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On June 4. 2025, at 3.40 a.m. a fire broke out aboard the 'Iceberg' about 250 miles south of Vladivostok (June 3, 8:40 p.m. GMT). The crew of 17 Russian nationals abandoned the ship on two rafts. The reefer 'Ostrov Iony', which had received the mayday signal, approached the position and rescued the castaways. They were in good health and did not require medical assistance. The reefer was en route to Busan. The 'Iceberg'’s owner was requested to tow the distressed ship to a port.

On May 27, 2025, at 8.15 p.m. the 'Silver Lake' was boarded by an unknown number of perpetrators, at the Phu My Anchorage I-18, in pos. 10° 12.72' N 107°0.36' E. No injuries were reported. The pirates stole ship's properties and stores.

On June 3, 2025, at 4.35 a.m. the 'Successor' was boarded by six perpetrators, armed with knives, about nine nautical miles off Pulau Cula, in pos. 01° 5.09' N 103° 34.05' E. No injuries were reported, and nothing was reported stolen.

A transcript reveals moments of terror, panic and uncertainty aboard the 'Dali' before and after it allided with the Francis Scott Key Bridge. The transcript of audio recordings is part of the National Transportation Safety Board’s investigation into the aaident and shows that most of the conversations on board the 'DaliÄ were mundane prior to the ship losing power. The conversations included talks about the ship’s journey and even a coffee order. Early in the morning of March 26, 2024, it was business as usual. As the ship was still alongside Seagirt Marine Terminal, the ship's crew on the bridge was "having casual conversation." Around midnight, the 'Dali' began departure preparations. Pilots boarded the vessel at approximately 00:05 a.m., and standard checks were conducted: draft verification, engine blow-through, tug arrangements, and telegraph tests. Two tugs, the 'Eric McAllister' and 'Bridget McAllister', were positioned forward and aft respectively. At 00:16:02, the pilot asked the Master, “Captain, everything’s working?” to which the Master replied, “Yeah, everything is in order.” That reassurance came despite the earlier alarms and incident report request just hours before. The conversation between the Pilot and the Training pilot was ordinary. They were talking about where the training pilot lived and when they started the job. The Pilot mentioned he had stepped on a staple at home. There was conversation about people wanting sugar in coffee. At 00:34:26 a.m., the pilot told the training pilot that the voyage was “pretty straightforward” and remarked that the Portable Pilot Unit (PPU) “really makes it a lot easier,” especially for wider ships. At around 1:25 a.m. the vessel’s power cut off about 0.6 miles from the Key Bridge. At exactly 1:25:03, a.m. the ship’s alarms sounded. The 2nd Officer attempted to call the engine room, but received no response. At 01:28:16, a.m. he reported a critical loss: “We do not have bow thruster.” According to the transcript, the pilot asked the 2nd officer on board: “Do we have steering?” The second officer replied: “We have steering.” But the alarms kept going off and began to change in tone. The Training Pilot then said, "uh oh." Over the next minute, there was chaos on the cargo ship as crew members and the Pilots worked to respond to the loss of power. At 1:26:01 a.m., the Training Pilot said, "Security call. Security call. Container ship Dali has lost power. Approaching the Key Bridge - I repeat - the container ship Dali has lost all power approaching the Key Bridge - Dali." At around 1:27 a.m., the pilot shouted for the crew to use the “bow thrusters.” While the crew tried, at 1:28:56 a.m., the second officer shouted, “It’s not working.” Shortly after 01:27:00, the pilots issued calls for tug assistance and to drop anchor, and the bridge was ordered closed to traffic. Tragically, six road workers remained on the span. The 'Dali' struck the bridge’s pier 17 at 01:29:10, a.m. collapsing six bridge spans. The audio recording picked up an "enormous rumble, when the Dali hit the Key Bridge. The training pilot radioed the Coast Guard at 01:29:37, stating, “Coast Guard. Coast Guard. This is Dali. We have a major problem. The Key Bridge is down. I repeat, the Key Bridge is down.”The transcript notes all the crew members began shouting expletives before the pilot yelled, “Call the Coast Guard.” At 1:29:37 a.m., the training pilot on board the 'Dali' radioed a message, saying: “We have a major problem. The Key Bridge is down. I repeat, the Key Bridge is down." The post-collision recording captured confusion on the bridge amid blaring alarms in the minutes that followed. The Coast Guard inquired about the vessel’s position; the plot responded that they were “under the Francis Scott Key Bridge. The crew and pilots discussed the potential for casualties on the bridge and damage to the vessel. At one point, the Master was heard stating over the phone that water was running into the vessel and containers had broken loose, but that there was “no oil sheen” visible. The final alarm ceased at 02:25 a.m. In the minutes after the bridge collapsed, the pilots on the ship were trying to figure out what went wrong. "I called [the pilot dispatcher] when we started to drift," the pilot said. "But we had good speed," he added. "We weren't going crazy... everything was under control." As for the crew members on board the 'Dali', some — including the ship’s captain and other officers — remain in Baltimore as legal cases progress.

On the evening of June 2, 2025, the 'Arctic Mulan' (ex-'Mulan') pulled alongside the Koryak FSU in the Bechevinskaya Bay in Kamchatka. The LNG carrier has been in ballast for the past five months suggesting that it will be receiving cargo from the storage barge. Last week industry insiders had pointed to the recent dash of the 'Arctic Mulan' from the Mediterranean to Koryak in the Far East as an early indication that Novatek’s protracted search to find a buyer for sanctioned gas from Arctic LNG 2 may have concluded. A buyer has possibly been lined up for the sanctions-busting sale, possibly in China, though the destination of the 'Arctic Mulan' has remained unknown. The 'Arctic Mulan' had previously loaded LNG from the Arctic LNG 2 project on Sep 22, 2024, subsequently discharging its cargo into the Saam FSU near Murmansk on Dec 20,. Since then the vessel has idled in the North Sea and subsequently in the Eastern Mediterranean. It began a speedy trip across the Suez Canal, the Indian Ocean, and up towards Kamchatka on May 1. The vessel also received a Northern Sea Route permit on May 28, which was clearing it to sail the Arctic shipping lane between July 1 and Oct 31; a further indication that the vessel could be used for renewed attempts to load at Arctic LNG 2 during the summer. The fellow shadow fleet tanker 'Nova Energy' (ex-'New Energy') may be the next in line to load LNG at Koryak. The tanker has been holding position outside the Bechevinskaya Bay. Unlike other dark fleet vessels, which discharged their cargo into Koryak and the sister barge Saam starting in fall 2024, when no buyers could be found, the 'Nova Energy' has remained loaded with product originally received at Arctic LNG 2 on Oct 2, 2024.

On June 3 at noon, the Port Authority of Alonissos was informed that the 'Superstar' suffered a failure of the port side main engine during the mooring operations at the port of Alonissos. The ferry was operating a scheduled route from the port of Volos to Skiathos-Skopelos-Alonissos and return, and there were 98 passengers, nine vehicles and seven trucks on board. The Alonissos Port Station initially prohibited the departure of the ship. Upon the presentation of a seaworthiness certificate from the classification society that monitors it, it was granted permission to carry out a single voyage, without cargo and passengers, to the port of Volos. The 71 passengers waiting at the port of Alonissos were transported to their destinations by the ferries 'Speedrunner Jett II' and 'Iolkos'.

During the Normandy Channel Race, on May 28, 2025, at 1:50 a.m., the Class 40 yacht "NST Cabinet Z" (a Pogo S4) of Thomas Jourdren and Cédric de Kervenoaël was run over by the 'Ital Bonny', en route from Antwerp to Piraeus, in the Ushant Traffic Separation Scheme. The boat literally broke in two. The 'NST Cabinet Z', racing double handed, saw the container on AIS 30 minutes before CPA, and after three tries was able to reach them on the radio The two vessels agreed that the racer would pass ahead and that the ship would alter course or speed to accommodate that. To be safe, the racer changed course to increase the separation. The container ship did nothing. The 'NST Cabinet Z' contacted them again, urgently, over the radio and the 'Ital Bonny' claimed the racers were lying, that the 'NST Cabinet Z' could not be a sailboat with priority because no sailboat could attain a speed of 17 knots. Then the two ships collided, and a Mayday call was issued. Rescue efforts were immediately initiated by the CROSS Corsen with the assistance of the crew of the Class 40 yacht '#EMPOWHER (No. 178)', skippered by Pamela Lee and Jay Thompson, who were sailing near the scene. The two skippers of the 'NST Cabinet Z' were rescued at 2.15 a.m. by a French Navy helicopter and taken to a hospital in Brest for examination. The Class 40 '#EMPOWHER', which had launched its liferaft during the rescue operation, was unable to retrieve it and returned to Lorient. back. The 'Ital Bonny' was ordered to divert to Saint Nazaire. An investigation was launched to determine the exact circumstances of the accident. The remains of the wrecked sailing yacht was towed to shore as quickly as possible using the resources currently available on site. The two sailors were uninjured but in shock. Reports with photos and video: https://www.courseaularge.com/class40-le-recit-de-thomas-jourdren-apres-son-helitreuillage-et-son-class40-heurte-par-un-cargo.html https://afloat.ie/sail/offshore/pamela-lee/item/67419-pamela-lee-s-empowher-aids-rescue-during-normandy-race https://www.letelegramme.fr/sports/voile/limpressionnante-video-de-lhelitreuillage-des-deux-marins-du-class-40-coupe-en-deux-par-un-cargo-6827552.php https://www.letelegramme.fr/sports/voile/le-class40-coupe-en-deux-par-un-cargo-va-etre-remorque-jusqua-brest-6826717.php https://www.letelegramme.fr/sports/voile/ce-quil-reste-du-bateau-de-course-coupe-en-deux-par-un-cargo-images-6827716.php https://www.tf1info.fr/justice-faits-divers/videos/video-voilier-percute-par-un-cargo-deux-marins-sauves-in-extremis-31644-2373899.html

On May 30, 2025, at 10.46 p.m. the 'Powan' was boarded by three unarmed perpetrators off Jakarta in pos. 5°52.6' N 106°48.4' E. No injuries were reported. The pirates stole engine spares.

On May 28, 2025, at 1.57 a.m. the 'Mount Aso' was boarded by seven perpetrators, armed with knives, at the Chittagon inner anchorage "Bravo', in pos. 22° 15.3' N 91°43.0' E. No injuries were reported. The pirates stole unsecured items.

The 'Diligence (WMEC 616)' returned to its home port in Pensacola on May 21, 2025, following a 61-day patrol in the Caribbean Sea and the Gulf of Mexico, where the crew conducted counter-drug operations and fisheries boardings to enforce U.S. federal law at sea and protect America’s maritime boundary. The 'Diligence' was deployed in support of Joint Interagency Task Force – South (JIATF-S) while underway in the Seventh Coast Guard District’s area of responsibility. The crew worked closely with international and interagency partners to disrupt drug trafficking ventures in the Caribbean Sea and interdicted two separate drug-smuggling vessels, suspected of drug trafficking, and provided logistical support to partners for several additional interdictions. On April 12, the 'Diligence' had interdicted a vessel suspected of drug smuggling. After a pursuit and use of disabling fire, crew members gained control of the go-fast style vessel. After retrieving 28 bales of jettisoned marijuana, the crew of Diligence seized approximately 1,660 pounds of marijuana in total and apprehended the three suspected smugglers on board. On April 23, a military patrol aircraft located a disabled sailing vessel approximately 170 miles off Colombia. The 'Diligence' boarded the vessel and seized approximately 40 pounds of cocaine. During the patrol, the 'Diligence' worked with the Dutch patrol vessel HNLMS 'Groningen (P 843)', U.S. Navy assets, Tactical Law Enforcement Team – Pacific (PACTACLET), and the Coast Guard Cutters 'Campbell (WMEC 909)', 'Venturous (WMEC 625)' and 'John Patterson (WPC 1153)'. While underway in the8 th Coast Guard District’s area of responsibility, the crew conducted fisheries enforcement missions while underway in the Gulf of Mexico. While patrolling near the maritime boundary line near Mexico, law enforcement teams conducted five boardings of U.S. commercial fishing vessels. These inspections ensured compliance with federal safety standards and fishery management regulations, supporting the Coast Guard’s mission to promote safe and sustainable fishing practices.

The 'Morning Midas', en route from Yantai to Lázaro Cárdenas with 22 crew members on board, caught fiire on the night of June 3, 2025, at around midnight, about 300 nautical miles southwest of Adak, Alaska. During the night, smoke had started emanating from a deck in which electric vehicles were stored. The ship had on board 3000 vehicles, 800 of which were electric vehicles. On the morning of JKune 4, the US Coast Guard responded to the distress situation and deployed a cutter and an aircraft to support the shp's crew in battling the fire. Three container ships, including the 'Manukai' (IMO: 9244130) and the 'Cosco Hellas' (IMO: 9308510), have also altered course to assist. The crew had initiated emergency firefighting procedures using the vessel’s onboard fire suppression systems. Despite their efforts, the situation could not be brought under control, The crew thereupon evacuated from board on a lifeboat and was transferred to a nearby merchant vessel. A tug has been deployed to support salvage and firefighting operations. The vessel was previously involved in a pollution case, which resulted in a fine for the former owner UK-based Lombard Corporate Finance Ltd., by the Australian Maritime Safety Authority (AMSA). The charges go back to a collision with a pilot vessel in Aug 2022. The ship has a clean port state detention control record. An inspection in Oregon in Jan 2025 found no deficiencies.

New photos of the interior of the 'Beringzee' reveal the extent of the damage after the collision with the 'Containerships Nord': The wheelhouse and the cabin of the ship were completely flooded. The cabin was also completely damaged by the impact, along with significant damage to the stern on the starboard side and significant hull damage. Only the quick response of the inland vessels 'Kevalia' and 'Verity', which were the first on the scene and sandwiched the casualty, kept the badly damaged tanker afloat, before tugs took over later. The tanker 'Bach' also arrived in the evening to pump the biodiesel from the 'Beringzee', which was brought to Terneuzen by tugs on May 31, accompanied by a Coastguard helicopter. Nothing is yet officially known about the circumstances of the collision. The question of which ship had priority or was at fault is the subject of the ongoing investigation. The 'Containerships Nord' was docked at the Damen Shipyard in Dunkirk on June 2. Report with photos: https://www.schuttevaer.nl/nieuws/actueel/2025/06/03/beelden-tonen-enorme-ravage-aan-boord-bij-tanker-beringzee/

The 'Caledonian Isles', after the successful completion of sea trials,, will operate to and from Ardrossan on a phased entry on June 12. The 'Glen Sannox' and 'Alfred' will continue to operate Troon-Brodick during this period. June 12: Departure Ardrossan – 09:45 a.m. Arrival Brodick – 10:40 a.m. Departure Brodick – 11:05 a.m. Arrival Ardrossan – 12:00 p.m. Departure Ardrossan – 12:30 p.m. Arrival Brodick – 1:25 p.m. Departure Brodick – 1:55 p.m. Arrival Ardrossan – 2:50 p.m. June 13: Departure Ardrossan – 09:45 a.m. Arrival Brodick – 10:40 a.m. Departure Brodick – 11:05 a.m. Arrival Ardrossan – 12:00 p.m. Departure Ardrossan – 12:30 p.m. Arrival Brodick – 1:25 p.m. Depart Brodick – 1:55 p.m. Arrival Ardrossan – 2:50 p.m. Departure Ardrossan – 3:20 p.m. Arrival Brodick – 4:15 p.m. Departure Brodick – 4:40 p.m. Arrival Ardrossan – 5:35 p.m. From June 14, the 'Caledonian Isles' will resume its timetabled service.

arrived Bhavnagar Anchorage 03.06.25

On May 28, 2025, at 03.30 a.m. the 'KMTC Singapore' was boarded by two perpetrators, at the Ho Chi Minh I-19 Anchorage in pos. 10° 13.1' N 107°0.7' E. No injuries were reported. The pirates stole unsecured items.

On May 27, 2025, at 1.40 a.m. the 'Strandja' was boarded by four perpetrators, armed with guns and knives, about 1,5 nautical miles off Pulau Cula, in pos. 01° 3.5' N 103° 41.7' E. One crew member suffered a minor head injury, and nothing was reported stolen.

The NTSB concluded in its accident report, that the sinkingf of the 'Baylor J. Tregre' off the Louisiana coast on May 13, 2024 was due to the vessel being overwhelmed during a sudden, severe storm. While the crew of the tug was unable to maneuver in an attempt to save the vessel due to overwhelming towline force, the report also highlighted the lack of an emergency release and some issues with the vessel that might have accelerated its loss. The tug was towing a 260-foot long barge loaded with a production platform and helideck bound for an offshore site. They had departed Houma, Louisiana, but due to the height of the platform were required to sail offshore instead of the Gulf Intercoastal Waterway. At midday on May 13 the vessel was approximately 60 miles from its destination. The weather was good with 3 to 4-foot seas and wind of 9 to 13 knots. The crew had checked weather reports and was receiving information from its shoreside office. They had a report of possible thunderstorms. The tug was sailing at a speed of 4 to 5 knots. The mate was navigating when he observed a storm forming and made changes to the course but the line of thunderstorms appeared to shift to a circle and the wind began to intensify at a very quick rate. It was possibly hailing but they never determined if a waterspout had formed. The captain and mate later estimated for investigators that the winds could have been 74 to 87 knots. The vessel was losing speed and started to heel. The mate was attempting to reposition the tug, but as the situation quickly deteriorated, the vessel was heeling at 45 degrees. They had lost sight of the barge in the storm, but it had moved alongside the tug, with the crew later reporting the line was taught “like a banjo string.” The captain ordered the mate to turn the barge loose. He attempted but reported to the captain it was impossible. The NTSB highlighted in its report that the vessel did not have an emergency release and none is required under the regulations. Even if the mate had been able to reach the controls in the doghouse, it required the winch engine to be running, which it was not. The captain was attempting to change the heading but by then the port quarter of the towboat was underwater. They believed the starboard rudder and propeller were out of the water. They issued a distress call and moments later the vessel lost electrical power and the engines stopped running. Seas were now six to seven feet high. The crew had to climb out of the tilted wheelhouse, and one deckhand fell into the water. The others had to follow as the vessel sank. The self-deploying liferaft worked, and they were eventually able to make it to the raft. The emergency beacon was also located and the Coast Guard was able to rescue the four crewmembers, although one suffered minor injuries. When the wreck was recovered, the NTSB reported that some of the fiddley blowers on the 2nd deck were missing and might have contributed to the flooding. Also, some of the sealing gaskets were found deteriorated on the exterior doors. The casualty, which resulted in $2 million in damages, they attributed to the overwhelming towline forces during the storm and the inability to complete an emergency release of the barge. The heeling became unrecoverable for the vessel.

On the evening of June 2, 2025, the 'Arctic Mulan' (ex-'Mulan') pulled alongside the Koryak FSU in the Bechevinskaya Bay in Kamchatka. The LNG carrier has been in ballast for the past five months suggesting that it will be receiving cargo from the storage barge. Last week industry insiders had pointed to the recent dash of the 'Arctic Mulan' from the Mediterranean to Koryak in the Far East as an early indication that Novatek’s protracted search to find a buyer for sanctioned gas from Arctic LNG 2 may have concluded. A buyer has possibly been lined up for the sanctions-busting sale, possibly in China, though the destination of the 'Arctic Mulan' has remained unknown. The 'Arctic Mulan' had previously loaded LNG from the Arctic LNG 2 project on Sep 22, 2024, subsequently discharging its cargo into the Saam FSU near Murmansk on Dec 20,. Since then the vessel has idled in the North Sea and subsequently in the Eastern Mediterranean. It began a speedy trip across the Suez Canal, the Indian Ocean, and up towards Kamchatka on May 1. The vessel also received a Northern Sea Route permit on May 28, which was clearing it to sail the Arctic shipping lane between July 1 and Oct 31; a further indication that the vessel could be used for renewed attempts to load at Arctic LNG 2 during the summer. The fellow shadow fleet tanker 'Nova Energy' (ex-'New Energy') may be the next in line to load LNG at Koryak. The tanker has been holding position outside the Bechevinskaya Bay. Unlike other dark fleet vessels, which discharged their cargo into Koryak and the sister barge Saam starting in fall 2024, when no buyers could be found, the 'Nova Energy' has remained loaded with product originally received at Arctic LNG 2 on Oct 2, 2024.

New photos of the interior of the 'Beringzee' reveal the extent of the damage after the collision with the 'Containerships Nord': The wheelhouse and the cabin of the ship were completely flooded. The cabin was also completely damaged by the impact, along with significant damage to the stern on the starboard side and significant hull damage. Only the quick response of the inland vessels 'Kevalia' and 'Verity', which were the first on the scene and sandwiched the casualty, kept the badly damaged tanker afloat, before tugs took over later. The tanker 'Bach' also arrived in the evening to pump the biodiesel from the 'Beringzee', which was brought to Terneuzen by tugs on May 31, accompanied by a Coastguard helicopter. Nothing is yet officially known about the circumstances of the collision. The question of which ship had priority or was at fault is the subject of the ongoing investigation. The 'Containerships Nord' was docked at the Damen Shipyard in Dunkirk on June 2. Report with photos: https://www.schuttevaer.nl/nieuws/actueel/2025/06/03/beelden-tonen-enorme-ravage-aan-boord-bij-tanker-beringzee/

After the coillision of the 'Ital Bonny' with the 'NST Cabinet Z' on May 28, its skipper Thomas Jourdren has given his version of events, according to which the container ship, after discussions, questioned the fact that he was a sailboat. Entering the Normandy Channel Race with his crewmate Cédric de Kervenoaël, the skipper from Finistère wa sailing off Ushant, near the Traffic Separation Scheme, but well outside this area prohibited to boats competing in the race, "in particularly tricky sea conditions, Despite the precautions taken beforehand, Jorurdren had seen the cargo ship nearby on AIS. He tried three VHF calls, 30 minutes before the collision point. Initially, there was no response, before contact was finally established. He old them they were racing under sail and wanted to move ahead. The cargo ship then confirmed it would change course and was okay. For safety reasons, the yacht widened its waypoint. But the container ship wasn't deviating. Cédric de Kervenoaël picked up the VHF to reestablish contact, while Jourdren went back and forth between the helm and the cockpit screen, in thick fog and rough seas. The container ship, believing that the speed of 16-17 knots was unsuitable for a sailboat, and accusing it of dishonesty, continued on its way, so that the collision became inevitable. The lights of the 'Ital Bonny' appeared in the fog and its bow hit the yachtt head-on, literally cutting the boat in two. The two sailors found themselves clinging to the transom as the yacjh sank (Lat. 48.3105 Lng. -6.5297). The freighter initially continued on its way. Jorudren issued a mayday call. responded quickly and deployed their life raft. After the Mayday call at around 1:30 a.m., the alert was immediately acknowledged by the CROSS Corsen, which took over the coordination of rescue operations amd broadcast a Mayvay Relay. The CROSS deployed several rescue resources, including a French Navy H160 helicopter. The yacht 'EMPOWHER', of Pamela Lee and Jay Thompson, was two nautical miles away at tjat to,e Ahead pf the collision, Lee's co-ckipper Jay Thompson was on watch, and Lee was sleeping, when he heard boat number 191 speaking to a cargo ship over the radio, they were asking if they would be able to clear in front oft hem, the cargo ship captain wasn't very cooperative,but rather the contrary, and told them they need to divert, basically get out of the way. The next thing he heard was them calling a Mayday, so he woke the skipper up, and they immediately headed towards the postiion. Once on scene, they ound the boat in three pieces, with two men sitting on one of the pieces. The only thing they had time to do was grab a portable VHF radio. They weren't in survival suits and their life raft was destroyed by the collision. Lee and Thompson launched their pwm liferaft and dragged it around, trying to circle them and get as close as possible without damaging their own boat with debris from the 'NST Cabinet Z'. Bit the line that their liferaft was attached to broke, so they lost it without getting to the castaways. They continued to relay messages between them and the CROSS Corsen, as they circled them, keeping flashlights and an eye on them at all times so the helicopter could find them. In the dark, they also threw overboard all lifeslings and things they could grab. Arriving on site at 2:15 a.m., the helicopter crew hoisted the two shipwrecked men to safety amid three meter high waves, a 20-25 knot wind, and thick fog, about 60 miles off Brest. One of them was unharmed; the other slightly injured. He was treated upon arrival by firefighters from the Brest naval base and then transferred to Brest University Hospital for further examinations. The 'ITal Bonny' dropped anchor on the roadstead of Saint Nazaire (Lat. 47.1202 Lng. -2.4596) and was permiotted to continue its voyage on May 29 with an ETA at Piraeus as of June 5. The wreckage of the yacht was towed to Lorient by a motor trimaran. Report with photos: https://www.francebleu.fr/sports/voile/il-nous-a-accuses-de-malhonnetete-le-skipper-du-voilier-coupe-en-deux-par-un-cargo-au-large-de-brest-raconte-le-choc-1394479