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At the quay in Kapelle-op-den-Bos, a pipe burst during cargo operations of the 'Aviso', carrying cement, causing a cloud of cement to be released on April 16, 2025, at around 9 a.m.The accident occurred at the Etex factory, formerly Eternit, on the Brussels-Scheldt-Maritime Canal. The fine cement dust spread around the ship and settled on various locations in the centre of the municipality. The center of Kapelle-op-den-Bos was also affected. Cement has also ended up on the ship itself. This must be removed too, but first and foremost everything was being done to prevent the cement from ending up in the water of the cana. In order to coordinate the emergency services, the municipal disaster plan was announced, which was lifted just before 2 p.m. There were no injuries, one person was taken to hospital for a check-up, but has since been released. Etex immediately took the necessary action, and the competent services were on site and are monitoring the situation. The remaining cement residue formed a fine layer and was mainly located at the West dike up to the Borms St. on the bridge and in the Karel Muyldermanslaan. The civil protection and fire brigade sprayed the cement on the public domain with water, so that it flowed into the public sewer. It esd requested to clean areas and materials on private property with water. Tesidents were asked to ensure that the cement does not come into contact with their skin or eyes. It was recommended to use appropriate protective equipment such as a face mask and gloves when spraying away, which were made available at the reception of the administrative centre. Anyone living in the area who has suffered any damage as a result of the incident or whose car was parked in the impacted streets can report this to Etex via, Bo.huberland@etexgroup.com, Silke.mons@etexgroup.com or 015 71 77 20. Reports with photos: https://www.hln.be/kapelle-op-den-bos/leidingbreuk-tijdens-lossen-vrachtschip-veroorzaakt-cementwolk-in-centrum-kapelle-op-den-bos~ab480572/ https://www.nieuwsblad.be/cnt/dmf20250416_94062442 https://www.kapelle-op-den-bos.be/incident-16-april-2025

arrived Chittagong Anchorage 16.04.25

An interim factfinding report on the allision of the' Maersk Shekou' at Fremantle on Aug 22, 2024, which was published on April 17, 2025, suggested that the vessel's helmsman and pilots were operating with different goals. The helmsman was actively steering to maintain a heading of 083 degrees, his last received helm order. Meanwhile, the pilots were trying to make an emergency turn to port, using full ahead thrust, assist tugs, bow thrusters and the port anchor, They unaware that their helmsman was applying starboard rudder to counteract them. Early on Aug 22, the 'Maersk ShekouÄ began heading inbound into Fremantle's harbour and took aboard two pilots. The primary pilot assigned for the transit was fatigued, so the backup pilot took charge during the master/pilot exchange. At about 06.10 a.m., as they entered the narrow entrance channel for the inner port, southwesterly winds picked up to about 40 knots on the starboard quarter. The ship began to swing to starboard. The pilot ordered the helmsman to steer 083; the helmsman correctly acknowledged the order at about 0613:45 a.m. This was the heading that the helmsman would try to maintain throughout the final minutes of the casualty sequence. At the time that the order was given, the helmsman had the rudder hard to port to counteract the effects of the strengthening wind. It wasn't enough to do the job, and the 'Maersk Shekou's heading was about four degrees off to starboard (087). The master suggested going to full ahead to increase steering forces, and at about 0614:34 a.m. the pilot agreed. There was a pier ahead, and they needed to turn to port fast in order to enter the harbor. With more power and a series of assist tug movements, the 'Maersk Shekou' began to swing back to port. As it swung back from 087 through 086, the helmsman moved to check the swing: he brought the helm to midships, then briefly to 33 degrees starboard. The vessel steadied up squarely on 083, the last ordered heading he had received, which was straight towards the pier. The pilot was unsure why the vessel had stopped swinging to port, and at 615:33 a.m. he told the secondary pilot that something was wrong. The secondary pilot had been on a phone conversation at the back of the bridge and had not been involved in the back-and-forth among the bridge team, but he interrupted the call and joined the decisionmaking process. Together, without checking in with the helmsman, they began working the assist tugs to try to turn Maersk Shekou to port. The rudder was amidships at this point, and the helmsman was maintaining a steady heading of 083.5 towards the moored tall ship 'Leeuwin II', now less than a ship length away, with the boxship full ahead and making seven knots. At 0615:54 a.m., the master put the bow thrusters full to port. At 0616:10 a.m., the secondary pilot ordered stop engines, then full astern, and the master ordered the crew to prepare to drop the port anchor. Beginning at 0616:21 a.m., as these emergency measures to turn to port were under way, the helmsman applied more starboard rudder to try to counteract the effort to turn to port. The rudder would be over to starboard as much as 29 degrees over the course of the next minute. At 0616:49 a.m., the engines reached full astern and the 'Maersk Shekou' began to slow. The anchor, tugs and bow thruster managed to start a swing to port, but not fast enough to avert an allision. At about 0618 a.m., the 'Maersk Shekou' hit the 'Leeuwin II' at about three knots. The 'Maersk Shekou' came to a full stop by about 0618:30 a.m., but continued to spin in place. The bow thrusters were still on full to port, and the ship was swinging to port at about 13 degrees per minute. At 0619:52 a.m., the master noted to the pilots that the bow thrusters were still running with full power to port, and the thrusters were shut down,but not quickly enough to prevent contact in the narrow confines of the harbour. 40 seconds later, a stack of containers on the 'Maersk Shekou's starboard quarter hit the roof of the Western Australia Maritime Museum. The ship's hull scraped along the wharf for a short distance, damaging the quayside and breaching a small section of the hull plating above the waterline. The ATSB continues its investigation and will release its full report, including its formal conclusions, when it has completed its review. Interim report: https://www.atsb.gov.au/sites/default/files/2025-04/MO-2024-001%20Interim%20report.pdf

On April 16, 2025, at 1.15 a.m. the 'Anaconda', sailing on the Rhine en route from Frankfurt upon the Main to the Hanau Oil Tankking, was in collision with another tank barge near the Loreley at St. Goarshausen, loaded with 1400 tons gasoline, with an unloaded tank barge. After the ships hit sideways, the tanker got stuck on the right river embankment at river kilometre 553,600. There was a small water ingress, but the crew was able to patch the leak. The other ship could continue its voyage as it had remained undamaged, before the Rhine was barred for ship traffic between Bingen and St. Goar. The tanker could be refloated at 9.30 a.m. by the inland container ship 'Belicha' (MMSI: 244660037), en route from Antwerp to Ludwigshafen, and berthed in Bendorf, where it remained stationary as of April 17. The river was released for ship traffic after the successful salvage. Reports with photos: https://www.swr.de/swraktuell/rheinland-pfalz/koblenz/schiffsunfall-st-goarshausen-rhein-schifffahrt-gesperrt-100.html https://www.schuttevaer.nl/nieuws/actueel/2025/04/16/tanker-op-de-rijn-vaart-in-oever-na-aanvaring/

On April 3, the lift of the 'Loch Portain' was out of order. As a consequence, the operator CalMac amended the Berneray-Leverburgh timetable until May 9. The amended timetable was allowing the crew to support passengers who required assistance, and met statutory requirements for crew hours of rest. Replacement parts for the repair have been ordered for the lift. CalMac issued an amended timetable valid until May 9: https://www.calmac.co.uk/en-gb/service-status/#/service-status/065?route=23

On April 15, 2025, the Canadian Coast Guard responded to an assistance call of the 'Ocean Swell' off the coast of Newfoundland. The Coast Guard deployed its fishing support vessel 'Teleost' (IMO: 8714346 ) was deployed to provide assistance to the disabled fishing vessel. It was taken in tow and safely pulled to St. John's harbour for repairs. Video: https://www.tiktok.com/@mudders_adventures/video/7493676415225728262?is_from_webapp=1&sender_device=pc

The 'Nordkappfangst' was destroyed by a fire, which broke out in the engine room, on the evening of April 12, 2025. off Honningsvåg, outside Nordvågen in the Nordkapp municipality. while catching shrimps. The skipper Stig Ivar Pettersen was down to pack some shrimp, when suddenly there was smoke around him, and he heard the alarms. Pettersen tried to reach the fire extinguisher, but had to give up because of the smoke. He contacted the fishing boat "Amalie Sofie" that was nearby, via coastal radio. Captain Arnt Magne Johansens alerted his deckhand Even Vigeland (29), wjho had his first week on the shrimp trawler. They could only see a red dot in the middle of the sea. Also the rescue helicopter SAR Queen was on its way, but the fire developed so quickly that it did not arrive in time. Pettersen and his deckhand put on their life jackets and survival suits. The "Amalie Sofie" arrived about five minutes later. It was dark, visibility was poor, and the weather conditions were bad. The crew of the 'Nordkappfangst' was standing on the deck before they had to jump into the water to escape the rapidly spreading flames. One of them was drifting behind the boat, where the flames were the worst. Johansen and Vigeland had to circle around the burning shrimper, but managed to throw a rope. After a short time, both fishermen were rescued. Pettersen had inhaled a lot of smoke, which meant that he had to wear an oxygen mask for 20 minutes in the ambulance. Report with photos: https://www.vg.no/nyheter/i/xmv2jl/fiskebaat-i-full-fyr-maatte-hoppe-i-sjoeen

On Aprl 15, nearly 70 people, including families, colleagues of the fishermen and leaders of the Coronel area, boarded the Navy vessel "Janequeo" to travel to the area where the "Bruma" sank and bid farewell to the seven fishermen who have been missing since March 30. This followed the Navy's decision on April 14 to suspend the search for the seven fishermen after 17 days. They are the skipper José Luis Medel Sepúlveda, José Luis Medel González, his son Juan Jorge Muñoz Balladares, José Fernando Carrasco González, Julio Eduardo Gallardo Díaz, Carlos Hugo Escárate Ramírez and Jonathan Daniel Torres Saldaña. At the site, near the bay of Santa María Island, an ecumenical ceremony was being held aboard the "Janequeo" to bid farewell to the missing fishermen. to pay tribute of reverence and respect to them. The Biobío Prosecutor's Office is leading the investigation targeting the Blumar's "Cobra" and its crew as responsible for the accident. The Executive Branch has also filed a complaint for homicide. Meanwhile, the fishermen's families also filed a complaint for the same crime, in addition to the failure to provide assistance against the captain of the "Cobra". In response to the incident, the crew of the 'Cobra' publsihed a public statement, stated that they were "deeply saddened by the loss of our colleagues, because we are only now in a position to do so. We had not been able to express our pain before.” The crew members acknowledged that they felt stigmatized after the sinking of the 'Bruma', noting that “several of us cannot go out into the streets because we are being pointed at not only as protagonists of the accident, but also as responsible for this tragedy. For us, life is the most valuable thing. Not only ours, but everyone's, especially that of hardworking people like us, with whom we share a profession we love.” Along with this, they reiterated that "we are actively cooperating with the investigation and trust that the causes of this unfortunate accident will be clearly established." Therefore, "we ask for respect for ourselves and, above all, for our families" until the cause of the 'Bruma' sinking is determined.

Beached at Aliaga 02.04.25 https://www.instagram.com/p/DIiMjvwIJD5/

On April 17 at 7.30 a.m. UTC the 'Eventin' weighed anchor and was taken in tow by the tug 'Fairplay 83' (IMO: 9883637), and the 'Fairplay XVII' (IMO: 9808247), which both had been deployed from Swinoujscie, serving as steering tug, and shifted to the dangerous goods anchorage off Mukran. The convoy was escorted by the police launch 'Stoltera' (MMSI:211222830) during this manoever.

The US Coast Guard has decommissioned the 'Mustang (WPB 1310)' during a ceremony in Seward on April 15, 2025. Capt. Christopher Culpepper, the commander of Coast Guard Sector Western Alaska & U.S. Arctic, presided over the ceremony honoring the nearly 40 years of service of the 'Mustang' and its crews. Commissioned on Aug 29, 1986, the 'Mustang' was the 10th Island-Class cutter to join the fleet. She has been stationed in Seward since it was commissioned, and its crews have since responded to over 200 SAR cases and completed over 2000 law enforcement sorties. The Coast Guard is replacing the aging Island-Class patrol boats with Sentinel-Class Fast Response Cutters (FRCs) which feature enhanced capability to meet service needs. There are currently four FRC's homeported in Alaska, with two more scheduled for delivery in the near future. Report with photo: https://www.news.uscg.mil/Press-Releases/Article/4154295/coast-guard-cutter-mustang-decommissioned-after-nearly-40-years-of-service/

On the morning of April 16, 2025, the Port Authority of Argosaronic Gulf of the Central Port Authority of Piraeus was informed by the Captain of the 'Acaheos', that ahead of the departure on its scheduled route from Piraeus to Aegina and Agistri with 628 passengers, 97 vehicles and 28 two-wheelers on board, a malfunction of two of its main engines occurred. The Port Guard prohibited the ship from sailing until the damage was repaired and a certificate of class maintenance was presented by the classification society that monitors it. The passengers and vehicles were forwarded to their destinations with the care of the shipping company.

There were renewed concerns about pollution coming from the 'MSC Baltic III', after some small tar balls were found on the beach near the vessel last week. The Canadian Coast Guard collected the tarry substances, approximately the size of tennis balls, for analysis. No other oil has been observed on the water or the shoreline. An underwater survey was conducted on April 13 with no signs of oil. The vessel still contains about 1.700 tons of heavy fuel and marine gas oil. The salvage company hired to clean up and remove the wreck has resumed the process of heating and pumping oil from the vessel into tanks on the deck. A barge will be brought alongside the vessel when the weather allows, to transfer the oil onto tanks onto the barge. The Coast Guard sremained on-site and was working with the salvage company to ensure that contaminant are removed from the vessel as quickly as possible.

The two upper segments of the crane boom of the 'Ferdinand' became detached on April 10, 2025, in the port of Barth. Using their own resources, the employees of the Ueckermünde-based hydraulic engineering company Colcrete managed to repair the defective crane, The damaged second-to-last segment was removed, and the upper end piece was reattached to the remaining boom. Although this shortened the boom somewhat, the reach was sufficient for the remaining sheet piles of the construction of the new marina. allowing to pull the remaining steel piles of the sheet pile barrier by the afternoon of April 14. To make things worse, the barge "Roock 84," which was alongside and was supposed to transport the 15-meter-long, two-ton sheet piles, sank on April 12. The loaded sheet piles were recovered and have been stored on the crane platform. The sunken barge was brought back to the surface on April 15. A small leak above the normal waterline led to the sinking. As it was continuously loaded with sheet piles, the barge sank deeper until the leak was below the water surface, so that the barge filled up with water in the access channel to the new Barth marina, which had recently been dredged to a depth of three meters. The barge was then completely unloaded and pumped dry. Because the leak was now above the water surface again, there was no danger as long as the barge is not moved. The dredging of the remaining sand barrier was scheduled to continue on April 22. Reports with photos: https://www.ostsee-zeitung.de/lokales/vorpommern-ruegen/ribnitz-damgarten/barth-pannen-bei-arbeiten-am-neuen-yachthafen-kran-kaputt-und-schiff-gesunken-QK3LTZCQ5RFTBFFVTVGL2IAWMM.html https://www.ostsee-zeitung.de/lokales/vorpommern-ruegen/ribnitz-damgarten/gesunkenes-arbeitsschiff-im-barther-yachthafen-gehoben-zufahrt-nach-ostern-frei-DYFYV6TWZVELXONFQ6DRB7HRVU.html

On April 16, 2025, at 3 p.m. a fire broke out on a vehicle deck of the 'Delphine', which had arrived from Immingham on April 15 and was moored at the Britannia Dock in the port of Zeebrugge. There were 110 electrical cars on board. Firefighters were attending in large contingents. Everyone on board was safely evacuated, there were no injuries. The captain of the ship remained on board to monitor the situation together with the fire brigade and emergency services. The fire was brought under control. Besides the fire brigade, four tugs were also deployed to fight the fire and cool down the ship's hull at starboard side. The internal fire fighting system was activated. By cutting off the oxygen supply with carbon dioxide, the fire was brought under control. The fire brigade was now looking at how to tackle the fire further. There was a risk that the fire might flare up again when the hatches are opened. It was also not yet clear how extensive the damage is. The hold is pitch black due to the large amount of smoke. There was a lot of smoke from the electric cars, which also made the extinguishing work more difficult.The fire had no major consequences for the operation of the rest of the port. The ships can still sail in and out, a ship that was at the LNG terminal had to wait because of the perimeter. Report with photo: https://www.vrt.be/vrtnws/nl/2025/04/16/brand-cargoschip-zeebrugge/?fbclid=IwY2xjawJsukpleHRuA2FlbQIxMQABHkXXEm991fWYvFkGT82yNG3f2l3C3_KoYBSUpmK08mIF06cgsQM4eP6jIfko_aem_Ctw36kMssSfI_sSFUneKdQ https://focus-wtv.be/nieuws/brand-op-russisch-cargoschip-in-haven-zeebrugge-brandweer-nog-volop-aan-het-blussen

arrived Alang anchorage 17.04.25

On April 14, 2025, at 5.40 p.m. the 'ALphenaar', enroute from Rotterdam to Moerdijk with a cargo of containers, allided with the Algera Bridge, linking Krimpenerwaard and Capelleupon the IJssel, in Krimpen upon the IJssel. The damage was limited. One container on deck was dented, and the bridge construction suffered paint damage. The ship was able to moor again unassisted. The police have investigated and recorded a statement from the master, who, as he approached the bridge, began to doubt whether there would be enough clearance. ‘He then put the engine in full reverse, causing the bow to rise slightly, so that one container just hit the bridge. If the skipper had done nothing, he would have passed the bridge without any problems.’ The margins for the ship are small on the route to Alphen aan den Rijn. The 'Alphenaar' previously had alllided with the Algera Bridge in 2022. Traffic over the bridge between Krimpen and Capelle aan den IJssel was not affected by the accident, but shipping traffic was disrupted until the incident had been investigated. Report with photo: https://capelle.ijsselenlekstreek.nl/112/112/422272/binnenvaartschip-vaart-tegen-algerabrug-schade-valt-mee

An interim factfinding report on the allision of the' Maersk Shekou' at Fremantle on Aug 22, 2024, which was published on April 17, 2025, suggested that the vessel's helmsman and pilots were operating with different goals. The helmsman was actively steering to maintain a heading of 083 degrees, his last received helm order. Meanwhile, the pilots were trying to make an emergency turn to port, using full ahead thrust, assist tugs, bow thrusters and the port anchor, They unaware that their helmsman was applying starboard rudder to counteract them. Early on Aug 22, the 'Maersk ShekouÄ began heading inbound into Fremantle's harbour and took aboard two pilots. The primary pilot assigned for the transit was fatigued, so the backup pilot took charge during the master/pilot exchange. At about 06.10 a.m., as they entered the narrow entrance channel for the inner port, southwesterly winds picked up to about 40 knots on the starboard quarter. The ship began to swing to starboard. The pilot ordered the helmsman to steer 083; the helmsman correctly acknowledged the order at about 0613:45 a.m. This was the heading that the helmsman would try to maintain throughout the final minutes of the casualty sequence. At the time that the order was given, the helmsman had the rudder hard to port to counteract the effects of the strengthening wind. It wasn't enough to do the job, and the 'Maersk Shekou's heading was about four degrees off to starboard (087). The master suggested going to full ahead to increase steering forces, and at about 0614:34 a.m. the pilot agreed. There was a pier ahead, and they needed to turn to port fast in order to enter the harbor. With more power and a series of assist tug movements, the 'Maersk Shekou' began to swing back to port. As it swung back from 087 through 086, the helmsman moved to check the swing: he brought the helm to midships, then briefly to 33 degrees starboard. The vessel steadied up squarely on 083, the last ordered heading he had received, which was straight towards the pier. The pilot was unsure why the vessel had stopped swinging to port, and at 615:33 a.m. he told the secondary pilot that something was wrong. The secondary pilot had been on a phone conversation at the back of the bridge and had not been involved in the back-and-forth among the bridge team, but he interrupted the call and joined the decisionmaking process. Together, without checking in with the helmsman, they began working the assist tugs to try to turn Maersk Shekou to port. The rudder was amidships at this point, and the helmsman was maintaining a steady heading of 083.5 towards the moored tall ship 'Leeuwin II', now less than a ship length away, with the boxship full ahead and making seven knots. At 0615:54 a.m., the master put the bow thrusters full to port. At 0616:10 a.m., the secondary pilot ordered stop engines, then full astern, and the master ordered the crew to prepare to drop the port anchor. Beginning at 0616:21 a.m., as these emergency measures to turn to port were under way, the helmsman applied more starboard rudder to try to counteract the effort to turn to port. The rudder would be over to starboard as much as 29 degrees over the course of the next minute. At 0616:49 a.m., the engines reached full astern and the 'Maersk Shekou' began to slow. The anchor, tugs and bow thruster managed to start a swing to port, but not fast enough to avert an allision. At about 0618 a.m., the 'Maersk Shekou' hit the 'Leeuwin II' at about three knots. The 'Maersk Shekou' came to a full stop by about 0618:30 a.m., but continued to spin in place. The bow thrusters were still on full to port, and the ship was swinging to port at about 13 degrees per minute. At 0619:52 a.m., the master noted to the pilots that the bow thrusters were still running with full power to port, and the thrusters were shut down,but not quickly enough to prevent contact in the narrow confines of the harbour. 40 seconds later, a stack of containers on the 'Maersk Shekou's starboard quarter hit the roof of the Western Australia Maritime Museum. The ship's hull scraped along the wharf for a short distance, damaging the quayside and breaching a small section of the hull plating above the waterline. The ATSB continues its investigation and will release its full report, including its formal conclusions, when it has completed its review. Interim report: https://www.atsb.gov.au/sites/default/files/2025-04/MO-2024-001%20Interim%20report.pdf

The major fire aboard the 'Delphine' was moreless under control after five hours of extinguishing at the CLdN terminal on the border of Heist and Zeebrugge. The fire started on the cargo deck of the ship. All 26 crew members and other people present were immediately evacuated. Only the captain remained on board to help coordinate the situation. The police also set up a large perimeter on land and on the water. The emergency services were present in large contingents throughout the afternoon and evening. Two fire boats were deployed as well as the Ghent fire brigade, which came to provide reinforcement. It was not clear how many of the vehicles present caught fire. There were about 190 new vehicles on the third deck, 60 of which were electric. It was one of those electric vehicles that caught fire. The affected cars were presumed to be a total loss. The heavy smoke was blowed towards the sea and therefore did not pose a danger to the residents of Knokke-Heist and Zeebrugge. The automatic fire extinguishing system was activated shortly after the fire, and as a result, the fire was limited to one deck. The affected deck of the ship will also only be reopened after the rescue forces have taken the necessary precautions. According to an initial estimate, around 60 to 70 vehicles have completely burned out. A boom has been laid out around the ship so that harmful substances released into the water cannot spread further. The fire brigade remained present all night to monitor the situation and blow nitrogen into the deck that was brought over from Antwerp. After a whole night of extinguishing the fire, the emergency services were still unable to open the doors due to the high temperature on April 17. There may also be damage to the ship itself, where deformations were to be seen, The emergency services were now waiting for CO² to be supplied to fill the tanks on board the ship. These are completely empty due to the extinguishing work, and in order not to take any risks, they were waiting for it to be replenished, which is expected at around noon. Then it will take another 6 to 8 hours to fill the tanks completely. The fire brigade has to stay on site all that time and may be even for days, as ince the temperature is low enough and the doors can be opened, the vehicles will probably have to be removed from the ship one by one. The fire brigade will also have to remain present in this case. It is not yet possible to give a precise timeline to this, but it is clear that it will be a long-term job. The damage to the ship will then also have to be assessed. Reports with phtoos and video: https://www.pzc.nl/brugge/zelfs-na-hele-nacht-koelen-is-temperatuur-in-cargoschip-in-zeebrugge-nog-te-hoog-te-gevaarlijk-om-ruimte-al-te-betreden~ad3dd5f3/ https://www.hln.be/brugge/blusboten-vechten-al-uren-tegen-zware-brand-op-schip-met-bijna-200-wagens-in-zeebrugge-blijven-hele-nacht-aanwezig~a781ce15/ https://www.nieuwsblad.be/cnt/dmf20250416_95102958 https://www.egear.be/brand-haven-zeebrugge-2025-04/ https://www.hbvl.be/regio/brand-in-schip-met-ruim-honderd-wagens-na-uren-blussen-onder-controle-geen-gewonden/57933000.html

A dispute between the state-run oil company Petrobras and steelmaker Gerdau delayed the first dismantling the 'Petrobras 32',of an oil production vessel in Brazil by at least a year, in a setback for local shipyards. The operation had been hailed as a chance to reinvent Brazil's struggling shipbuilders as industrial recyclers, generating jobs as Petrobras plans to spend $9.9 billion in the next five years to retire another 10 ships of the same kind. The FPSO was set to wrap up its decommissioning by Dec 2024 under a new Petrobras sustainability program. Instead, the work began only in March 2025, according to the head of a local metalworker's union in Rio Grande do Sul state Benito de Oliveira Goncalves The dispute between Petrobras and Gerdau over removing petroleum residues from the vessel had stalled work for more than a year. The sale of the FPSO took place on July 7, 2023. In a collaboration supervised by Petrobras, the steel company Gerdau S.A. and shipyard Ecovix have been entrusted with the responsible and environmentally sound recycling of the unit.