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On Aug 3, 2025, the "Robert S. Pierson", which has been sailing downstream on the St. Marys River en route from Sault Ste. Mrie to Saginaw at only four knots since leaving the Soo Locks in Sault Ste. Marie, has anchored at the exact spot where the stricken "Presque Isle" was just a few hours ago. The ship was being escorted or towed downstream by the "W. I. Scott Purvis" (IMO: 5264819) heading for Saginaw. The "Presque Isle" is likely docked at Donjon Shipbuilding & Repair in Erie, PA, for repairs. The cause was a grounding on the morning of July 30 at Johnson Point on Neebish Island.

The 'Saturno' nearly sank at sea as it returned to the port of Porto Torres near the Darsena Pescherecci dock after the vessel struck a rock while entering the port on July 31, 2025, at around 1:00 a.m. The incident caused a severe leak in the bow, allowing water to enter and compromising the vessel's buoyancy, threatening to sink the vessel. It finally foundered at the quay. The salvage operations of firefighters from Sassari and Cagliari were being coordinated by the Porto Torres Port Authority, which wais investigating the incident on behalf of the Sassari Public Prosecutor's Office. At the time of the accident, three crew members were on board the 'Saturno', including the captain, who, likely due to a brief bout of drowsiness, failed to recognize the danger. On the morning of Aug 2, the work resumed on draining the hull and keeping the partially sunken vessel afloat. This operation was conducted in collaboration with teams from the command's naval group and the firefighters from the Porto Torres detachment, who on Aug 1 had deployed lifting balloons to limit the fishing vessel's list and the entry of further water. A Cermelli crane arrived in port to recover the trawler from the dock and transfer it to a shipyard for repairs. The damage to the ship is extensive. Report with video: https://www.unionesarda.it/de/sardinien/porto-torres-fischereifahrzeug-erleidet-nach-aufprall-auf-felsen-erhebliche-schaden-bergung-im-gange-v00npb6q

On July 22 the wreck of the 'Torvang' was successfully righted at the quay in Hendvågen by the sheerleg 'Hebolift 9'. On July 23 the ship was back on even keel, still low in the water, so that pumping out could commence to make the ship lighter. On July 24 the ship was much out of the water, and on July 28 it was floating unassisted again, surrounded by an oil boom, with the sheerleg having completed its work. On Aug 3 the ' Torvang' was finally towed to Stokksund in order to be demolished. Report and photos: https://www.brunsvika.net/nyhetsarkiv-alle-artikler/32564-torvang-til-overflaten https://www.facebook.com/photo?fbid=10237232580264797&set=pcb.2006950933173737

The situation of the ' Hein' remained unchanged on Aug 1 with the dredger being still stuck between the wooden and thr concrete pier. The sheerleg ' BHV Athlet' has left the scene again and was replaced by the sheerleg ' Enak'. The salvage was expected to take a couple more days as in addition also shore based mobile cranes will have to be used, which requires thorough investigations of the quayside in advance. Video: https://www.ardmediathek.de/video/niedersachsen-18-00/brake-bergung-von-havariertem-schiff-verzoegert-sich/ndr/Y3JpZDovL25kci5kZS83OGRkYjMxZC1hYTc0LTQ4MmMtOWU3NS05MDkxZjYzODgwZjU

As a federal court in Baltimore continued to hear pre-trial motions and collect evidence for the claims pending related to the 'Dal'’ 2024 incident, the owner and operator of the vessel are now suing the builders of the vessel alleging negligence or gross negligence in the design, construction, and/or manufacture of the critical switchboard which has become the focus of the investigations into the cause of the blackout aboard the vessel. The National Transportation Safety Board and the teams from the U.S. Coast Guard and other agencies investigating the cause of the allision with the bridge quickly centered in on the power supply, critical circuit breakers, and the switchboard for the ship’s electrical systems. It has long been recognized that something caused the vessel’s breakers to trip, shutting off the power to the motor and critical systems, including the hydraulics to control the rudder. As early as June 2024, it came out that the NTSB had found "an interruption in the control circuit” linked to the main breakers. A subsequent report revealed that a check of the wiring on the transformer and a relay found a “cable was loosely connected,” a condition which representatives from the shipbuilder Hyundai informed could create an open circuit and interrupt the 110VDC power on the HV side of the board. According to the report, the engineers said it would trigger an under-voltage release trip, which would result in a 440V blackout, and they later demonstrated it in tests. In a suit filed on July 31 in the U.S. District Court, Eastern District of Pennsylvania, the owners of the 'Dali', the Grace Ocean, and the operators of the vessel, the Synergy Marine, alleged, Hyundai Heavy Industries defectively designed the switchboard in such a manner that wiring connections were not secure, could not be verified as secure, and could lose connection during normal operation, such that the signal wire was not designed to remain securely connected to the terminal block, which design defect caused the switchboard and the vessel to be unreasonably dangerous and in a defective condition when it left HHI’s control. The court filing revealed that a UVR coil for the circuit breaker was not receiving control voltage, and that it was discovered that one of the control signal wires in the UVR control circuit was not securely connected to its terminal block.Because the signal wire was not securely connected, the insufficient contact created an open circuit. The suit alleged the wire was not securely connected because the “labeling band identifying the wire was installed too close to the ferrule crimped on the end of the wire.” It goes on to assert, “As a result of this and other defects, the signal wire could not be inserted fully into the terminal block’s spring clamp gate.” The companies are seeking the cost of damage to the vessel and resulting repair costs as well as contribution and/or indemnity as it relates to the 45 claims ranging from property damage to economic damages, clean-up costs, personal injury, wrongful death, survival, workers’ compensation reimbursement, and cargo and general average in the Maryland civil case. The court is set next year to hear the first of two phases in that case centered on Grace Ocean and Synergy Marine’s limitation of liability claim, and based on that outcome, the potential size of the liability. There have been multiple reports about power problems and failures on the vessel before that night, including at the dock in Baltimore. The NTSB, in its reports, has also highlighted the maintenance of the vessel, citing examples of wear and makeshift repairs. The U.S. has claimed the vessel was not seaworthy, and Maryland and Baltimore, in their claims, cite the training and maintenance of the vessel. Hyundai Heavy Industries has been served in the product liability case and will file its response in due course. This will start the parallel case seeking to place blame for the defects found on the vessel.