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Daily updates from the global maritime industry

Sanctioned Tanker Leruo Passes UK Waters Carrying Russian Diesel to the USA

A tanker carrying Russian diesel has passed through waters near the United Kingdom while reportedly heading toward the United States, raising fresh questions about the enforcement of international sanctions against Russian oil products.

The vessel, Leruo, remains subject to UK and European Union sanctions. Despite these restrictions, the tanker loaded a large cargo of diesel in Russia and continued its voyage toward the Atlantic, highlighting the differences between US, UK, and EU policies on Russian fuel imports.

Tanker Leruo Loaded 40,000 Tons of Russian Diesel

The Sierra Leone-flagged oil products tanker Leruo (IMO 9385831) loaded approximately 40,000 tonnes of diesel at the Russian port of Primorsk on October 16, 2026.

According to the vessel’s AIS signals, the tanker was heading toward the Atlantic with its destination listed as “For Orders.” However, reports indicate that the ship is expected to arrive in New York around November 7.

The tanker reportedly passed through the waters around the Shetland Islands on October 24. Although its precise route in relation to UK territorial waters remains unclear, the vessel may have sailed through the United Kingdom’s Exclusive Economic Zone (EEZ).

The passage has drawn attention because Leruo remains listed under both UK and EU sanctions. However, sailing through an EEZ does not automatically constitute a sanctions violation, and the legal position depends on the applicable restrictions and the vessel’s activities.

Different Sanctions Policies Create Challenges for Shipping

The reported voyage comes amid changes in the US approach to Russian diesel imports. The easing of certain US restrictions has opened the door for renewed shipments of Russian fuel, while the UK and EU continue to maintain their own sanctions measures.

These differences create a complicated operating environment for shipowners, charterers, cargo traders, and maritime authorities. A shipment that may be permitted under one country’s rules could still face restrictions under another jurisdiction.

For vessels carrying Russian petroleum products, the flag state, ownership structure, cargo origin, destination, and applicable sanctions lists can all affect the legal assessment of a voyage.

The Leruo case also highlights the difficulties of monitoring tanker movements using AIS data alone. Ships may broadcast changing destinations, while reported cargo details and intended discharge ports can remain unconfirmed until further information becomes available.

Two More Tankers Load Russian Diesel

The Leruo is not the only tanker reportedly involved in the renewed movement of Russian diesel.

The Malta-flagged product tanker Agioi Fanendes (IMO 9798375) was reported passing through the Skagerrak on October 26 with approximately 40,000 tonnes of diesel loaded at Primorsk. Its AIS destination was listed as “For Orders,” although New York had previously been reported as its intended destination.

Morocco has also been mentioned as a possible destination for renewed Russian diesel shipments, but the tanker’s final discharge port remains uncertain.

Meanwhile, the Palau-flagged tanker Dolunay (IMO 9327463) completed loading at Primorsk on October 16. The vessel was signaling an arrival at Alanya, Türkiye, around November 1.

Türkiye is also reported to be preparing to resume Russian diesel imports, taking advantage of the price difference between Russian supplies and fuel produced by domestic refineries.

The movements of these three vessels indicate that Russian diesel exports are attracting renewed attention from international shipping and energy markets. However, their final destinations and the regulatory status of individual cargoes should be assessed separately.

Russia Signals Plans to Increase Diesel Exports

Russian Deputy Prime Minister Alexander Novak has reportedly indicated that Russian diesel exports could reach approximately 3.5 million tonnes per month by the end of 2026, equivalent to roughly 875,000 barrels per day.

That would represent a substantial increase compared with the approximately 1.8 million tonnes of diesel reportedly covered by the initial US-Russia agreement.

If these export levels are achieved, tanker operators could see increased demand for transporting Russian refined petroleum products. At the same time, vessels involved in these trades may face closer scrutiny over sanctions compliance, insurance, banking arrangements, and port access.

For shipowners and operators, the changing rules underline the importance of conducting thorough compliance checks before accepting cargoes or entering into charter agreements connected to sanctioned entities or restricted trade.

What This Means for the Maritime Industry

The reported voyage of Leruo illustrates how changing energy policies can affect tanker operations across international waters. While AIS tracking provides useful information about a vessel’s movements, it does not independently establish its cargo, final destination, or compliance with sanctions.

As Russian diesel exports evolve, tanker operators, charterers, and maritime authorities will need to monitor regulatory changes carefully. The distinction between territorial waters and an exclusive economic zone is also important when assessing a vessel’s passage and the powers available to coastal states.

The situation remains fluid, and the final destinations of the tankers involved may change as their voyages progress.

This article is based on published reporting and vessel-tracking information available on October 27, 2026. Reported destinations and future arrival dates have not been independently confirmed by MaritimeTips.

Mein Schiff 3 Collides With MSC Victorine in Bremerhaven

Mein Schiff 3 Collides With MSC Container Ship in Bremerhaven , Germany

A cruise ship departure manoeuvre ended in a collision at Germany’s Bremerhaven port on October 25, 2026, after strong winds pushed TUI Cruises’ Mein Schiff 3 into container vessels alongside the quay. The incident caused significant damage to the cruise ship and the 16,520 TEU containership MSC Victorine.

Strong Winds Affect Cruise Ship Departure

The 99,526 GT Mein Schiff 3 was preparing to leave Bremerhaven for a cruise to the Canary Islands, with tugboats assisting the departure manoeuvre. At around 17:30 local time on Sunday, strong winds associated with storm Manja affected the vessel as it approached the quay.

The cruise ship drifted towards two berthed containerships, resulting in a collision with MSC Victorine. According to reports, the impact occurred near the stern of the container vessel.

The Bremen Police confirmed that two containerships were involved in the incident, although TUI Cruises stated that only one vessel had been struck. The extent of the reported involvement of the second vessel, MSC Anne F, remains unclear.

Significant Hull Damage to MSC Victorine

The collision caused considerable damage to MSC Victorine, a Liberian-flagged containership built in 2023. Reports indicate that approximately 10 metres of its port-side hull was torn open above the waterline.

Damage was also reported to container guides, deck structures and containers. Despite the extent of the damage, authorities confirmed that no water ingress occurred.

The collision also damaged several lifeboats, their launching equipment and sections of the hull aboard Mein Schiff 3. Reports further indicated that two assisting tugboats sustained damage during the manoeuvre.

No Injuries Reported

No injuries were reported following the incident. The cruise ship returned to the Columbuskaje terminal with tug assistance, where technical teams began inspecting the damage.

The German maritime safety authority subsequently imposed a sailing ban on the three vessels while investigations and safety assessments continued.

Bremen’s water police are investigating the circumstances surrounding the collision. The exact cause of the incident and the full extent of the damage have yet to be established.

Canary Islands Cruise Cancelled

Following an initial technical assessment, TUI Cruises confirmed that Mein Schiff 3 would require repairs at a shipyard. The vessel remains in Bremerhaven.

The company cancelled the remainder of the planned voyage to the Canary Islands, citing safety considerations and the need to assess and repair the damage before the ship can return to service.

The incident highlights the challenges of manoeuvring large passenger vessels in strong winds, particularly when operating close to berthed ships in confined port areas. The investigation is expected to establish how the vessel drifted towards the container ships and whether weather conditions, manoeuvring decisions or other factors contributed to the collision.

Three Fishermen Found Alive in Caribbean Waters

Three Costa Rican fishermen have been rescued alive after spending nearly a week adrift in the Caribbean. A 911 call helped Panama locate their boat.

Three Costa Rican fishermen who had been missing for almost a week have been found alive in the Caribbean waters of Panama after their small fishing boat was reportedly left drifting at sea.

The fishermen disappeared after leaving the Limón area of Costa Rica on September 21, 2026. They were eventually located approximately 20 nautical miles north of Cuango, in Panama’s Colón province, following an emergency call that helped authorities narrow down their location.

The successful rescue was carried out by Panama’s Servicio Nacional Aeronaval (SENAN) after the organization received an emergency alert through the 911 system.

All three men were found alive and were reported to be in stable condition.

The Fishing Trip That Turned Into an Emergency

According to reports from Costa Rican media, the three fishermen left from the Los Cocos area of Limón aboard a small artisanal fishing boat.

The vessel, identified by local reports as El Cosmo, was an approximately 8-meter-long fishing panga. The men were reportedly planning to fish in waters near Manzanillo, close to the Costa Rica-Panama border.

The trip did not go as planned.

Reports indicate that the boat experienced an engine failure while at sea, leaving the fishermen unable to return to the Costa Rican coast under their own power.

With the vessel no longer able to make way, ocean currents gradually carried the boat toward Panamanian waters.

When the boat failed to return as expected, concerns grew among the fishermen’s relatives and a search operation was launched.

A Phone Call Became the Key to the Rescue

One of the most important developments in the case came from a mobile phone.

While drifting offshore, the fishermen repeatedly attempted to switch on their phone in the hope of finding a mobile signal.

Eventually, the phone connected to a Panamanian network.

One of the men was then able to contact the 911 emergency service in Panama.

The call was reportedly brief, with the phone battery close to running out. However, the emergency contact provided authorities with crucial information that helped initiate a targeted search in the area.

For people lost at sea, even a very short communication can make a major difference.

A phone does not need to provide continuous communication to become useful to search-and-rescue authorities. A brief connection can potentially provide enough information to begin narrowing down the search area.

Panama Launches Search and Rescue Operation

Following the emergency alert, SENAN activated a search operation in the Panamanian Caribbean.

The operation included the P-230 patrol vessel and a fixed-wing aircraft, while more than 20 personnel from different SENAN units participated in the search.

According to Panamanian reports, personnel from the Naval Command, Air Command, Search and Rescue Department and the Third Aeronaval Region were involved.

The search eventually located the missing fishing boat approximately 20 nautical miles north of Cuango, in Colón Province.

When rescuers reached the vessel, all three fishermen were still alive.

Who Were the Rescued Fishermen?

Costa Rican reports identified the three men as:

  • Omar Dunkley Salazar, the captain
  • Erick Hernández Madriz
  • Dexter González Presida

The reported ages of the three men were 39, 41 and 44. They were residents of the Limón area and were described by relatives as longtime friends.

After being located, the fishermen were taken toward the Almirante Cristóbal Colón Aeronaval Base.

They received pre-hospital medical attention from SENAN paramedics and Panama’s emergency medical personnel before being taken to a medical facility for further evaluation.

Nearly a Week Exposed to the Sea

The fishermen reportedly spent several days aboard the small open fishing boat without being able to return to shore.

Their relatives described the men as being exposed to sun, rain, heat and cold during their time adrift.

The situation was particularly difficult because the vessel was a small artisanal fishing boat rather than a larger commercial vessel equipped with extensive communication, navigation and emergency systems.

The engine failure therefore left the crew dependent on their remaining supplies, their ability to obtain a communications signal and the possibility of being detected by search-and-rescue forces.

Costa Rica and Panama Worked Together

The rescue also highlighted the importance of cross-border maritime search and rescue cooperation.

Costa Rican authorities had been conducting searches after the fishermen were reported missing. The country’s Coast Guard and the Limón station coordinated with Panamanian authorities as the search area expanded toward Panama.

Once the emergency call reached Panama, SENAN was able to focus resources on the Panamanian side of the Caribbean.

The operation involved maritime and aerial assets, allowing authorities to search a much larger area than would have been possible using a single patrol vessel.

Why Communications Matter in a Maritime Emergency

The incident is another example of how communication equipment can become critical during a maritime emergency.

A disabled vessel can drift many nautical miles from its original position depending on wind, current and sea conditions.

For a small fishing boat, determining its exact position can become extremely difficult when the engine is disabled and communication is lost.

In this case, the fishermen’s attempts to obtain a mobile signal eventually provided a vital connection to emergency services.

The incident also demonstrates why crews operating small vessels should consider carrying reliable emergency communication equipment, life-saving equipment and independent means of determining their position.

A Successful Ending After Days of Uncertainty

After almost a week of uncertainty, the three fishermen were finally located alive.

The rescue brought an end to a search that had begun after their departure from Costa Rica on September 21.

Their survival was followed by medical evaluation in Panama, while arrangements were being made for their eventual return to Costa Rica.

The case serves as a reminder that mechanical failure can quickly become a serious maritime emergency, particularly when a small vessel is operating far from immediate assistance.

It also shows the importance of emergency communications and cooperation between maritime authorities when a vessel crosses or drifts toward international waters.

LockBit 5.0 Claims Attack on Camorim Servicos Maritime

LockBit 5.0 has reportedly listed Brazilian maritime company Camorim Serviços Marítimos. The ransomware claim includes a 14-day data leak countdown.

A Brazilian maritime services company has reportedly been listed by the LockBit 5.0 ransomware operation, raising fresh concerns about cybersecurity risks facing companies working across the maritime and logistics sectors.

Camorim Serviços Marítimos, a company based in Brazil, was reportedly added to a LockBit victim listing on September 28, 2026. The claim has subsequently appeared on several cybersecurity monitoring websites.

However, the available information does not independently confirm that a successful ransomware intrusion took place or establish exactly what information may have been accessed or stolen. The initial information appears to originate from a ransomware group’s own leak-site listing.

According to the information shown in the circulating alert, the attackers have reportedly placed a 14-day countdown before potentially publishing data allegedly obtained from the company.

Who Is Camorim Serviços Marítimos?

Camorim Serviços Marítimos is a Brazilian maritime company headquartered in Niterói, Rio de Janeiro.

The company’s official website lists a range of maritime and offshore activities, including port towing, logistics support for offshore platforms, port manoeuvring, cargo transportation, passenger transportation, dredging support and offshore services. The company also operates shipyard facilities and a fleet that includes different types of tugboats and support vessels.

Brazil’s National Waterway Transport Agency, ANTAQ, also lists Camorim Serviços Marítimos as an authorized maritime company, including activities involving port support, maritime support and cabotage.

That makes the reported incident particularly relevant to the maritime industry because companies such as tug operators, offshore-support providers and port-service companies increasingly depend on connected IT systems to coordinate their daily operations.

What Does the LockBit 5.0 Claim Say?

The reported LockBit listing identifies Camorim Serviços Marítimos and its website domain, camorim.com.br, as the alleged victim.

Cybersecurity monitoring services reported that the listing appeared on September 28, with further reports appearing on September 29.

The circulating alert also claims that the attackers have given the company a limited period before allegedly publishing stolen information.

At the time of writing, however, there is no independently verified public evidence establishing the amount or type of data allegedly taken.

This distinction is important in ransomware reporting. A company appearing on a ransomware group’s leak site does not automatically prove that the attackers successfully accessed internal systems or obtained sensitive information. Threat actors can make claims that later turn out to be incomplete, exaggerated or inaccurate.

One cybersecurity monitoring report specifically described the Camorim listing as an unverified claim and noted that neither the breach nor the alleged stolen data had been independently confirmed.

Why Maritime Companies Are Attractive Cyber Targets

The maritime industry is no longer dependent only on traditional shipboard systems.

Modern shipping operations connect vessels, terminals, offices, agents, suppliers and customers through increasingly complex digital networks.

A maritime company may use IT systems for:

  • Vessel scheduling
  • Port operations
  • Cargo documentation
  • Crew administration
  • Financial transactions
  • Maintenance records
  • Procurement
  • Email communication
  • Customer information
  • Logistics coordination
  • Cloud-based business applications

An attack against an office or logistics provider therefore does not necessarily have to target a ship directly to create operational problems.

For a company involved in port towing or offshore support, even a disruption to basic communication and scheduling systems could potentially create delays in coordinating vessels and personnel.

This is one reason cybersecurity has become an increasingly important part of maritime risk management.

Ransomware Can Become an Operational Problem

Ransomware attacks traditionally involved encrypting files and demanding payment for decryption.

Modern ransomware operations can also use data theft and extortion. In these cases, attackers may attempt to steal company information before disrupting systems and then threaten to publish the data if their demands are not met.

This creates two separate risks for companies.

The first is operational disruption.

Employees may lose access to important systems, files or communication tools.

The second is data exposure.

If sensitive information has actually been stolen, the consequences could potentially continue even after systems are restored.

For maritime businesses, the information held inside corporate networks can include contracts, customer information, invoices, vessel documentation, employee records and operational communications.

The exact information involved in the Camorim case, if any, has not been independently established.

Reports of Credential Exposure

One later cybersecurity report went further, citing intelligence from third-party security researchers and claiming that several employee credentials may have been exposed through infostealer activity.

That report alleged exposure involving passwords and a browser cookie, as well as credentials associated with third-party services. These details have not been independently confirmed by Camorim in the publicly available material reviewed for this article, so they should be treated as allegations rather than established facts.

Credential theft is particularly important in ransomware incidents because attackers do not always need to exploit a sophisticated vulnerability to obtain initial access.

A stolen password, compromised account or successful phishing attack can potentially provide an entry point into a company’s wider digital environment.

The Maritime Industry Needs Stronger Cybersecurity

The reported Camorim case is another reminder that maritime cybersecurity extends far beyond the bridge of a ship.

A vessel can have modern navigation, communication and automation systems while the company operating that vessel may still face serious cyber risks through its shore-based infrastructure.

For shipping companies, port operators, ship managers and maritime service providers, basic security measures remain important.

These include:

  • Multi-factor authentication for important accounts
  • Strong and unique passwords
  • Regular software updates
  • Secure backups
  • Employee phishing awareness training
  • Monitoring of unusual account activity
  • Restricting administrative privileges
  • Separating critical systems from ordinary office networks
  • Regular cybersecurity assessments
  • Clear incident-response procedures

Cybersecurity also needs to be considered throughout the wider maritime supply chain rather than only within individual vessels.

What Happens Next?

The reported LockBit listing included a countdown threatening the possible publication of allegedly stolen information.

Whether any data will actually be released remains to be seen.

At present, the available public information does not establish the full scope of the alleged incident, including how attackers may have gained access, whether systems were encrypted, what information may have been taken or whether the alleged data will eventually be published.

Maritime companies and their customers will therefore be watching for further information from Camorim, Brazilian authorities or credible cybersecurity researchers.

For the maritime sector, however, the broader lesson is already clear: cybersecurity is increasingly part of operational safety and business continuity at sea and ashore.

A ransomware attack does not need to take control of a ship’s navigation system to affect maritime operations. Disrupting the shore-based systems supporting vessels, ports, logistics and communications can also create serious operational challenges.

Update

This article may be updated if Camorim Serviços Marítimos, Brazilian authorities or credible cybersecurity researchers publish additional information about the reported incident.

Hurricane Polo Makes Landfall in Baja California Sur Category 5

Hurricane Polo made landfall in Baja California Sur as a Category 2 hurricane after reaching Category 5 strength offshore with winds near 180 mph.

Hurricane Polo has made landfall in Baja California Sur after becoming one of the strongest hurricanes ever observed in the eastern Pacific. The storm reached Category 5 intensity offshore before weakening to Category 2 as it approached Mexico.

Hurricane Polo has made landfall on the west coast of Baja California Sur, Mexico, bringing hurricane-force winds, heavy rainfall, dangerous surf and the threat of flooding to parts of the peninsula.

The U.S. National Hurricane Center (NHC) reported that Polo moved ashore near Las Barrancas, in the municipality of Comondú, at approximately 06:00 UTC on September 29. At the time of landfall, the hurricane was estimated to have maximum sustained winds of 90–95 knots, making it a Category 2 hurricane on the Saffir-Simpson Hurricane Wind Scale.

The storm’s landfall came only days after Polo underwent an extraordinary period of rapid intensification over the eastern Pacific.

There is a footage recorded from Merchant Ship from hundred of miles away

Polo Exploded From a Tropical Storm Into a Category 5 Hurricane

One of the most remarkable aspects of Hurricane Polo was how quickly it strengthened.

NASA reported that Polo’s maximum sustained winds increased by approximately 90 knots (104 mph / 167 km/h) within 24 hours, taking the storm to Category 5 strength. The National Hurricane Center described the intensification as exceptionally remarkable.

Polo eventually reached maximum sustained winds of approximately 180 mph (285 km/h) and a central pressure near 892 millibars while over the Pacific.

That pressure placed Polo among the most intense hurricanes ever recorded in the eastern Pacific basin. NASA also reported that the storm’s rapid strengthening was among the fastest observed in the region.

The storm’s development was supported by unusually warm ocean waters. NASA reported sea-surface temperatures of up to approximately 32°C (90°F) in the region where Polo intensified, significantly warmer than normal for that time of year.

Why Polo Weakened Before Landfall

Despite its extreme peak intensity, Polo did not reach Baja California Sur as a Category 5 hurricane.

As the system moved northward and eventually turned toward the peninsula, environmental conditions became less favorable. Interaction with land also caused additional weakening.

The NHC estimated that Polo reached Baja California Sur as a Category 2 hurricane with winds of roughly 90–95 knots. After crossing the peninsula, the storm weakened further before moving into the Gulf of California.

This difference between peak intensity offshore and landfall intensity is important. A hurricane can undergo major changes in strength during the days between reaching its maximum intensity and reaching land.

Dangerous Seas and Storm Surge Hit Baja California Sur

Polo also created significant maritime hazards along the Mexican Pacific coast.

Ahead of landfall, authorities warned of dangerous surf, rip currents, storm surge and hurricane-force winds. The Mexican weather service reported waves reaching approximately 8 to 10 metres along parts of the Baja California Sur coast, while storm surge was estimated at around 1.5 to 2.5 metres in affected coastal areas.

These conditions created serious risks for coastal communities, fishing vessels and other maritime operations.

The NHC also warned that dangerous surf and rip currents would remain a concern along parts of the northwest coast of Mexico and Baja California.

For ports and smaller coastal vessels, conditions such as large breaking waves, strong onshore winds and rapidly changing sea states can make normal operations extremely dangerous.

Heavy Rain Brings Flooding and Mudslide Risks

Rainfall became another major threat as Polo moved across Mexico.

The NHC warned that heavy rainfall could produce life-threatening flooding and mudslides, particularly in areas with steep terrain. Baja California Sur and southern and central parts of Sonora were among the areas expected to receive significant rainfall.

Mexico’s weather service also forecast torrential rainfall in parts of Sonora, with some areas potentially receiving 150–250 millimetres of rain.

The combination of saturated ground, mountainous terrain and intense tropical rainfall can produce dangerous flash floods even after the strongest winds have started to weaken.

Polo Crosses the Peninsula and Heads Toward Sonora

After crossing Baja California Sur, Polo emerged over the Gulf of California.

By that stage, the hurricane had weakened to Category 1 intensity. The storm then continued northeast toward mainland Mexico.

The NHC forecast Polo to make another landfall in the Mexican state of Sonora, with the system expected to weaken rapidly after moving inland over the rugged terrain of northwestern Mexico.

That second landfall subsequently occurred near Guaymas, Sonora, on September 29. Reuters reported that Polo had weakened to a Category 1 hurricane with sustained winds around 75 mph as it moved into the region.

Authorities Opened Shelters Before the Storm

Mexican authorities prepared evacuation and shelter measures before Polo reached Baja California Sur.

Around 700 people were reported to have taken shelter in Baja California Sur during the storm, while authorities also deployed personnel and emergency resources in areas expected to be affected.

Early reports indicated that no deaths were reported in Baja California Sur from Polo’s landfall, although flooding, fallen trees and other damage were reported.

The storm had already caused fatalities elsewhere in western Mexico before reaching the peninsula, including deaths associated with flooding in Jalisco.

Polo’s Remnants Could Affect the United States

Polo’s effects are not expected to end at the Mexican border.

The NHC warned that the storm’s remaining circulation and moisture could contribute to heavy rainfall, flash flooding and strong winds across parts of the southwestern United States and southern Plains.

Forecast concerns extended into areas including New Mexico, Arizona and parts of Texas, where tropical moisture interacting with other weather systems could produce significant rainfall.

This is another example of how the impact of a powerful tropical cyclone can continue long after the storm has weakened below hurricane strength.

A Remarkable Hurricane in the Eastern Pacific

Hurricane Polo stands out because of the extraordinary changes it experienced during its life cycle.

The storm rapidly intensified to Category 5 strength over exceptionally warm Pacific waters, reached winds of approximately 180 mph, weakened substantially, and eventually made landfall in Baja California Sur as a Category 2 hurricane.

Its passage created a combination of high winds, dangerous seas, storm surge, heavy rainfall and flooding threats, affecting both coastal communities and maritime operations.

As Polo weakens over Mexico, attention is now shifting toward its remaining rainfall and flooding potential across northwestern Mexico and parts of the United States.

Boat Capsizes Near Mona Island, Coast Guard Rescued 49 People

A makeshift boat carrying 62 people capsized near Mona Island, Puerto Rico, after a machete attack.Coast Guard Rescued 49 people ,three died and 10 remain missing.

A major search and rescue operation is underway near Mona Island, Puerto Rico, after a makeshift vessel carrying dozens of people overturned in the Caribbean Sea.

The incident happened late Sunday near Mona Island, an uninhabited island located west of Puerto Rico. According to the latest information from the U.S. Coast Guard and Associated Press, the boat was carrying 62 passengers when it capsized.

Machete Attack Triggered Panic on the Boat

According to information provided by survivors, a violent confrontation broke out aboard the vessel before it overturned.

One passenger reportedly attacked others with a machete, causing serious injuries and creating panic among the people on board. As the situation escalated, numerous passengers entered the water.

The passengers were reportedly not properly equipped for the emergency, making the situation even more dangerous once they were separated from the overturned vessel.

The exact reason for the attack has not been established. U.S. Coast Guard spokesperson Ricardo Castrodad said the incident created a situation of panic, but authorities had not determined what triggered the confrontation.

Survivors Spent Hours in the Water

The incident became particularly serious because the people who entered the sea were left in open water for many hours.

Survivors spent more than 12 hours in the water before a passing vessel spotted people near Mona Island on Monday.

The passing vessel reported the emergency to authorities and helped rescue four people before Coast Guard assets arrived. The Coast Guard subsequently expanded the search using vessels and aircraft.

The location of the incident also presented significant challenges. Mona Island is positioned in the Mona Passage, the maritime route separating Puerto Rico from the island of Hispaniola, which is shared by the Dominican Republic and Haiti.

Coast Guard Search Continues

The latest update indicates that 49 people have been rescued, while three bodies have been recovered.

Authorities are still searching for 10 missing people.

Coast Guard helicopters have been operating around Mona Island and nearby waters as crews continue looking for survivors.

The initial Coast Guard report on Monday said at least 40 people had been rescued and two people had died. The numbers increased as the search operation continued and additional survivors and victims were located.

Most Passengers Were Reportedly From the Dominican Republic

The U.S. Coast Guard said the majority of people aboard the vessel were migrants from the Dominican Republic, while two passengers were believed to be from Haiti.

Authorities have not publicly established the full circumstances surrounding the voyage or the vessel’s origin.

The Mona Passage has previously been used by people attempting to reach Puerto Rico aboard small and often poorly equipped vessels. The route can expose such boats to significant maritime risks, particularly when vessels are overloaded or lack proper safety equipment.

Mona Passage Has Seen Previous Deadly Boat Incidents

The latest accident is not the first deadly incident involving an overloaded or makeshift vessel in the waters around Puerto Rico.

In June 2022, a boat carrying Haitian migrants capsized in open waters northwest of Puerto Rico. Eleven Haitian women and girls died in that incident.

The repeated accidents highlight the dangers associated with attempting long maritime crossings in small vessels that may lack sufficient stability, lifesaving appliances and emergency communications.

For those involved in the latest incident, the danger was compounded by the onboard violence, the subsequent capsize and the long period survivors spent exposed in the sea.

Search Operation Remains Ongoing

The U.S. Coast Guard and partner agencies are continuing their search around Mona Island for the remaining missing passengers.

With 10 people still unaccounted for, authorities have not yet concluded the search operation.

The incident also demonstrates how quickly a situation aboard a small vessel can develop into a mass maritime emergency. What began as an altercation on board ultimately resulted in a vessel overturning, dozens of people entering the water and a large-scale search and rescue response.

Further updates are expected as search crews continue their operations.

Saudi Arabia Crude Oil Exports highest Since Iran War Began

Saudi Arabia is restoring an important alternative route for its crude exports while oil shipments through the Strait of Hormuz are also showing signs of recovery.

The developments come as tanker operators continue to face security concerns in and around the Gulf, with producers using pipelines, conventional tanker loading and ship-to-ship (STS) transfers to keep crude moving to international markets.

Saudi Arabia Restarts East-West Pipeline Exports

Saudi Arabia has resumed oil exports through its East-West Pipeline after repairs following drone attacks earlier in September.

The pipeline can transport up to approximately 7 million barrels per day and provides Saudi Arabia with a route to the Red Sea coast that avoids the Strait of Hormuz. Around 3.5 million barrels per day is currently being transported through the system, according to information attributed to Bloomberg.

Some of this crude is being directed toward Yanbu, allowing exports to reach international markets without passing through the Gulf chokepoint.

The restart gives Saudi Arabia additional flexibility at a time when security concerns continue to affect shipping in the region. However, the Red Sea route also faces security risks linked to attacks on energy infrastructure.

Oil Tanker Shipments Through Hormuz Also Increase

At the same time, crude shipments through the Strait of Hormuz have begun to recover.

Seven VLCCs (Very Large Crude Carriers) loaded approximately 14 million barrels of crude at Saudi Arabia’s Ras Tanura terminal.

Saudi crude flows through Hormuz reportedly averaged around 2.9 million barrels per day in September.

The figures indicate that, despite continuing security concerns, some tanker operators and oil producers have gradually increased their use of the traditional Gulf export route.

For the maritime industry, the development is significant because the Strait of Hormuz remains one of the world’s most important passages for crude oil and other energy shipments.

Ship-to-Ship Transfers Increase Around Oman

Another important development has been the increase in ship-to-ship (STS) oil transfers around Oman.

STS operations allow crude to be transferred between tankers at sea before continuing toward the final destination. In recent weeks, these operations have become an important part of how some companies manage transportation risks in the region.

Crude volumes involved in STS operations around Hormuz reached approximately 2.5 million barrels per day in September, compared with around 1.4 million barrels per day in August.

The increase means more tanker activity outside conventional terminal-to-terminal voyages.

However, STS operations can add complexity and cost to the transportation chain. Tanker owners and charterers must consider additional operational requirements, insurance costs, security risks and elevated war-risk premiums.

Hormuz Traffic Remains Below Normal Levels

Although oil shipments are recovering, overall commercial traffic through the Strait of Hormuz has not returned to its previous level.

Before the latest security crisis, around 125 large commercial vessels were reported to pass through the strait each day. Current traffic remains significantly lower.

Some tanker operators are also taking additional precautions when operating in the region.

The combination of higher insurance costs, security concerns and increased war-risk premiums continues to influence voyage planning and vessel deployment.

There have also been reports of vessels navigating with their AIS transmissions switched off, although AIS gaps can have different causes and should not automatically be interpreted as evidence of suspicious activity.

What This Means for Tanker Shipping

For the tanker market, the situation is creating a complicated operating environment.

Saudi Arabia is currently using several methods to maintain crude exports:

  • The East-West Pipeline provides an alternative route to the Red Sea.
  • Gulf terminals such as Ras Tanura continue to load large crude tankers.
  • VLCCs are carrying substantial volumes of Saudi crude.
  • STS operations around Oman are being used more frequently.
  • Tanker operators continue to assess security risks before entering the Strait of Hormuz.

For ship operators, the situation remains closely connected to voyage planning, security assessments, war-risk insurance, bunker costs and freight rates.

The Impact on Tanker Crews

The changing pattern of oil transportation also has direct implications for tanker crews.

Voyages in the region can involve additional security briefings, revised passage plans, increased communication with company security departments and closer monitoring of developments ashore.

For vessels operating near high-risk areas, bridge teams may also need to pay particular attention to:

  • Updated navigational warnings
  • Company security instructions
  • AIS and communications procedures
  • Safe anchorage and STS requirements
  • Piracy and armed-attack precautions
  • War-risk insurance requirements
  • Changes to the vessel’s planned route

The exact procedures depend on the vessel, company and applicable security requirements.

Oil Flows Recover, But the Maritime Situation Remains Uncertain

The latest developments show two trends happening at the same time.

Saudi Arabia has restored part of its alternative export capacity, while crude shipments through Hormuz and STS activity around Oman have also increased.

For the global tanker industry, this means crude continues to move despite the disruption, but the routes and operating methods used to transport it are changing.

The Strait of Hormuz remains a critical chokepoint for global energy transportation, and tanker operators continue to balance commercial requirements with security and operational risks.

As Saudi oil exports recover, the next question for the shipping industry will be whether overall vessel traffic through Hormuz can return closer to normal levels.

Oil Tanker Towed After Engine Failure in Dardanelles Strait

A Liberian-flagged oil tanker was taken under tow after suffering a engine failure while sailing through the Dardanelles Strait in Türkiye.

Vessel Details

  • Vessel: Baltic Star
  • Flag: Liberia
  • Ship type: Oil tanker
  • Year built: 2006
  • Length: 181.5 meters
  • Beam: 27.38 meters
  • Condition at the time: No cargo onboard
  • Voyage: Spain to Tuzla
  • Incident location: Near Nara, Dardanelles Strait
  • Cause: Machinery failure
  • Pollution: None reported
  • Assistance: Rescue-13, Rescue-17 and pilot captain
  • Final location: Dark Harbor Anchorage Area, Çanakkale

The incident involving the Baltic Star occurred on September 26, 2026, near Nara, an area located along the Dardanelles Strait.

According to the available information, the tanker was not carrying cargo at the time of the incident. The vessel was sailing from Spain toward Tuzla when its machinery problem left it unable to continue the voyage normally.

Tugboats Assist Disabled Tanker

Following the machinery failure, the incident was coordinated by the Dardanelles Ship Traffic Services Center.

Three vessels were involved in assisting the tanker: tugboats Rescue-13 and Rescue-17, together with a pilot captain.

The Baltic Star was successfully taken under tow and moved away from the immediate area of the incident.

There were no reports of pollution following the machinery failure.

Baltic Star Anchored Safely

After being towed, the tanker was safely brought to the Dark Harbor Anchorage Area in Çanakkale, where it remained at anchor.

The incident caused a temporary operational issue for the tanker, but the available information does not indicate any injuries, cargo release, or environmental pollution connected with the machinery failure.

Fire Breaks Out on Cargo Ship Near Mykonos, 29 Evacuated

A fire broke out aboard the Greek-flagged Ro-Ro cargo ferry BLUE CARRIER 2 in the Aegean Sea on Friday morning, September 25, 2026.

  • Vessel: BLUE CARRIER 2
  • Flag: Greece
  • Type: Ro-Ro cargo ferry
  • Location: Aegean Sea, north of Mykonos and east of Andros
  • Date: September 25, 2026
  • Fire reported: Approximately 8:57 AM local time
  • People on board: 29
  • Crew: 28
  • Truck driver: 1
  • Cargo: 166 trucks and 29 cars
  • Reported fire location: Garage Deck No. 4
  • Injuries: None reported
  • Evacuation: Completed using the vessel’s lifeboats
  • Destination of evacuees: Tinos

The vessel was sailing north of Mykonos and east of Andros when a fire was reported inside one of its vehicle garage decks. All 29 people on board were safely evacuated, and no injuries have been reported.

Fire Starts Inside a Truck on Garage Deck

According to information released by the vessel’s operator, Attica Group, the fire started at approximately 8:57 AM local time.

Initial information indicates that the fire began inside a commercial truck parked on Garage Deck No. 4.

The BLUE CARRIER 2 was carrying a total of 166 trucks and 29 cars at the time of the incident.

Because the fire started inside a vehicle garage, firefighting operations presented an additional challenge. Fires involving trucks and other vehicles can spread quickly in enclosed Ro-Ro decks, where vehicles are parked close together.

There were 29 people aboard the vessel, including 28 crew members and one truck driver.

All of them were evacuated from the BLUE CARRIER 2 using the vessel’s own lifeboats.

Nearby vessels and units from the Hellenic Coast Guard responded to the incident and assisted with the evacuation. The evacuated passengers and crew were subsequently transported safely to the island of Tinos.

Authorities reported that no injuries have been recorded.

Firefighting Operation Underway

Several emergency units were sent to the scene after the fire was reported.

Hellenic Coast Guard patrol boats, firefighting speedboats from Syros and Lavrio, and specialized tugboats responded to the vessel.

One of the vessels involved in the operation was the firefighting tug Aigaion Pelagos.

Firefighting teams focused on the fire inside the garage deck while also cooling the ship’s external steel structure. Cooling the surrounding areas is important during a shipboard fire because high temperatures can weaken structures and allow the fire to spread to nearby spaces.

BLUE CARRIER 2 Fire: What Happens Next?

The main focus of the ongoing response is to contain and extinguish the fire and prevent it from spreading to other parts of the vessel.

The cause of the fire has not yet been fully established. Initial information points to a commercial truck on Garage Deck No. 4, but further investigation will be required to determine exactly how the fire started.

Authorities and the vessel operator are expected to provide additional information as firefighting and safety operations continue.

For now, the successful evacuation of all 29 people means that the immediate priority of protecting those on board has been achieved without reported injuries.

4 Filipino Seafarers Confirmed Dead, 1 Missing in Strait of Hormuz

Four Filipino seafarers have been confirmed dead following maritime incidents connected to the Strait of Hormuz, while another Filipino seafarer remains missing, according to the latest information from the Philippine Department of Migrant Workers (DMW).

The DMW continues to monitor the situation and coordinate with authorities and other organizations involved in search and assistance operations.

The latest figures were reported by DMW Secretary Hans Leo Cacdac on September 24. He said four Filipino seafarers had died in incidents involving vessels in the Strait of Hormuz, while one remains missing.

Maritime Security Situation Remains Serious

The Strait of Hormuz remains one of the world’s most closely watched shipping routes as attacks and other security incidents continue to affect commercial vessels in the region.

The International Maritime Organization (IMO) has recorded numerous confirmed incidents involving merchant ships and seafarers in and around the Strait of Hormuz.

As of September 24, the IMO had recorded 85 confirmed incidents in the wider Middle East maritime security situation. Its list includes the September 23 incident involving the CAPE DAO, where one seafarer was killed. Other recent incidents include attacks or damage involving vessels such as AL MARYAH, LR STEPHANIE, TREND, EL GAIA and HERCULES STAR.

Earlier in September, the Saudi-flagged tanker SIDR was also attacked near the Strait of Hormuz. Two Filipino seafarers on board the tanker were killed, while 14 other Filipino crew members were later safely repatriated to the Philippines.

The IMO has warned about the continuing danger to merchant ships and crews. On September 16, the organization said it had verified 80 attacks on merchant vessels in and around the Strait of Hormuz since the beginning of the current conflict, resulting in at least 22 seafarer deaths at that point.

Filipino Seafarers Have the Right to Refuse High-Risk Voyages

The latest developments have again highlighted the right of Filipino seafarers to refuse sailing into high-risk or warlike areas.

The DMW has repeatedly stated that Filipino seafarers can exercise this right when their safety is at risk. In September, DMW Secretary Hans Leo Cacdac said around 1,500 Filipino seafarers had exercised their right to refuse sailing over the previous three years, including about 500 during 2026.

The Philippine government has also specifically warned about the security situation around the Strait of Hormuz.

DMW guidance states that seafarers exercising their right to refuse sailing should not face prejudice because of that decision. Relevant measures can include repatriation and compensation, depending on the applicable rules and agreements.

In early September, 10 Filipino seafarers from the general cargo ship Dema M were repatriated after refusing to sail through the Strait of Hormuz because of security concerns.

Why the Strait of Hormuz Is a Major Concern for Seafarers

The Strait of Hormuz is a critical maritime chokepoint connecting the Persian Gulf with the Gulf of Oman and the wider Arabian Sea.

Thousands of seafarers work on tankers, container ships, bulk carriers, gas carriers and other commercial vessels operating in the region.

Recent attacks have demonstrated that the risks are not limited to a particular type of vessel. Merchant ships and their crews can be exposed to projectile attacks, fires, damage and other security incidents while operating in or near the waterway.

At the same time, shipping traffic through the Strait has fallen sharply during the ongoing crisis. Reuters reported that only two commodity vessels crossed the Strait on September 21, compared with a pre-conflict average of around 125 large commercial vessels per day.

Safety Must Remain the Priority

For seafarers, the latest fatalities are another reminder that maritime security decisions can have direct consequences for people working at sea.

Shipowners, operators and manning agencies have responsibilities to assess voyage risks and implement appropriate security measures. The DMW has also emphasized that Filipino seafarers should be given the ability to make informed decisions when facing high-risk voyages.

Four Filipino seafarers have now been confirmed dead in connection with incidents in the Strait of Hormuz, while one remains missing.

The search for the missing seafarer and the investigation into the incidents remain ongoing.

Shadow Fleet Russian Tankers Expands to 3,154 Ships in August 2026

The global shadow fleet reached 3,154 vessels in August 2026 as 60 ships joined and oil flows rose to 326.5 million barrels.

The global shadow fleet continued to grow in August 2026, with 60 vessels added to the fleet during the month and only 11 removed.

That created a net increase of 49 vessels, pushing the total shadow fleet to 3,154 ships. According to the August data analysed by Kpler Risk & Compliance, this was the highest fleet level recorded during the previous 12 months.

The increase was also faster than in recent months. July saw 33 vessels added and 21 removed, while August brought almost twice as many additions and significantly fewer removals.

But the size of the fleet is only part of the story. The vessels joining the shadow fleet were also actively involved in oil trading, with the new August group linked to approximately 19.3 million barrels of oil movements during the month.

What Is the Shadow Fleet?

The term shadow fleet is generally used for vessels involved in restricted or higher-risk oil trades while operating outside some of the traditional shipping structures.

Depending on the methodology used, vessels can be identified as part of the shadow fleet when they combine restricted cargo activity with indicators such as:

  • Opaque or unknown ownership or management
  • Lack of IACS classification
  • No recognised IGP&I insurance
  • AIS gaps or suspicious AIS behaviour
  • AIS spoofing
  • False flag activity
  • Dark ship-to-ship transfers
  • Other vessel identity or operational irregularities

Importantly, these indicators do not necessarily mean that every vessel has committed an illegal act. They are risk indicators used for maritime compliance and due diligence.

This distinction is important because the shadow fleet is not simply a list of sanctioned ships.

60 Vessels Joined the Fleet in August

August was particularly notable for the speed of fleet expansion.

A total of 60 vessels entered the shadow fleet, while 11 vessels were removed. This resulted in a net increase of 49 ships.

The cumulative figure increased from approximately 3,105 vessels in July to 3,154 in August.

The monthly growth rate reached +1.58%, the strongest positive monthly result in the 12-month period covered by the analysis.

July, by comparison, recorded monthly growth of only 0.39%.

The difference came from both sides of the equation: more vessels entered the fleet while fewer were removed.

Whether August marks the beginning of a longer period of rapid growth remains to be seen. However, the month clearly broke away from the relatively stable fleet size seen between April and July.

Shadow Fleet Oil Flows Reach 326.5 Million Barrels

The increase in vessel numbers was accompanied by continued commercial activity.

Shadow fleet vessels moved approximately 326.5 million barrels (MMbbl) of oil in August, compared with around 322.7 million barrels in July.

That represents an increase of approximately 1.2% in one month.

Crude oil remained the dominant product, reaching 202.8 MMbbl, or roughly 62% of all recorded August flows.

Other products included:

  • Fuel oil: 23.8 MMbbl
  • Diesel: 13.2 MMbbl
  • Naphtha: 14.7 MMbbl
  • Gasoil: 11.7 MMbbl
  • Jet fuel: 6.8 MMbbl
  • Other products: 24.3 MMbbl

The overall product mix did not change dramatically from July. The main difference was the continued increase in crude volumes.

Russia Remains a Major Origin, but the Picture Is More Complicated

Russia remained the largest named origin for shadow fleet oil flows in August.

However, Russian-origin volumes declined from 69.8 MMbbl in July to 62.6 MMbbl in August, a reduction of roughly 10%.

Russia still represented approximately 19% of total August flows.

One of the most significant changes came from Iraq.

Iraq-linked shadow fleet flows increased from approximately 10.9 MMbbl in July to 27.5 MMbbl in August, an increase of more than 150%.

The United States also increased, reaching approximately 26.5 MMbbl, while Turkey recorded around 12.7 MMbbl and Nigeria approximately 11.1 MMbbl.

Meanwhile, flows associated with Saudi Arabia, Venezuela and Libya declined.

The largest category, however, was not a single country.

The “Others” category accounted for approximately 135.9 MMbbl, representing around 42% of August flows.

This shows why looking only at one country or one sanctions programme does not provide a complete picture of shadow fleet activity.

Where Did the Oil Go?

The destination data was similarly fragmented.

India was the largest named destination, receiving approximately 31.0 MMbbl in August.

China followed with 27.2 MMbbl.

However, both countries recorded lower volumes than in July. India fell from 37.4 MMbbl, while China’s volumes declined from 35.4 MMbbl.

Italy moved in the opposite direction.

Italian destinations increased from approximately 20.7 MMbbl in July to 27.5 MMbbl in August, placing Italy slightly ahead of China among the largest named destinations.

The Netherlands reached approximately 16.9 MMbbl, while Turkey increased to around 14.3 MMbbl.

Malaysia experienced one of the sharper declines, falling from 15.5 MMbbl to 7.0 MMbbl.

Again, the largest category was “Others”, which increased to approximately 165.4 MMbbl.

That represented about 51% of total August destination flows.

In other words, more than half of the recorded activity was spread across destinations outside the largest named markets.

Why the New August Vessels Matter

The 60 vessels added during August deserve particular attention.

These ships were not simply added to a database and then left inactive.

The August additions were linked to approximately 19.3 million barrels of oil movements during August, compared with about 12.7 million barrels in July for the same group.

This was the highest monthly volume associated with this cohort during the 12-month period analysed.

Crude oil accounted for approximately 13.1 MMbbl, representing about 68% of the group’s August activity.

Iraq was the largest origin for this group at approximately 7.1 MMbbl, followed by Saudi Arabia at 4.5 MMbbl and Russia at 3.0 MMbbl.

On the destination side, the picture was again highly dispersed.

The “Others” category accounted for around 10.5 MMbbl, or approximately 54% of the group’s August flows.

China was the largest named destination at 3.6 MMbbl, followed by India, Italy, Taiwan and the United States.

Lack of Insurance and Classification Stands Out

One of the most notable findings from the August additions was the level of structural risk indicators.

Of the 60 newly identified vessels:

  • 32 had no IGP&I coverage
  • 31 had no IACS classification
  • 13 were associated with Dark STS activity
  • 8 had an unknown ISM Manager
  • 6 were linked to AIS spoofing

These figures are not mutually exclusive. A single vessel can have several of these characteristics at the same time.

The combination is particularly relevant from a compliance perspective.

A vessel without recognised insurance or classification already requires additional due diligence. When this is combined with opaque management, AIS manipulation or Dark STS activity, the risk picture becomes considerably more complex.

Dark STS and AIS Activity Require Attention

Ship-to-ship transfers are a normal part of tanker operations.

However, Dark STS activity refers to transfers where vessels attempt to operate without normal AIS visibility or where satellite monitoring identifies suspicious activity during AIS gaps.

AIS spoofing is another important indicator.

Instead of simply losing its AIS signal, a vessel may transmit misleading information about its identity or position.

For compliance and risk teams, these behaviours can make it harder to establish:

  • Where a vessel has actually been
  • What cargo it carried
  • Which vessels it interacted with
  • Where cargo was transferred
  • Which companies were involved in the voyage

This is why vessel-level tracking and voyage history can be important alongside traditional sanctions screening.

Shadow Fleet Is More Than a Russia Story

One of the most interesting points from the August data is the geographical spread of the activity.

Russia remains an important source of shadow fleet oil, but the data shows significant volumes connected with Iraq, the United States, Saudi Arabia, Venezuela, Libya, Turkey and Nigeria, among others.

Destinations are equally diverse.

India and China remain major markets, but Italy, the Netherlands, Turkey and a large number of other destinations also appear in the data.

This makes the shadow fleet a much broader maritime compliance issue than simply tracking Russian oil.

For shipowners, charterers, insurers, brokers and other companies involved in tanker operations, the challenge is increasingly about understanding the individual vessel, cargo, voyage and counterparties.

What Does This Mean for the Shipping Industry?

The August numbers show three developments happening at the same time.

First, the shadow fleet became larger.

Second, the vessels involved continued to move significant volumes of oil.

Third, many of the vessels entering the fleet showed indicators associated with weaker transparency or reduced links to established maritime institutions.

For compliance departments, this means that sanctions-list screening alone may not provide the full picture.

Vessel ownership, ISM management, classification, insurance, AIS history, STS activity, previous voyages and cargo movements can all become relevant when assessing a vessel.

For seafarers, the growth of the shadow fleet also raises questions about operating standards, vessel condition, insurance arrangements and the level of support available to crews working on higher-risk ships.

August 2026: The Bigger Picture

August was the strongest month for shadow fleet expansion in the 12-month period covered by the data.

60 vessels were added, 11 were removed and the total fleet reached 3,154 vessels.

At the same time, shadow fleet oil movements reached approximately 326.5 million barrels, with crude accounting for almost two-thirds of the total.

The vessels joining the fleet during August were also commercially active, accounting for approximately 19.3 million barrels of August flows.

The most important point is therefore not simply that the shadow fleet is getting bigger.

It is that the fleet continues to be commercially active while displaying a mixture of structural and behavioural risk indicators.

As the tanker industry continues to deal with sanctions, insurance restrictions and changing trade routes, monitoring these vessels will remain an important issue for shipping companies and maritime compliance teams.

Source: Kpler Risk & Compliance, August 2026 shadow fleet analysis. Figures and classifications are based on the methodology and dataset described in the source analysis.

Indian Seafarer Killed in Attack on Bulk Carrier Cape Dao Off Oman

An Indian seafarer has been killed after the Antigua and Barbuda-flagged bulk carrier MV Cape Dao was attacked off the coast of Oman near the Strait of Hormuz on September 23.

The vessel was reportedly sailing toward India when it came under attack near Musandam Governorate, an area close to one of the world’s most important shipping routes.

Cape Dao Attacked Near Musandam

According to Omani authorities, the Cape Dao was targeted approximately 2.5 nautical miles (4.6 km) off the coast of Musandam.

The attack caused a fire in the vessel’s engine room and left the ship in a dangerous condition. The Royal Navy of Oman responded to the incident and evacuated 27 crew members from the vessel. The rescued seafarers were taken ashore and provided with medical assistance.

Reports from maritime and Indian sources said the vessel was struck by two projectiles, with some reports describing them as torpedoes. The reported impacts were on the port side of the ship, including areas around the accommodation and engine room. However, no party has publicly claimed responsibility for the attack.

One Indian Seafarer Killed

The Indian Embassy in Oman confirmed that one Indian national died in the attack.

The deceased seafarer was identified by the Forward Seamen’s Union of India as Suraj Yadav, a wiper from Deoria, Uttar Pradesh. Indian authorities said they were coordinating with Omani authorities regarding the surviving crew and arrangements for the repatriation of the deceased seafarer’s remains.

The Cape Dao had 28 crew members on board. Indian government and media reports have differed slightly on the number of Indian nationals aboard, with the Indian Embassy referring to 19 Indian nationals among the crew and other reports citing 20.

India Condemns Attack on Commercial Shipping

India’s Ministry of External Affairs described the continuing attacks against commercial shipping in the region as “deeply worrisome.”

The Indian Embassy in Muscat said it was working with Omani authorities to monitor the situation and support the affected crew members.

The incident adds to growing security concerns for merchant ships and seafarers operating around the Strait of Hormuz, where commercial vessels remain exposed to regional security risks.

MV Cape Dao: Vessel Details

The MV Cape Dao is an Antigua and Barbuda-flagged bulk carrier, identified as IMO 9219020.

According to available vessel information, the ship was built in 2002 and is approximately 289 metres long, with a beam of around 45 metres and a gross tonnage of approximately 84,448.

The vessel was reportedly travelling from Mina Saqr in the UAE toward India when the incident occurred.

Strait of Hormuz Remains a High-Risk Area for Seafarers

For merchant seafarers, the incident highlights the risks faced by crews operating around the Strait of Hormuz and the Gulf of Oman.

The Cape Dao attack resulted in the loss of one seafarer’s life, while 27 others had to be evacuated by an Omani naval vessel.

At the time of reporting, the responsibility for the attack had not been publicly established.

Maritime Tips will continue to follow developments surrounding the Cape Dao and the safety of commercial shipping in the region.

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