convention for the Prevention of Pollution from Ships (MARPOL) which prescribes other measures on prevention pollution by ships due to “operational or accidental causes.” Among others, it mandates that new oil tankers have double hulls. This convention was adopted in 1973 and entered into force in 1983. A protocol amending it took effect in 2005.
In an interview with radio DZBB on Monday, March 13, Philippine Coast Guard spokesman Rear Admiral Armand Balilo said MT Princess Empress had double hulls. He said MARINA requires that all oil tankers should have double hulls for added protection. In this incident, he said the crew lost control of the vessel.
When asked whether the oil tanker was taking the correct route, he said the MARINA had approved the route MT Princess Empress took.
Greenpeace Philippines, Oceana, and CEED asserted that such a disaster is likely to happen again if the country continues to rely on fossil fuel energy.
“This incident is one of many that the fossil fuel industry has seemingly moved on from, while continuing to pass the burden onto affected communities. The least our government and whoever is responsible for the spill can do is to be completely transparent about the actual impacts, how much worse it can get, and what they are doing to mitigate this disaster,” said Greenpeace campaigner Jeff Chua.
“More importantly, there must be accountability from the companies involved, especially the owner of the cargo. They must pay for the immediate and long-term damages their business operations have caused, especially in the disruption of livelihoods and access to ecosystem services,” he said.
Gov’t responses
On March 8, President Ferdinand Marcos Jr. ordered the DENR to speed up the cleanup in the affected areas affected by the oil spill.
In a Palace statement, Environment Secretary Antonia Yulo-Loyzaga said “the rate of discharge of oil from the sunken vessel is estimated between 35,000 to 50,000 liters a day.”
She added that the oil spill in Antique and Semirara Island was continuing to spread.
Models of the National Oceanic and Atmospheric Administration show that Naujan and Pola in Oriental Mindoro would be the hardest hit, the Presidential Communications Office (PCO) said.
Loyzaga said “the vessel owner’s insurance provider has offered to bring in a ship from China to plug the leak of the vessel.”
She said that around P60 million has been set aside for the cash-for-work program of the Department of Labor and Employment for families affected by the oil spill.
The Palace said the DENR is also coordinating with local government units, the vessel owner, and the Department of Social Welfare and Development on “potential additional source of funds for the cash-for-work program as assistance to the affected residents.”
Social Welfare Secretary Rex Gatchalian said the areas to be given the temporary means of livelihood include the towns of Bansud, Bongabong, Bulalacao, Gloria, Naujan, Pinamalayan, Pola and Roxas in Oriental Mindoro; Caluya in Antique; and Agutaya in Palawan.
The Japanese government has sent a Disaster Relief Expert Team on oil removal and control, including 5 from Japan’s Coast Guard, to support the Philippine government’s efforts. It is sending oil blotters, oil snares, and oil-proof working gloves for the cleanup.
The Philippine government is also looking into whether this year’s Balikatan exercises between the Philippines and the US can be tapped for cleanup drives in areas affected by the oil spill.
Projected damage
Meantime, the UP Marine Science Institute (UP MSI) has estimated that the oil spill would impact 20,000 hectares of coral reef, 9,900 ha. of mangroves and 6,000 ha. of seagrass in Oriental Mindoro, Palawan, and Antique in the Visayas, with around half of the “potentially affected reefs (11,000 ha.) in the Cuyo group of islands, Palawan.
Based on the institute’s modeling as of March 5, the projected spill would continue to the Cuyo group of islands and “will get closer to northern Palawan mainland in about a week’s time.” World-renowned Amanpulo Resort is located in the Cuyo group of islands, Palawan.
UP MSI said Karagatan Patrol, an online platform for illegal fishing activities, mapped the areas affected by the oil spill based on verified reports of oil slick sightings and onshore deposits.
“Patterns of oil sighting strongly coincide with the oil spill trajectory model of the UP MSI,” it said.
The UP MSI added, however, that “the model results are model forecasts and accuracy is difficult to determine,” and “does not account for dispersion, evaporation, emulsification, and degradation of the oil and assumes that the oil behaves like persistent buoyant particles.”
On March 12, UP MSI said that based on its simulation focusing on the tanker’s location from March 10 to 16, “with continuous release of oil from the alleged seepage location, most of the oil will end up along Naujan coast and Pola Bay.”
It also warned: “However, due to the weakening Amihan, some of the oil may flow northwards towards the Verde Island Passage by March 16, affecting coastal areas of Calapan, Verde Island, and some parts of Batangas. The oil spill threatens the global center of marine biodiversity located in the Verde Island Passage (VIP).”
In a disclaimer, UP MSI said the model was based on “weathering characteristics of the bunker oil and a seepage rate of 1,000 barrels per day,” adding that “these assumptions…are based on best available information.”
In a forum on March 9, Ram Joseph Temeña of the Provincial Disaster Risk Reduction Management Office in Oriental Mindoro, said 111 barangays with fisherfolk and 19,556 affected families from Nauhan to Bulalacao, Oriental Mindoro are affected by the oil spill.
Mayor Mary Jean Te of Libertad, Antique, in the same forum, said, “We’re worried na mag-shift ang hangin at mapunta dito sa amin ang (that the wind would change direction towards us) oil spill. It’s tuna season here in our area and tons of fish are being caught through sustainable fishing. We have the biggest number of mangroves and well-managed coastal resources here in northern Antique.”
In a separate statement, Father Edwin Gariguez, a Catholic priest who has been active in environmental causes in Oriental Mindoro, said that at least 18,000 fisherfolk in Oriental Mindoro “have been robbed of their livelihood” with fishing activities put on hold.
He also warned of food insecurity in the coming years for the affected communities.
“We call on the Philippine government for most urgent action to contain the spill, assess the severity of damage, and prioritize the welfare of impacted communities who must receive livelihood support and protection from health impacts,” he said.
“We also demand accountability from the owner of MT Princess Empress, RDC Reield Marines Services, and the fuel supply it contains.”
The Senate committee on environment, natural resources, and climate change, chaired by Senator Cynthia Villar, is set to hold a hearing on Tuesday, March 14 on the Mindoro oil spill. – with reports from Ralf Rivas and Dwight de Leon/Rappler.com
On Friday, a Philippine landing craft struck a tugboat in the port of Cebu,
sinking the tug and claiming the life of one crewmember.
At about 1520 hours, the tug Nagasaka was towing the landing craft Jana Juliana
a few hundred yards off Colorado Shipyard, a repair yard located northeast of
downtown Cebu. The landing craft's port bow struck the tug, causing the tug to
sink, according to the Philippine Coast Guard.
The first crewmember to jump over the side was missing after the sinking, and
the PCG sent a dive team from Special Operations Group - Visayas to search the
wreck, without success.
First responders also deployed a boom around the wreck of the tug in order to
contain any potential spill, but only minimal sheening was observed.
On Saturday, fishermen from the city of Lapu-Lapu - on the other side of the
Mactan Channel - located the body of the missing crewmember, and the family has
confirmed his identity, according to the PCG.
Lt. j.g. Stephen Pagcaliwagan, a local spokesperson for the PCG, identified the
missing mariner as Joseph Villamor.
PCG rescues five Japanese fishermen in distress
In a separate incident over the weekend, the PCG rescued five Japanese crew
members from the Mongolian-flagged fishing vessel Catriona, which had taken on a
severe list off Navotas, Oriental Mindoro.
At about 0630 hours on Saturday, the PCG Command Center received word that the
Catriona was in distress, and watchstanders worked with PCG Station Oriental
Mindoro to launch a SAR operation. The crew of the patrol vessel BRP Habagat
located the distressed vessel and successfully rescued five Japanese crew
members, all in their 70s and 80s. These individuals were identified as Itsuo
Tamura, 86; Hiromu Nishida, 83; Hamagato Tsukasa, 80, Osamu Kawakami, 74; and
Hata Isamu, 74.
According to the crewmembers, they had departed Japan and were under way for
Davao when the vessel ldeveloped a serious list.
The PCG SAR team performed a medical check-up on the survivors to ensure that
they were in good physical condition.
The Catriona was taken in tow and brought back to a nearby port for a dive
inspection.
MANILA, Philippines — Members of the Philippine Coast Guard rescued five Japanese crew members Saturday morning aboard MV Catriona in waters off Navotas, Calapan in Oriental Mindoro after encountering a maritime incident.
The foreign nationals said they departed Japan en route to Davao before their fishing vessel was accidentally damaged, causing it to list. They were later rescued at around 6:30 a.m.
"Upon receipt of the report from a transiting vessel, the PCG Command Center coordinated with the Coast Guard District Southern Tagalog and PCG Station Oriental Mindoro to conduct a search and rescue operations, " said the Coast Guard in a social media post.
Those rescued to by the BRP Habagat (TB-271) were the following:
Isuo Tamura: 86-years-old
Hiromu Nisiha: 83-years-old
Hamgayo Tsukasa: 80-years-old
Osamu Kawakami: 74-years-old
Hayaan Isamu: 74-years-old
"The PCG SAR team also confirmed that the five Japanese crew members of fishing vessel, MV CATRIONA, are in GOOD PHYSICAL CONDITION, " added the Coast Guard.
Five Japanese crew members of a fishing vessel were rescued by the Philippine Coast Guard (PCG) after they encountered a maritime accident off Calapan, Oriental Mindoro on Saturday morning, March 11.
Rear Adm. Armando Balilo, PCG spokesperson, said MV Catriona encountered vessel listing at approximately 2.6 nautical miles northeast of Silonay Island in Calapan around 6:30 a.m.
Photo: Philippine Coast Guard / PCG
Five Japanese crew members of a fishing vessel were rescued by the Philippine Coast Guard (PCG) after they encountered a maritime accident off Calapan, Oriental Mindoro on Saturday morning, March 11.
Rear Adm. Armando Balilo, PCG spokesperson, said MV Catriona encountered vessel listing at approximately 2.6 nautical miles northeast of Silonay Island in Calapan around 6:30 a.m.
Listing occurs when a vessel tilts to one side after taking in water.
The PCG identified the rescued crew as Osamu Kawakami, 74; Itsuo Tamura, 86; Hata Isamu, 74; Hiromu Nishida, 83; and Hamagato Tsukasa, 80.
“According to the Japanese crew members, they departed Japan en route to Davao. While underway, MV Catriona was accidentally damaged, causing the vessel to list,” Balilo said in a statement.
Balilo said the vessel had a hole in it which caused water to seep in.
A transiting vessel sighted the tilted MV Catriona and reported its condition to the PCG.
After receiving the report, the PCG Command Center coordinated with the Coast Guard District Southern Tagalog and Coast Guard Station Oriental Mindoro to conduct a search and rescue (SAR) operation.
The PCG deployed BRP Habagat (TB-271) until the SAR personnel located the vessel and the crew.
The PCG SAR team confirmed that the five Japanese crew members were in good physical condition. They were brought to Port of Calapan for further assessment.
The MV Catriona in the waters off Oriental Mindoro where five Japanese crew members were rescued by the Philippine Coast Guard on Saturday, March 11, 2023. (Photo from the Philippine Coast Guard)
MANILA, Philippines — Five senior citizen Japanese crew members of a distressed vessel were rescued by the Philippine Coast Guard (PCG) on Saturday off the coast of Oriental Mindoro.
The PCG said that the MV Catriona was en route to Davao from Japan when it took in water and listed.
“The [PCG] has rescued five Japanese crew members on board MV Catriona that encountered a maritime accident (vessel listing) in the vicinity waters off Navotas, Calapan, Oriental Mindoro, at around 06:30 a.m. today,” the PCG in a Facebook post.
(Photo from the Philippine Coast Guard)
The PCG’s search and rescue unit and the BRP Habagat were dispatched to the area and rescued the Japanese seafarers – Itsuo Tamura, 86; Hiromu Nishida, 83; Hamagato Tsukasa, 80; Osamu Kawakami, 74 and Hata Isamu, 74.
“The PCG SAR team performed a medical check-up on the rescued individuals to ensure they remained in good physical condition,” the PCG said.
More details will be released in a progress report, the PCG added.
The Philippine Coast Guard (PCG) has rescued five Japanese crew members on board MV CATRIONA that encountered a maritime accident (vessel listing) in the vicinity waters off Navotas, Calapan, Oriental Mindoro, at around 06:30AM today, 11 March 2023.
Upon receipt of the report from a transiting vessel, the PCG Command Center coordinated with the Coast Guard District Southern Tagalog and PCG Station Oriental Mindoro to conduct a search and rescue (SAR) operation.
The PCG SAR team on board BRP Habagat (TB-271) successfully located the distressed vessel and carefully rescued the following Japanese crew members:
The national government has been pressed to hold MT Princess Empress’ owner accountable for the oil spill in the waters of Naujan, Oriental Mindoro, that may affect as many as 21 marine protected areas.
The call came days following the sinking of the ill-fated oil tanker vessel last Wednesday, carrying a load of 800,000 liters or 210,000 gallons due to engine trouble.
The Philippine Coast Guard later determined the spillage was a mixture of industrial fuel oil.
PCG spokesperson vice admiral Armand Balilo said Friday that any legal action to be taken against the operator would be determined after a proper and thorough investigation.
“We assure them due process. After that, then we will come to the filing of appropriate cases,” Balilio said.
However, farmer and fisherfolk Rep. Wilbert Lee contended that government should run after the owner of the sunken vessel due to concerns that crucial protected areas are put at risk and that containment, cleanup, and rehabilitation of impacted areas are necessary.
“The livelihood of many fishermen in Mindoro and other provinces surrounding the contaminated sea will be in peril,” said the solon.
Aside from pursuing those responsible, Lee argued that the government should act promptly to aid and provide temporary work to the fishers impacted by the oil spill.
The PCG earlier declared that all maritime activities in the waters near four towns in Oriental Mindoro are suspended due to the spread of the oil spill.
According to the PCG’s report, the oil spill has now reached Western Visayas, with fuel traces discovered in Caluya, Antique.
Meanwhile, Congress is gearing up to pass a supplemental budget to mitigate the effects of the disaster, a move it made in 2006 when it granted at least P5.4 billion in supplemental appropriations to sectors affected by the Guimaras oil spill.
It remains the most destructive after the oil tanker MT Solar 1, carrying more than two million liters of bunker fuel, sank off Panay Island’s southern coast during a violent storm.
A Philippine oil tanker, which sank off the coast of Naujan, Oriental Mindoro and caused a major oil spill in nearby areas, is insured for $1 billion, according to a government official.
The ship, named MT Princess Empress, capsized on Feb. 28 while carrying 800,000 litres of industrial oil. It sank the following day after experiencing engine trouble and was not found until Monday.
Covered for “every incident”
Maritime Industry Authority (MARINA) spokesperson Sharon Aledo said in an interview that the ship is owned by RDC Reield Marine Services (RDC) and is covered by a $1 billion protection and indemnity insurance that has coverage for “every incident,” including an oil spill.
Aledo noted that the regulatory body met with the owners of the shipping company, who told MARINA that the Princess Empress was insured. She also affirmed that the RDC president is Reynaldo Cabial, and that the shipping company has a valid Certificate of Public Convenience for the sunk oil tanker.
She added that it was “incumbent” on the RDC to file an insurance claim following the oil spill. A report from the Philippine Coast Guard on Friday noted that eight drums of “oily waste” have already been collected from the site of the sinking near the coast of Sitio Sabang, Barangay Tinogboc, Caluya, Antique. The clean-up efforts were temporarily halted to ensure the health and safety of the Coast Guard’s response team.
In the aftermath of the incident, MARINA has suspended the shipping company’s safety certificate and has also issued a show cause order to explain what happened. Aledo urged the shipping company to attend to the affected coastal communities since that is part of their responsibility.
In response to this, a high-ranking official of the RDC shipping company participated in a closed-door meeting with government officials to assure that it would not evade responsibility. RDC vice president for administration and external affairs Fritzie Tee expressed “the company’s commitment to address the clean-up and containment of the oil spill.”
The Captain of the Port in Gibraltar has received a report about the damage to the OS 35 shipwreck caused by recent storms.
The damage to the accommodation block and hull was expected, but is not considered extensive.
The crack in the hull of the bulk carrier has extended to the port side and the ship is now held together by the bilge keel. However, the wreck has not moved from its original position following its controlled sinking last September as part of a plan to stabilize it for heavy weather.
The damage to the hull has allowed divers to inspect fuel tank 1, which has suffered damage. The other set of fuel tanks remain undamaged. The dive survey has confirmed with certainty that the tanks, which had been emptied in earlier stages of the operation, are still intact and are not at risk of failing.
Photo courtesy Gibraltar Port
The removal of the vessel’s cargo is the first priority, and the damage caused by the storms has not impacted the cargo removal operations. So far, crews have removed 11,000 metric tons of steel bars, representing about a third of the ship’s total cargo.
Small amounts of residual oil have been found on some beaches, but no secondary contamination or debris was detected.
The Captain of the Port has briefed Spanish authorities and other stakeholders on the latest information.
“The damage to the vessel’s hull and accommodation block, whilst not ideal, were anticipated and prepared for with the removal of as much oil as possible and the complete stripping of the accommodation,” said The Captain of the Port, John Ghio. “These measures, together with the decision to sink the wreck in a controlled manner and thereby secure it in place, gave the vessel the maximum possible stability to withstand the winter storms as far as possible. Overall, I’m pleased that works continue to progress well, with cargo removal remaining as the current priority.”
The Tuvalu-flagged bulk carrier was departing from Gibraltar Port with a load of steel bars when it collided with the unladen LNG carrier Adam LNG in the Bay of Gibraltar on August 29, 2022. The OS 35 was then anchored off Catalan Bay, on the opposite side of the Gibraltar peninsula, where it partially sank and later broke up, resulting in the release of fuel oil.
Authorities have given the ship’s owners and insurers until the end of May to complete the wreck removal.
MANILA, Philippines – The Japanese government is sending oil control experts from its coast guard to aid in Philippine efforts to respond to the oil spill in Oriental Mindoro.
Japanese Ambassador Kazuhiko Koshikawa made the announcement on Wednesday, March 8, saying that experts arriving include those who specialize in oil removal and control.
“We are one with you in these trying times,” Koshikawa said.
Coastal communities are among those hardest hit by a February 28 oil spill, where a tanker carrying 800,000 liters of industrial oil capsized off the coast of Naujan.
MANILA, Philippines – The oil tanker MT Princess Empress, which sank off Naujan, Oriental Mindoro with 800,000 liters of industrial oil, is insured for $1 billion which the ship owner should claim, a regulatory official said on Tuesday, March 7.
In an interview on TV5, Sharon Aledo, spokesperson of the Maritime Industry Authority (MARINA), said the MT Princess Empress, owned by RDC Reield Marine Services (RDC), is covered by a $1 billion Protection and Indemnity Insurance for “every incident” including an oil spill.
Aledo said MARINA has met with the shipping company owners who told regulators that the ship was insured. She said RDC’s president is Reynaldo Cabial, and the shipping company has a valid Certificate of Public Convenience for MT Princess Empress.
She said it was “incumbent” on the shipping company to file an insurance claim following the oil spill.
PRESIDENT Ferdinand "Bongbong" Marcos Jr. has promised to provide assistance to those affected by the oil spill brought on by the sinking of a tanker in Oriental Mindoro.
In a statement, the President said that affected families and individuals will receive assistance from the Department of Social Welfare and Development (DSWD).
"The government, through the Department of Social Welfare and Development, is prepared to provide various forms of assistance to families and individuals affected by the oil spill caused by the submerged MT Princess Empress in Oriental Mindoro," Marcos said.
The President said the government, with the Philippine Coast Guard (PCG) serving as the lead agency, is closely monitoring the developments.
He said the Department of Environment and Natural Resources (DENR) is likewise working with the International Maritime Organization and the Department of the Interior and Local Government (DILG) to provide support and determine specific needs.
"Special attention will be given to the affected fisherfolks who will be losing their source of livelihood because of the oil spill," Marcos said.
"We also thank the private corporations like Petron and Shell, who have offered their help by lending us the needed equipment to mitigate the impact of the oil spill," he added.
On February 28, the PCG reported an oil spill from the MT Princess Empress, which capsized off the coast of Naujan earlier that day, carrying 800,000 liters of industrial fuel oil as cargo.
Reports indicated that the vessel experienced engine trouble brought by overheating while in transit to Iloilo province from Bataan province, causing it to drift towards Balingawan Point in Naujan.
It then partially sank due to rough sea conditions until it fully submerged on Wednesday.
Twenty crew members of the MT Princess Empress crew were rescued.
Meanwhile, the National Disaster Risk Reduction and Management Council ordered the creation of a task force that will monitor the impact of the oil spill.
Task force member-agencies include the Mimaropa offices of the DENR, DILG, DSWD, Department of Health, Bureau of Fire Protection, Philippine National Police, PCG-Southern Tagalog District, Armed Forces of the Philippines Southern Luzon Command and Mimaropa local government units.
By Joyce Ann L. Rocamora and 'Philippine News Agency
MANILA – The Philippine government is looking at tapping Japan to help contain a rapidly spreading oil spill in Oriental Mindoro, a result of the tanker M/T Princess Empress capsizing off the coast of Naujan town on Feb. 28.
Transportation Secretary Jaime Bautista on Saturday said the Philippine Coast Guard (PCG) is working with relevant agencies to contain and recover the slick but the spill has already reached another area in the province.
A PCG report also said the oil leak was starting to affect three villages in Caluya, Antique.
“’Yung Coast Guard nandoon. Tinitignan nila kung papaano pigilan pa ‘yong pagkalat ng langis. Sana ay huwag umabot sa Verde Island dahil ito ay protected area natin (Our Coast Guard is there and monitoring how it could further prevent the spill from spreading. Hopefully, it will not reach Verde Island, which is a protected area),” Bautista said at the Saturday News Forum in Quezon City.
Verde Island is located between Batangas province and Puerto Galera in Oriental Mindoro.
“Siguro ay hihingi kami ng tulong sa Japanese government dahil nabanggit sa akin na malaki ang kakayahan ng Japanese government na matulungan tayo para hindi masyadong kumalat ang oil spill na ito sa ating islands sa Mindoro (We’re looking at asking the Japanese government for help because I was told that it has the capacity to assist us),” he added.
The University of the Philippines Marine Science Institute (UP-MSI) estimated that 20,000 hectares of coral reef, nearly 10,000 hectares of mangroves, and 6,000 hectares of seagrass are at risk in 21 municipalities across Oriental Mindoro, Occidental Mindoro, Palawan, and Antique.
Among these are Calapan, Puerto Galera, and Bulalacao in Oriental Mindoro; San Jose in Occidental Mindoro; and Coron in Palawan.
In an earlier bulletin, the UP-MSI said the spill might reach the southern tip of Mindoro in a matter of days, given the direction of the wind and waves.
Other efforts being done to help understand the spill include hydrodynamic modeling to determine where the oil might end up given the wind and currents in the area, the institute said.
Bautista, meanwhile, said an investigation is underway on the sunken tanker, which was carrying about 800,000 liters of fuel oil, and which reportedly capsized due to engine trouble.
“Ang sinasabi napakalakas daw ng alon. Mabuti at ‘yong mga crew ay nasagip ng dumadaang sasakyan. Iyon ay iniimbestigahan pa ng MARINA (They said it was due to the strong waves. It’s fortunate that the crew were safe after they were rescued by a passing ship. MARINA [Maritime Industry Authority] is now investigating this),” he said.
Mindoro and Palawan are home to world-famous dive sites, known for their rich marine biodiversity, coral reefs, and sea creatures.
MANILA (UPDATE) - The oil spill from the sunken oil tanker in Oriental Mindoro has reached Caluya, Antique, the Philippine Coast Guard said Saturday.
According to a report from the PCG District Western Visayas, the oil spill was monitored in the shorelines of the following areas in Caluya town:
Sitio Sabang, Brgy. Tinogboc (1km)
Liwagao Island, Brgy. Sibolo (2km)
Sitio Tambak, Brgy. Semirara (2km)
A clean-up in those areas is currently ongoing, the PCG said.
The MT Princess Empress sank with its cargo of 800,000 liters of industrial fuel oil as it sailed into rough seas off Naujan, Oriental Mindoro on Tuesday.
The PCG said the vessel could be 300 meters under the sea, but expert divers could only reach 180 meters deep.
The PCG advised residents from four municipalities in Oriental Mindoro to avoid fishing activities due to possible oil hazards.
In Liwagao Island, around 150 families or 600 residents have been affected by the oil spill, the agency said.
GOVERNMENT ASSISTANCE
President Ferdinand Marcos Jr. on Friday said the government is prepared to provide aid to families and individuals affected by the oil spill.
"Special attention will be given to the affected fisherfolk who will be losing their source of livelihood because of the oil spill," he said.
In a statement, the Department of Social Welfare and Development said Secretary Rex Gatchalian will lead the distribution Saturday of aids under the agencfy’s Assistance to Individuals in Crisis Situations and cash-for-work programs.
Gatchalian said over 7,000 affected families in Naujan, Pola, Pinamalayan, Bongabong, Gloria, and Bansud in Oriental Mindoro have already started receiving family food packs on Friday in coordination with Oriental Mindoro Governor Bonz Dolor.
He said the number of affected families may reach 10,000.
“This will be a sustained endeavor while the oil spill prevents our fisher folk from conducting their regular livelihood activities,” Gatchalian said.
The DSWD MIMAROPA has prepositioned more than P78.9 million worth of standby and stockpile funds composed of some 42,400 family food packs, and standby funds amounting to P7.2 million which can be tapped for augmentation, the agency said.
The tanker Princess Empress, carrying some 800,000 litres of fuel oil, sank off the Philippines on 28 February after engine trouble. The crew of the tanker were rescued, but an oil spill has ensued with a task force now trying to contain it.
According to the Philippine Coast Guard (PCG), the Princess Empress departed from Bataan en route to Iloilo with twenty crew members (including the master) and approximately 800,000 liters of industrial fuel oil on board. It then encountered engine trouble due to overheating.
As a result, the vessel drifted towards the vicinity waters off Balingawan Point, Naujan, Oriental Mindoro, due to rough sea conditions until it became half-submerged. The PCG later revealed the vessel is now fully submerged. It is positioned on the eastern side of Mindoro Island at an estimated distance of 8 to 12 nautical miles.
A foreign vessel that was in the area, MV Efes, has rescued the vessel’s crew before the vessel sank with no injuries reported. They were transported to Subic, Zambales.
Oil spill response
On 1 March, the PCG reported an oil spill had occurred, with oil covering an area of 6 kilometres long and 4 kilometres wide. Later, the organisation confirmed the presence of a much thicker and darker oil spill at about 7.4 nautical miles southwest off Balingawan Point, Naujan.
An oil spill response has been initiated with one of the coast guard tugs equipped with oil spill recovery equipment, the MTug Titan, starting to spray oil dispersants in the area. In addition, The Department of Environment and Natural Resources (DENR) created a task force to deal with the spill.
The PCG is leading the taskforce and has also mobilised certified oil spill response organisations to support their operations. PCG is installing spill booms to protect the locally-managed marine protected areas. In addition, mechanical recovery of spilled oil in waters off Naujan town is underway.
The shipping company that owns MT Princess Empress, RDC Reield Marine Services Inc., has begun retrieval operations and arranged for the help of Malayan Towage and Salvage Corporation (MTSC) in addressing the oil spill in the area.
On 2 March, oil has also been found along the shoreline of Barangay Buhay na Tubig in Pola, Oriental Mindoro. Teams haven been sent to this location to initiate clean-up.
Cargo could cause wider oil spill
So far, water samples have only confirmed the presence of the diesel oil used by Princess Empress, according to the PCG, but it is also carrying industrial oil that is much thicker than diesel and more harmful to the local marine wildlife.
CG spokesperson Rear Adm. Armando Balilo: ‘We need to remove this because it can spill at any time and could become an environmental catastrophe.’ If the incident worsens, he says the country may also reach out to past partners in oil spill exercises like Indonesia and Japan.
Further aerial surveillance will take place in the coming days to assess the situation. 21 locally-managed marine protected areas (LMMPAs) can potentially be affected due to oil spillage.
Negligence
Possible negligence on the part of the shipping company is being looked at and may result in charges being filed following an investigation.
Picture (top): Oil spill being monitored from the sky (photo: Philippine Coast Guard).
The Philippine Coast Guard (PCG) said Wednesday, March 1, that it has prepositioned all of its available assets to help in the retrieval of motor tanker (MT) Princess Empress which sank off Naujan, Oriental Mindoro while carrying 800,000 liters of industrial fuel oil as cargo.
Rear Admiral Armando Balilo, PCG spokesperson, said BRP Melchora Aquino, a 97-meter multi-role response vessel, and tugboat Titan were deployed in the area with sonar and oil spill boom while the Coast Guard Aviation Force conducted aerial inspection in the area to pinpoint the location where MT Princess Empress capsized on Feb. 28 and prevent the oil spillage from spreading.
The motor tanker sank 11 nautical miles from the municipal waters of Naujan, affecting the livelihood of the fishing community there, but its exact location underwater was not determined yet.
So far, the oil spill involving the diesel oil of the motor tanker already spread into the municipal waters of Naujan, particularly at Balingawan Point, with an estimated area of six kilometers long and four kilometers wide from the initial observation of five km long and 500 meters wide on Tuesday.
“Wala pang pangamba o panganib na madudulot ito sa yamang-dagat doon sa kabuuan ng incident area pero ang pinangangambahan ay kapag tumagas ‘yung industrial fuel oil. Ito ‘yung malapot kaya magiging problema ito (There is no threat yet to the marine resources in the incident area but what’s feared is if the industrial fuel oil spills. This is the sticky oil so it will be a problem),” Balilo said in a radio interview with dzBB.
Balilo said the diesel fuel can easily dissipate under the heat of sun or when hit by big waves because its particles are thin. Industrial fuel oil is different because its particles are thick and can harm fish, coral reef, and other marine resources.
The industrial fuel oil are cargoes onboard the MT Princess Empress which also sank underwater when the tanker’s engine overheated after being hit by huge waves while sailing off Naujan. The tanker was traveling from Bataan to Iloilo when it encountered bad weather around 2 a.m Tuesday.
“Kailangan pong tanggalin siya kasi anytime ito ay tatagas at magiging environmental catastrophe (We need to remove it [industrial fuel oil] because it can spill anytime which can lead to an environmental catastrophe),” Balilo stressed.
Lessons from Guimaras oil spill
Balilo said they already have the capability and experience to respond to massive oil spill incidents after the 2006 Guimaras oil spill. It can be recalled that MT Solar 1 sank off the coast of Guimaras on Aug. 11, 2006 which resulted to an oil spillage of more than 2.1 million liters of bunker fuel.
“Kung nakita natin ang barko, ang plano is hahatakin ito malapit at isasadsad. Kung kaya sa port, dadalhin para masipsip ang krudo. Ang problema wala na tayong makita, ang pwede na lang gawin mag-abang ng oil spill at makipag-usap sa company kung may salvage operation na gagawin (If only we have seen the ship, our plan is to tow it near the shore and ground it. If possible, we can bring it to the port so we can suck the crude oil. The problem is that we can no longer see it, and what we can only do now is to wait for an oil spill and talk to the company if there is a salvage operation),” he said.
The shipping company of MT Princess Empress, RDC Reield Marine Services, Inc., is leading the retrieval operations for the sunken motor tanker while the PCG is assisting them. The shipping company also contracted a towing company, Malayan Towage, to assess the oil spillage in the area.
“Mayroon naman silang arrangement sa salvage companies, mayroon silang oil spill response pero nandyaan din ang PCG at tinatap naming ang mga kumpanya ng langis na may oil spill response para pagtulung-tulungan na (They have an arrangement with salvage companies, they also have an oil spill response but the PCG is there and we already tapped oil companies with oil spill response capabilities to help),” Balilo said.
If worse comes to worst, Balilo said they can ask for assistance from other countries where they teamed up for oil spill response exercises in the past like Japan and Indonesia.
“Kung talagang masayadong malaki, maging karatig-bansa tumutulong kung talagang ‘di masawata. Pero sa tingin ko naman ay handa tayo at hopefully ang preparation namin ay maayos at enough (If it [oil spill] is really massive, even neighboring countries can help if we cannot really suppress it. But I think we are prepared and hopefully our preparation is orderly and enough),” he noted.
The PCG will also investigate if there is negligence on the part of the shipping company so appropriate charges could be filed.
Meanwhile, the 20 crew members of MT Princess Empress have been brought to Subic, Zambales by MV Efes, a foreign vessel which rescued them, so they can be given appropriate medical attention.
Residents of Naujan were also advised by the PCG to keep their distance from the municipal waters due to the possible hazards posed by the oil spillage to their health and livelihood.
Mar 1 UPDATE: YONG XING 56 sank on Mar 1, salvors failed to salvage the ship, and she sank at at 253 meter depth. Understood salvors took ship out of ice zone trying to ease access to breach, but how did towage contribute to sinking? There is no heavy swell seen in these last photos photos of hapless bulk carrier. According to official report, YONG XING 56 sank at 0535 Moscow time, breach wasn’t sealed, pumping water out of flooded compartments also failed.
Feb 27 UPDATE: As it transpired, the ship is loaded with alumina, forepeak is holed and most probably, fore cargo hold also. YONG XING 56 developed heavy fore tilt, she’s stuck in ice and drifts with ice floes. Salvors are trying to seal the breach, salvage outcome still indecisive.
Feb 24 UPDATE: Reportedly bulk carrier hull was breached by ice, YONG XING 56 and other ships in the area aren’t anchored therefore, but drift in ice floes, waiting for icebreaker.
Bulk carrier YONG XING 56 issued distress signal in the evening Feb 23, at anchorage in Tatar Strait south of Vanino, ship’s port of destination. Ferry SAKHALIN-8 and rescued 21 crew, all-Chinese. They’re to be disembarked at Vanino. Bulk carrier reportedly suffered hull breach starboard, in Hold 1 area, with ensuing mass water ingress. Judging from track screen, the ship looked like she drifted onto anchored general cargo ship VIKTORIYA (IMO 9004516). Ship’s AIS seems to be working, SAR ship OTTO SCHMIDT is under way to assist troubled bulk carrier. YONG XING 56 arrived at anchorage on Feb 19, she was to load coal at Vanino.
March 1 (Reuters) - A China-flagged cargo ship sank in the Strait of Tartary off the coast of Russia's Sakhalin island, the press service of Russia's Federal Agency for Maritime and River Transport told TASS on Wednesday, adding there were no casualties.
"The crew of 21 citizens of the People's Republic of China got onto the ice and was then taken on board of an approaching ship," TASS cited the press service.
"Everyone is well, there were no casualties." (Reporting by Lidia Kelly in Melbourne; Editing by Tom Hogue)
Product tanker PRINCESS EMPRESS reportedly sank early in the morning Feb 28 off northeast coast of Mindoro island, Philippines, being caught in rough weather. Tanker with 800 tons of technical oil was en route from Limay, Manila Bay, to Iloilo. All 20 crew were rescued by general cargo ship EFES (IMO 9197686), which quickly responded to distress alert. Rescued seamen are to be disembarked at Subic Bay.
Product tanker PRINCESS EMPRESS, IMO 9985136, dwt 1143, built 2022, flag Philippines, manager RDC REIELD MARINE SERVICES INC.
A small cargo ship registered in Comoros and operated by a Russian crew was caught in a fierce winter storm in the Black Sea causing it to break apart and sink. Russian officials are reporting that one crewmember died of his injuries and a second was in critical condition while nine were being taken to shore.
Residents in the area near Novorossiysk reported hearing a siren this morning, February 21 coming from the offshore anchorage. At the time there was a strong storm raging with winds reported at up to 40 knots and seas at around 10 feet. The Ministry of Emergency Situations of the Russian Federation responded by sending a rescue boat.
Reports indicated that when they arrived on the scene, a 3,200 dwt general cargo ship the Seamark had buckled in the middle of its 355-foot length and was sinking. A lifeboat and a life raft were in the water as well as some of the 11 crewmembers from the ship.
The vessel which was built in 1981 had been in the anchorage since arriving on February 15 from Iskenderun, Turkey, having departed the day before the devastating earthquake. The Seamark was carrying a load of 3,500 tons of marble chips.
The rescue service initially reported that it had been able to retrieve three people and that a fourth was seen in the water. Later they reported that seven people were being taken to the village of Aleksino aboard one rescue vessel while three others and the body of the deceased sailor were aboard a second vessel heading to Novorossiysk. The individual reportedly succumbed to his injuries aboard the rescue vessel.
The Equasis database reports the vessel's current situation was unknown. It does not record an inspection since 2021 when there were 11 deficiencies identified including issues with the steering gear, alarms, crew training, and familiarization with the emergency systems. Local media reports from Russia are linking the vessel to a management company in Dubai.
by Mikhail Voytenko
General cargo ship MY PRINCESS reportedly sank on Feb 11 at Sharjah Anchorage, UAE, Persian Gulf. Last AIS received at around 0330 UTC Feb 11. The ship left Dubai early Feb 10, sailed in northern direction, in the afternoon same day changed direction and sailed towards Sharjah at reduced speed. No other details available at the moment.
by Mikhail Voytenko
Report emerged on collision between two container ships in Long Tau river, Ho Chi Minh, at around 0440 LT Fen 11. According to tracks and analysis involved ships are RESURGENCE and WAN HAI 288, with RESURGENCE moving upstream to Ho Chi Minh, WAN HAI 288 sailing downstream, from Ho Chi minh to Kaohsiung. RESURGENCE struck WAN HAI 288 portside with her bow, inflicting heavy damages to WAN HAI 288 portside cargo deck area, WAN HAI 288 got stuck into river bank after collision.
RESURGENCE resumed sailing and berthed at Ho Chi Minh container terminal at around 0930 LT, with a number of tugs. RESURGENCE arrived from Laem Chabang.
Judging from ships tracks, they were to pass by portside, but RESURGENCE suddenly took a sharp portside turn and struck WAN HAI 288 portside fore area.
A Turkish bulker has run aground in a storm as it headed to Ukraine to load grain.
Turkish reports said the 47,000-dwt TQ Ordu (built 2007) was sailing from Istanbul when it was forced onto a beach at Sile Sofular on Monday evening.
The Palau-flag vessel encountered waves of up to six metres and a wind speed of nearly 30 knots.
No assistance was requested from the ship, which had 23 crew members on board. No injuries were reported among them.
Video footage showed that Coast Guard teams were sent to the region for precautionary purposes.
AIS data showed the vessel as not under command on Tuesday morning.
The TQ Ordu left Eregli in Turkey on 2 February and arrived in Istanbul on 4 February.
The ship may have been awaiting clearance from the UN’s Joint Coordination Centre (JCC) for Black Sea grain shipments.
More than 10 vessels have been seeking permission to head to Ukraine.
Inspectors struggling to reach vessels for checks
The JCC has said inspectors have several times been prevented from reaching ships due to bad weather.
There have also been reports of Russian inspectors delaying checks, but Russia has denied this.
The vessel is operated by HGFH Denizcilik of Tuzla in Turkey. The company could not be contacted.
Clarksons lists the ship as in repair.
The bulker last suffered a port state control detention in 2018.
The TQ Ordu is not listed in the International Group of P&I Clubs’ insurance database.
Bulk carrier TQ ORDU ran aground at Sile, Istanbul, Black sea coast, at around 2330 LT Feb 5, reportedly while ballasting from Eregli to Ukraine, though track seems a bit strange for a ship bound for Ukraine. Crew remain on board, understood waiting for tug and weather improvement.
Bulk carrier TQ ORDU, IMO 9199206, dwt 46541, built 2000, flag Turkey (AIS), manager HGFH DENIZCILIK LTD STI, Istanbul.
The Bahamas-flagged Grace Emilia suffered a malfunction of its rudder and tugboats pulled it to the side of the canal to allow other vessels to pass
CAIRO: A tanker transporting liquefied natural gas broke down in the Suez Canal on Wednesday but traffic in the global waterway was unaffected, a canal spokesperson said.
The Bahamas-flagged Grace Emilia suffered a malfunction of its rudder and tugboats pulled it to the side of the canal to allow other vessels to pass, said George Safwat, a spokesperson for Egypt’s Suez Canal Authority.
He told The Associated Press that the north-bound tanker stopped working in the southern part of the canal, where a two-lane waterway enables ships to transit.
Canal services provider Leth Agencies reported the incident in a Twitter post, saying vessels “can pass in both directions.”
Safwat, the spokesperson, said 68 vessels transited the canal on Wednesday. He said the canal tugs were towing the Grace Emilia to Little Bitter Lake to repair the malfunction.
Built in 2021, the Grace Emilia is 297 meters (975 feet) long and 46 meters (151 feet) wide. Its cargo tank capacity is 174,000 cubic meters.
According to VesselFinder, a vessel tracking service provider, the Grace Emilia sails between the port of Dabhol in India and Cove Point in Maryland.
Last month, a cargo ship carrying corn went aground in the canal before it was refloated to allow the resumption of traffic.
In March 2021, the Panama-flagged Ever Given, a colossal container ship, crashed into a bank on a single-lane stretch of the canal, blocking the waterway for six days.
Opened in 1869, the Suez Canal provides a crucial link for oil, natural gas and cargo. About 10 percent of world trade flows through the canal, a pivotal source of foreign currency to Egypt.
n another daring high-seas boarding, Spanish authorities have seized 4.5 tonnes of cocaine from an aging livestock carrier off the coast of the Canary Islands.
The waters of the mid-Atlantic near the Canary Islands are a favorite transshipment point for cocaine smugglers bringing cargoes from South America to Europe. The area is also within reach of Spanish shore-based counternarcotics teams, who search and seize smuggling vessels on the high seas with regularity.
Last week, Spain's National Police and Tax Agency Customs Surveillance Service intercepted the livestock carrier Orion V at a position about 50 nm to the southwest of the Canary Islands. The Togo-flagged vessel was nominally carrying 1,750 cattle on a voyage from Cartagena to Beirut.
A boarding team from the Tax Agency patrol ship Fulmar came alongside the Orion V and climbed the pilot ladder in heaving seas. The 28 crewmembers were arrested, and the vessel was diverted to port for an inspection. Search teams found 4.5 tonnes of cocaine hidden in the vessel's cattle feed silos.
The crew remains aboard the vessel under guard so that they can continue to care for the cattle, according to El Pais. The ultimate fate of the livestock is still under discussion.
The U.S. Drug Enforcement Agency, Spain's countersmuggling and counterterrorism centers, and the Togolese flag state authorities collaborated in the operation.
The 1973-built Orion V was built as a geared yard-and-stay freighter under the name of Vera Mukhina. She began a second life as a converted livestock carrier at some point after 2008, even though she was already past the typical age for demolition. She was purchased in 2022 by a buyer in Florida and reflagged to Togo.
Her recent port state control records are heavy on serious deficiencies, including issues with firefighting equipment, lifeboats, general cleanliness, deck corrosion, deck cracking and "dangerous areas." Port state inspectors in Cartagena, Colombia returned to the ship five times between her arrival in mid-November and her departure on January 7.
The seizure of the Orion V was the second major high-seas drug bust that the Fulmar completed in the span of a week. On January 18, her crew intercepted another Togo-flagged vessel, the Blume, and found 4.5 tonnes of cocaine on board. In addition, in early December the Fulmar intercepted a sailing yacht off the Canary Islands and seized 2.5 tonnes of cocaine.
第十一管区海上保安本部（那覇市）によると、沖縄県の石垣島沖で24日午前9時35分ごろ、近海貨物船「XIN HAI ZHOU 2」（パナマ籍）が座礁した。同日午後に石垣航空基地所属のヘリコプターが乗組員の中国人船員19人全員の救助を完了。船内に浸水が発生している模様だが、同日午後1時20分時点で油の流出は確認されていない。
英国の船価鑑定大手ベッセルズバリューによると、「XIN HAI ZHOU 2」は2008年に中国造船所で竣工した1万3600重量トン級近海貨物船。中国のリース会社が保有し、中国船社が運航している模様。
General cargo ship JIN TIAN sank in East China sea some 75 nm south of Jeju island, Korea, early in the morning Jan 25, while en route from Vanimo PNG to Incheon, Korea. Understood the ship was caught in rough weather brought by N-NE icy winds, raging over Asian waters during last several days. Last report from the ship was around 0225 Seoul time, stating that the crew is leaving the ship. Korean and Japanese Coast Guard joined forces in search and rescue, by 0930 Seoul time 2 out of 22 crew were rescued, the rest are missing.
General cargo ship JIN TIAN, IMO 9578713, dwt 9784, built 2010, flag HK, manager SHENZHEN SHEKOU SHPG & TRANS.
パナマ船籍の貨物船「XIN HAI ZHOU 2(シンハパナマ船籍の貨物船「ＣＲＩＭＳＯＮ ＰＯＬＡＲＩＳ（クリムゾン・ポラリス）」のように簡単に撤去できない場合があるのでパナマ船籍の貨物船「XIN HAI ZHOU 2(シンハイズー２)」（IMO:9507104）に関しては保険会社が逃げないようにしっかりと詰めておくべき。
General cargo ship XIN HAI ZHOU 2 was disabled early in the morning Jan 24, and drifted aground between Ishigaki Island and Kohama Island, Okinawa Prefecture waters. The ship reported grounding at 0930 Tokyo time Jan 24. It was decided to evacuate crew, by 1300 Tokyo time all 19 sailors were airlifted to safety by Japanese Coast Guard helicopter. The ship remains aground, she was en route from Indonesia to Yokkaichi Japan.
General cargo ship XIN HAI ZHOU 2, IMO 9507104, dwt 13567, built 2008, flag Panama, manager?
パナマ船籍の貨物船「シンハイズー２」が「XIN HAI ZHOU 2」（IMO:9507104）ならエンジントラブルでも、沈没しても不思議ではないと思うよ。
検査会社が国際船級連合のメンバーではないOVERSEAS MARINE CERTIFICATION SERVICESであればまともな検査はおこなっていない可能性は高い。まあ、船員が自分達が乗っている船がどんな船なのか理解しているのか知らないが、あの世で後悔しない限り学ばないかもね！船員達に選択できる資格や能力があれば、もっと良い海運会社で働いていると思うから何が起きても仕方がないと言えば仕方がないと思う。
On January 1, the container ship ANIL capsized and sank while handling cargo at the port of Asaroiyeh, Iran. The ship is anchored on the port side with it lying on the pier. A large number of containers have fallen into the water and are floating in the harbor. The 24 crew members are safe. The last AIS pos was received on January 12 at 1 UTC. ANIL arrived in Asaloyeh from Bandar Abbas.
Like many things in Iran, ANIL is somewhat of a mystery. The vessel, which is listed in international databases as an LPG tanker or container ship, was sold to an Iranian stakeholder in 24.
日本語訳
ペルシャ湾のイランの港でコンテナ船が転覆、沈没した。
1月24日、イランのアサロイエ港で、コンテナ船「ANIL」が荷役中に転覆・沈没しました。船は桟橋に横付けされた状態で左舷に停泊しています。多数のコンテナが水中に落下し、港内に浮遊しています。乗組員12名は無事である。最後のAIS posは1月24日0730 UTCに受信された。ANILは Bandar Abbas から Asaloyeh に到着した。
イランの多くの事と同様に、ANILは幾分謎である。この船は、LPG タンカーまたはコンテナ船として国際データベース に登録されているが、2021 年にイランの利害関係者に売却された。
2019年にもイランの港でコンテナ船がひっくり返っているが、商船のデータベースには表示されない名前であるLSスターとはどういうことなのだろう？
SL STAR (IMO:9432452)は２０１６年にパナマ籍として登録されており、船員の賃金未払い問題でILOのサイトに情報が公開されている。
これが日本のメディアが取り上げない海運の闇の部分だと思う。
On March 19, a container ship capsized at the port of Bandar Abbas, Iran, sending 153 containers into the water. Iranian officials believe that the accident happened due to improper loading.
Iranian maritime official Mehdi Haghshenas told state media that the casualty was caused by “poor coordination between the ship’s first officer and the crane operator."
Image courtesy Velji Global Logistics
Reports differ, but at least one and possibly three crewmembers were injured in the casualty.
Maritime trade with Iran is effectively banned under the recently reimposed American sanctions regime. Foreign entities that do business with Iran using the U.S. financial system - or that enter into transactions with any Iranian firm in the ports, shipping, shipbuilding or petroleum sectors - may lose access to the American market, unless operating under a waiver.
The vessel was identified by Iranian and Western media as the LS Star, a name which does not appear in merchant vessel databases. A UAE-owned vessel matching her description and IMO number appears in Equasis under the name SL Star.
This photo provided by Iranian Students' News Agency, ISNA, shows a capsized cargo ship next to a dock in southern port of Bandar Abbas, Iran, Tuesday, March 19, 2019. Iranian state TV says carless loading of cargo has capsized a ship in the southern port of Bandar Abbas, sending port workers scrambling to retrieve some of the 153 containers that were suddenly submerged. (Mohammad Mehdi Ghadimi, ISNA, via AP)
TEHRAN, Iran (AP) — Iranian state TV says careless loading of cargo has capsized a ship in the southern port of Bandar Abbas, sending port workers scrambling to retrieve any of the 153 containers that were suddenly submerged.
The report says only one Indian seaman aboard the Comoros-owned LS Star was injured in the foot in the incident on Monday.
Mehdi Haghshenas, deputy chief of Iran's Ports and Maritime Organization, told the TV the ship was not being loaded properly and that there was "poor coordination between the ship's first officer and the crane operator" lifting the containers on board.
He says the ship has a 14-member crew, all from India.
There were no further details and there was no immediate estimate of damages.
In a press release, the Coast Guard said they received a mesasage at 6.30am on Monday about a medical emergency onboard a “motor tanker” south of Sagar Island due to machinery breakdown.
By: Express News Service Kolkata
The Indian Coast Guard on Monday evacuated an injured crew member from a Singapore cargo ship anchored in the Bay of Bengal.
In a press release, the Coast Guard said they received a mesasage at 6.30am on Monday about a medical emergency onboard a “motor tanker” south of Sagar Island due to machinery breakdown. The crew member, Than Htike Lwin, a Myanmar national, who sustained injuries during maintenance of a hydraulic pipeline, had difficulty in breathing, the statement read. A Coast Guard helicopter from Bhubneshwar was pressed into service for the evacuation of the patient. Also, two Coast Guard ships in the sea were also diverted towards the “motor tanker” for assistance.”
An explosion on an oil tanker in Thailand has taken the lives of eight people.
The blast occurred on Tuesday morning. The tanker was docked for repairs in the Mae Klong river in the central province of Samutsongkram.
According to the provincial governor, 10 people were on board at the time. Authorities think the explosion might have been caused by a spark from repair work igniting the ship's oil tank. The blaze had been extinguished as of Tuesday afternoon.
The boom was reportedly heard 10 kilometers away. More than 70 houses in the area felt the impact. No oil leakage has been reported so far.
SAMUT SONGKHRAM: One dock worker was confirmed killed and four others injured by an explosion and fire aboard an oil tanker moored for maintenance at a dockyard on the Mae Klong river in Muang district on Tuesday morning.
Seven people were still unaccounted for, provincial governor Somnuk Promkaew said on Tuesday afternoon.
There were unconfirmed news reports a second body had been found burned beyond recognition inside the tanker.
It was earlier reported only that eight workers were missing and that houses were damaged after an explosion and fire aboard the tanker Smooth Sea 22 shortly after 9am.
The tanker, which has a capacity of 6,500 deadweight tonnes, was undergoing regular maintenance at Ruammitr Dockyard in tambon Laem Yai. The explosion was heard and felt over a radius of several kilometres. Glass windowpanes in houses were shattered.
Governor Somnuek said the explosion occurred during welding, when about 10 workers were aboard the ship and about 30 others were on the bank of the dockyard.
One worker was confirmed killed. The dead man's right leg was found about 500 metres from the tanker. Four other people were confirmed injured, one a Thai and three from Myanmar. Seven people were still missing, six from Myanmar and one Thai.
The governor said the tanker still had 25,000 litres of fuel oil and 20,000 litres of diesel onboard while moored for maintenance. It was previously reported to have been empty.
The Marine Department said about an hour later that the fire on the vessel had been brought under control and that eight dockyard workers were missing.
The department was investigating the cause of the fire.
One person was killed and at least another ten injured in a massive explosion on a Thai tanker at a dockyard on the Mae Klong river in Thailand’s Samut Songkhram province on Tuesday morning local time.
The 2018-built oil products tanker Smooth Sea 22 suffered an explosion at Ruammit Dockyard while undergoing routine maintenance. The 6,500 dwt Bangkok-registered ship had 16 crewmembers, four of whom have been sent to the hospital.
The fire triggered by the blast was put out about an hour later, and authorities have closed the shipyard to investigate the cause of the incident. The ship had about 20,000 litres of fuel oil and diesel onboard.
The blast was heard and felt in a radius of several kilometers, according to local media. Most of the victims are welders, but further casualties are feared as several people are still unaccounted for.
The Palau-flagged bulk carrier MKK1, carrying grain under UN’s Black Sea grain initiative, is seen drifted aground in the Bosphorus, Istanbul, Turkey, 16 January 2023 (Reuters)
By MEE staff
Maritime traffic at Istanbul's Bosphorus waterway is once again moving after being suspended earlier on Monday following a cargo ship being stranded.
The incident with the Palau-flagged vessel called the MKK1, travelling from Turkey to Ukraine, has not resulted in damage, according to Turkish authorities. However, it had briefly blocked all traffic in the highly important waterway.
According to maritime vessel traffic websites, the 142-metre vessel is now moving across the straits towards the Sea of Marmara.
The freighter experienced a rudder failure at around 7.30am local time.
In a tweet, the Turkish coastguard authority said that it had promptly dispatched five tugboats to the scene.
The Bosphorus Strait connects the Black Sea to the Sea of Marmara and is one of the world's busiest maritime passages.
By some estimates, around 48,000 ships pass through the strait each year, which can be challenging to navigate partly due to the narrow width of some parts of the waterway.
A similar incident involving a Ukrainian ship occurred in September last year after it collided with another vessel and briefly ran aground.
Speaking to Middle East Eye at the time, Yoruk Isik, a long-time naval Bosphorus observer said: "The Bosphorus is one of the most professionally managed in all steps, including pre-planning and foreseeing what can happen - it is extremely well managed."
Rare incidents
The last major accident on the Bosphorus was in 2019 when a Liberian-flagged cargo ship ran off course and collided with Istanbul's coast, forcing Turkish authorities to close the waterway.
The Bosphorus is one of the world's most important choke points for maritime oil transports, with more than three percent of global supply - mainly from Russia and the Caspian Sea - passing through the 27km waterway.
In the past Turkish President Recep Tayyip Erdogan has called for a new canal to be built that would ease traffic on the Bosphorus shipping route.
He first mentioned the idea in 2011, dubbing it his "crazy project". But a currency crisis in 2018 prompted Turkey to freeze investments in large projects.
Kanal Istanbul has returned to the president's agenda periodically. Yet, ground has yet to be broken on the idea.
The 400-metre-wide canal planned to the west of Istanbul would connect the Black Sea in the north to the Sea of Marmara, which eventually runs into the Mediterranean.
More than 2,400 kilograms of cocaine were found on the container ship MSC Lorena, which was forced to dock in Vlissingen in late December after a bomb threat that later turned out to be false alarm. "The drugs were found in a container with a deckload of cocoa," the Antwerp prosecutor's office said.
The bomb threat was received by Belgian police on Dec. 22, when the container ship was off the coast of Vlissingen. The ship was then forced to anchor for a week. After nothing was found through investigations, the ship was able to dock in the port of Antwerp on Dec. 29 to unload its cargo.
Later, the police arrested two suspects involved in the false bomb threat. The two suspects were a 24-year-old man from Delft and a 22-year-old from Hagenaar. The two men are suspected of threatening to commit a terrorist crime.
According to NOS, the police wants the damage caused by the false bomb threat to be recovered from the two suspects. "The ship had to be anchored for a week, so the cargo could not be unloaded. In addition, one must realize that, for example, just lending a telephone to express a threat can have enormous consequences," Gert Wibbelink, head of the Infrastructure Department of the National Unit, told the public broadcast.
Small tanker BELAIT SURITA reportedly sank after explosion in waters of Tawi-Tawi province, Philippines, on Dec 24 or earlier. Ten of eleven crew were rescued by bulk carrier FALCON TRIUMPH and tanker HIGH ADVENTURE. Both ships responded to distress message and sailed to disaster site. One crew went missing. BELAIT SURITA was en route to Malaysia, when she was disabled, started to drift and later suffered explosion. BELAIT SURITA is off AIS, for probably, years.
Product tanker BELAIT SURITA, IMO 9255397, dwt 250, built 2001, flag Brunei (AIS), manager?
AUSTRALIAN Federal Police in May charged the 51-year-old master of bulk carrier Interlink Veracity for his alleged role in the plot to import 320 kilograms of cocaine into Australia via regional Western Australia.
The Montenegrin national faced South Hedland court after he was arrested on the Interlink Veracity on Monday and later charged with importing a commercial quantity of border-controlled drugs.
The AFP arrested the man after a forensic examination of a mobile device seized from him last week allegedly uncovered messages relating to the drug importation.
AFP, Western Australia Police Force and Australian Border Force officers also searched the 179-metre vessel again yesterday as part of ongoing inquiries into the alleged drug trafficking enterprise, which was disrupted after a multiagency investigation.
Authorities seized the cocaine – which they say is worth about $128 million – in Port Hedland on 15 May and arrested two men who they allege had collected the plastic wrapped drugs from the ocean off the coast of the Pilbara town.
Police will allege that Interlink Veracity’s master smuggled the cocaine onto the vessel at an overseas port.
He allegedly waited until the vessel was anchored in Australian waters about 28 kilometres off Port Hedland on 14 May and dropped the packages into the ocean for retrieval.
The two other men charged – a German national and a New South Wales man – allegedly used a small boat to pick up the drugs from the water that evening.
At the time, AFP acting Assistant Commissioner John Tanti said the AFP and its partners had warned that the seizure of the drugs and initial arrests were just the start of the investigation, and they would be relentless in pursuing anyone involved in the venture.
“Trusted insiders are one of the highest threats to the integrity of Australia’s cargo supply chains,” acting Assistant Commissioner Tanti said.
“Transnational organised crime syndicates rely on people who are willing to abuse the access and influence they have through their employment to help bring illicit drugs into Australia, as the accused is alleged to have done in this case.
“The AFP is also working with international partners to target these organised crime syndicates offshore and ensure they cannot profit at the expense of Australian communities.”
WAPF Deputy Commissioner Col Blanch said the overnight arrest further demonstrated that people involved in the alleged importation of illicit drugs would be actively pursued.
“It is our clear objective to systematically pull apart the syndicates that are responsible for the trafficking of these deadly illicit drugs to Western Australia,” WA Police Force Deputy Commissioner Blanch said.
“Our message to those who consider becoming involved in drug trafficking operations is simple – don’t. We will pursue you regardless of your role or your location in the world.”
ABF acting Commander West Shaun Senior said the agency maintained a strong presence along the Western Australian coast and this third arrest in this operation was another illustration of the close cooperation with law enforcement partners.
“We will continue to actively pursue all individuals that were involved in this attempted importation,” Acting Commander Senior said.
The bulker’s master has been charged with importing a commercial quantity of a border-controlled drug, namely cocaine. The offence carries a maximum penalty of life imprisonment.
The German national, aged 37, and the NSW man, aged 49, were both charged with importing a commercial quantity of border-controlled drugs and failing to comply with a 3LA order.
無国籍船＆幽霊船情報
パナマ船籍の「マリナ アイリス」が沈没！
カンボジア籍船の海難
トーゴ籍船
モンゴル籍船
シエラレオネ籍船
コモロ連合船籍
グルジア籍船
キリバス籍船
パラオ籍船
フィジ籍船
タンザニア籍船
ベリーズ籍船
モルジブ籍船
ミクロネシア籍船
ニウエ籍船
セント キッツ籍船
カメルーン籍船
フィリピンでの船舶による油流出事故
韓国客船 Sewol沈没
トーゴ籍船
海上衝突予防法第２４条(抄)
