The normal isn’t supposed to catch fire. Routine has the effect of lulling you. It allows your thoughts to wander—until they don’t.
A ship that has become a regular part of the supply rhythm for the Channel Islands, the Caesarea Trader, sent up smoke off the shore of Shanklin in the afternoon of February 9. It was the kind of exhaust that clings to the memory and thickens the air, not merely exhaust.
| Incident | Fire in engine room of cargo ship Caesarea Trader |
|---|---|
| Vessel | DFDS-owned RoRo freight ferry, formerly Commodore Goodwill |
| Date & Time | 9 February 2026, approx. 15:45 GMT |
| Location | Anchored east of Shanklin, Isle of Wight |
| Response Units | HM Coastguard, RNLI Bembridge, thermal imaging helicopter, 3 tugboats |
| Crew Onboard | 23 crew members, 1 passenger – all safe |
| Current Status | Vessel stable, towed to Portsmouth, fire under control |
| Service Impact | Temporary disruption to Channel Islands freight, alternative vessels deployed |
Her engine room—an older area with modernized equipment, but still with metal fatigues and fuel residues—had caught fire.
At 3:45 p.m., HM Coastguard was informed. The response gained momentum in a matter of minutes. The Bembridge-based RNLI lifeboat was sent out. From Portsmouth, three tugboats sped away: SD Bountiful, VB Englishman, and VB Scotsman. An eerie sheen was projected across the ship’s hull by the sensor sweep of a search and rescue helicopter that was performing thermal checks overhead.
The ferry wasn’t drifting; it was securely anchored. The crew, however, took no chances. Systems for suppressing fires were turned on. Emergency drills were no longer only hypothetical. The order to be ready for evacuation came at one point.
Standing motionless against the horizon was the 126-meter ship, which had only been reflagged under the UK flag last year. Formerly known as Commodore Goodwill, she was renamed Caesarea Trader in honor of Jersey’s Latin name, and she has a long history of devoted service. Since 1996, she has been a mainstay on the Portsmouth-St. Helier route.
Carrying groceries, freight, and occasionally even mail, she has been the silent link connecting many islanders to the mainland.
During those anxious hours, twenty-four passengers waited inside the ship. Although the firefighting effort continued into the night, it was contained by 10 p.m. There were no casualties. No serious injuries. Only charred metal, jangled nerves, and the reverberation of an alarm that continued for hours.
DFDS responded with remarkable promptness. A RoPax ferry that was already used to the Portsmouth run, the Stena Vinga, was given a new assignment that focused solely on freight. A smaller but competent backup vessel, the Arrow, started her voyage from Dunkirk to Portsmouth in the meantime.
Jersey’s food supplies were mostly on schedule. Officials characterized the disturbance as “minimal,” which was fairly effective damage management considering the situation.
However, it couldn’t have come at a worse time. The seas are not kind in February. Additionally, the fire damaged confidence even though it didn’t destroy the hull.
Not very long ago, I saw the Caesarea Trader, taking a slow path into Portsmouth Harbor, her shape still erect but her paint only slightly worn. Perhaps she was exhausted, but she also appeared stable, as though she had never missed a crossing.
It was more difficult to reconcile the fire with that image.
The Marine Accident Investigation Branch’s marine detectives were waiting for her back on land. Their job will be meticulous and meticulous. Rarely is a single problem the cause of an engine room fire. Heat, oil mist, and insulation failure are frequently combined. Small mistakes can quickly become major problems on a ship that is almost thirty years old.
Still, her staff is deserving of silent acclaim. Don’t be theatrical. Simply composed activity, well-considered decisions, and strict adherence to all procedures. The knowledge that the instruction was effective is consoling.
Repair or replacement discussions are undoubtedly already in progress. Not all ships of this age are given second opportunities. However, there is strong sentiment, particularly on lines like these where freight is more important than cargo. It’s consistency.
DFDS accomplished something really impressive by keeping service uninterrupted. They refrained from allowing panic to turn into chaos. Logistics remained stable.
The scent of burned fuel isn’t the only thing that remains now. It’s the awareness of how fast accustomed rhythms can change. The Caesarea Trader remained. She is still out there, waiting to be inspected, docked at Portsmouth. However, she will not set sail again until all doubts have been dispelled.
Perhaps she won’t either.
In a burst of heat and noise, that is what happens when machinery reaches its limit. Onboard and ashore, however, those who responded served as a reminder that even at sea, experience, training, and steady leadership can defeat disorder.
The Channel will continue to run. The freight will, too. Eventually, the crews will follow suit. Because people continue to carry the way forward even when wires fray and steel buckles.