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On the afternoon of June 3, prosecutors decided to cordon off the area around the sunken 'Ron Jeremy'. The cordon applied both above and below the water surface. The Coast Guard's patrol vessel 'KBV 181' was at the scene. Additional resources could be added as needed.The wreck is located at a water depth of almost 40 meters. The Coast Guard was working to stop a diesel spill. A collaboration was taking place with the Police Authority, on and below the surface. Divers from the Coast Guard and the Police are working together to seal the parts of the ship where diesel was leaking. There were approximately 5,000 liters of diesel on board the tig , of which a smaller amount has leaked into the water. There was currently no indication that the oil will reach land. At the same time the dovers searched for the crew member who was still missing. The Swedish Maritime Accident Investigation Board was investigating the accident. It is the shipping company's second accident since 2024 that the Swedish Maritime Accident Investigation Board had to deal with, but Per Jakobsson Per Jakobsson , the head of the investigation, saw no connection.

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 the evening of June 2, 2025, a chemical accident occurred aboard the 'Gerda Maria', which was berthed in Bremerhaven's fishing port. Ammonia leaked from the trawler. No one was injured. At around 7:10 p.m., witnesses reported to the water police that a strong odor of ammonia was emanating from a vessel. Emergency services discovered a leak in a facility. Up to 100 liters of the toxic chemical had leaked into a room. The Bremerhaven Fire Department wason scene with several vehicles. Together with the water police, they initiated safety measures. The area around the ship was cordoned off. The hazardous materials team took pollutant measurements. There was no acute environmental hazard. A special team from the Netherlands was expected on Jund 3 in order to locate the leak and permanently seal it.

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 early morning of June 3, 2025, a technical defect in the switchboard in the engine room of the 'MSC Orchestra' caused smoke development and a power outage for approximately one to two hours. The safety systems in the immediate vicinity were able to contain the disruption. Other areas of the ship, including guest areas, were not affected. No injuries were reported. The ship's passengers were immediately informed of the situation, and it was communicated via loudspeaker that the ship was in a safe position. There was, however, no oppen fire. After the situation was brought under control, the 'MSC Orchestra' was able to continue its voyage, but arrived in Genoa ten hours late. Although the technical problem has been resolved, boarding in Genoa and Marseille was canceled to allow further inspections for possible defects and repairs. The current cruise has been canceled. Guests have been contacted, support was being provided, and appropriate refunds were to be issued to affected passengers.