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The U.S. Coast Guard Marine Board of Investigation (MBI) has released its Report of Investigation (ROI) on Aug 5 on the loss of the submersible 'Titan', which imploded during a June 2023 dive to the wreck of the 'Titanic', killing five people, after having been deployed from the 'Polar Prince' on June 18, 2023. The more than 300-page ROI outlines key findings and contributing factors in the casualty and includes 17 safety recommendations aimed at strengthening oversight of submersible operations, improving coordination among federal agencies and closing gaps in international maritime policy. The two-year investigation has identified multiple contributing factors that led to this tragedy, providing valuable lessons learned to prevent a future occurrence. There is a need for stronger oversight and clear options for operators who are exploring new concepts outside of the existing regulatory framework. The board determined the primary contributing factors were OceanGate’s inadequate design, certification, maintenance and inspection process for the Titan. Other factors cited in the report include a toxic workplace culture at OceanGate, an inadequate domestic and international regulatory framework for submersible operations and vessels of novel design, and an ineffective whistleblower process under the Seaman’s Protection Act. The board also found OceanGate failed to properly investigate and address known hull anomalies following its 2022 Titanic expedition. Investigators determined the Titan’s real-time monitoring system generated data that should have been analyzed and acted on during the 2022 'Titanic' expedition. However, OceanGate did not take any action related to the data, conduct any preventative maintenance or properly store the Titan during the extended off season before its 2023 'Titanic' expedition. The MBI recommendations included restricting the Oceanographic Research Vessel designations for submersibles, expanding federal and international requirements to all submersibles conducting scientific or commercial dives and requiring Coast Guard documentation for all U.S. submersibles. The board also recommended adding Coast Guard personnel capacity at Coast Guard Headquarters to support new construction oversight and field inspections involving submersibles and vessels of novel design. Further recommendations included requiring operators to submit dive and emergency response plans to the local Coast Guard officer in charge, marine inspection; evaluating the Coast Guard’s subsea search and rescue capabilities; and working with the International Maritime Organization to define passenger submersibles and expand international safety requirements for submersibles operating on the high seas. The board also called for a new Occupational Safety and Health Administration and Coast Guard agreement to clarify whistleblower investigative protocols and improve interagency coordination. The Marine Board's report is now under review by the Commandant of the Coast Guard. Upon completion of the review, the Commandant will issue a Final Action Memorandum confirming the U.S. Coast Guard's position on the recommendations and any actions to be pursued. Report with link to ROI: https://www.news.uscg.mil/Press-Releases/Article/4265651/coast-guard-marine-board-of-investigation-releases-report-on-titan-submersible/

On July 31, the Grace Ocean Private Ltd. and the Synergy Marine Private Ltd, the owner and operator of the 'Dali', have filed a lawsuit against Hyundai Heavy Industries (HHI), the builder of the container ship. The lawsuit alleged that the ship's allision with the Francis Scott Key Bridge was caused by HHI's negligence, stating that a "defective design" is what led to the loss of power on the ship. In the complaint filedin the U.S. District Court for the Eastern District of Pennsylvania, Grace Ocean (the registered owner of Dali) and Synergy Marine (its technical manager) alleged that Hyundai improperly engineered and installed a key component of the ship’s electrical distribution system. The claim centred around an under-voltage release (UVR) mechanism tied to one of the ship’s main circuit breakers. The lawsuit stated that a loose wire at node 381 on the ship's electrical switchboard caused a power outage, which led to the engine shutting down and a loss of steering. According to court documents, two minutes after the power went out, a complete electrical blackout occurred. At 1:28 a.m., the ship allided with the Francis Key Bridge. The plaintiffs contended that the wiring connection, which was designed to carry control signals, was compromised due to the incorrect placement of a labelling band, preventing secure contact within the terminal block. This flaw disrupted the power supply and ultimately led to a full-scale electrical shutdown. U.S. federal authorities, including the National Transportation Safety Board and the Coast Guard, had earlier identified issues within the vessel’s electrical infrastructure as pivotal in their investigation. A report released in June had confirmed a break in continuity within the control circuit. Additional technical assessments documented loosely secured cabling, which engineers from Hyundai reportedly acknowledged could lead to system failure—a conclusion later substantiated during controlled simulations. The 'Dali' had suffererd prior electrical anomalies, including a blackout while docked in Baltimore shortly before its final voyage. These prior events, combined with reports of degraded maintenance conditions and makeshift onboard repairs, have raised serious concerns over the vessel’s operational integrity and its compliance with maritime safety standards. Apart from the lawsuit, Grace Ocean and Synergy Marine are also facing significant legal challenges. The U.S. Department of Justice filed a separate $100 million action in Sep 2024, accusing the companies of knowingly operating an unseaworthy ship and failing to disclose mechanical and electrical deficiencies. The State of Maryland has also launched litigation, seeking financial recovery for damages related to the bridge’s destruction, emergency response costs, and infrastructure restoration. As a defense strategy, the ship’s owner and operator have been seeking to limit their liability through maritime law provisions while redirecting part of the responsibility toward the original equipment manufacturer. Their suit against HD Hyundai includes claims for the cost of vessel repairs and potential compensation across dozens of civil cases involving economic loss, property damage, cargo disruption, personal injuries, and environmental impacts. The construction of the 'Dali' had started in 2014, with the delivery in 2015. The current product liability action accused Hyundai of failing to ensure that all electrical connections on the switchboard were properly secured during fabrication and assembly, and that the system was unsafe from the point of delivery. HD Hyundai has been formally notified of the suit and is expected to respond through legal channels in the coming weeks. This litigation adds a new layer of complexity to an already expansive network of legal proceedings stemming from one of the most consequential maritime incidents in recent U.S. history. A report released by the National Transportation Safety Board in 2024 stated that a cable that was supposed to connect with a control for blackout detection was loose. If not properly connected, the switchboard can lose power without ever being recorded on the ship's sensor, per the NTSB report. The lawsuit stated that HHI knew about the possibility of loose wires in the switchboard and knew, or should have been aware the vessel was at risk of power outages. Grace Ocean Private Limited and Synergy Marine PTE have since denied any wrongdoing since April 1, 2024. 45 claims are currently pending for property damage, economic damages, clean-up costs, personal injury, wrongful death, survival, workers' compensation reimbursement, and cargo and general average.

On Aug 4, 2025, at 10.20 p.m. the 'Maersk Gironde', en route from Wilhelmshaven to Gdansk, was in collision with the vehicles carrier 'SFL Composer' (IMO: 9293583), which was coming from Emden, at the entrance to the deep-water route at Hatter Barn. Both ships sustained damage above the waterline. Diving investigations were carried out to determine whether there was also damage below the waterline. Both ships have been detained by the Danish Maritime Authority. The 'SFL Composer' was anchored just northwest of Sejerø, close to the position where the collision occurred, while the 'Maersk Gironde' dropped anchor north of Fyns Hoved in pos. 55° 42' N 010° 45' E, where it remained stationary as of Aug 6. The Danish Maritime Authority has inspected the damage during the night and again on the morning of Aug 5. The 'SFL Composer' was taken in tow by the two Svitzer tugs 'Svitzer Edda' (IMO: 9898929) and 'Trym' (IMO: 9342724) to the Fayard Shipyard (the former Lindø Skibsværft) in the Odense Fjord for an inspections. On the foremidday of Aug 6, it dropped anchor in pos. 55° 35' N 010° 33' E. Reports with photos: https://tv-kalundborg.dk/nyheder/maersk-skib-i-kollision-ved-hatter-barn/ https://fyens.dk/112/kollision-mellem-skibe-i-fynsk-farvand-vi-har-vaeret-forbi

On Aug 1, 2025, at 12.40 p.m. the 'Christiane Deymann I' along with the barge 'Christiane Deymann II' (ENI.: 02323261), en route from Karlsruhe to Dordrecht, ran aground on the Rhine near Karlsruhe, while sailing downstream, after suffering a rudder failure due to a technical defect. The current then broke apart the ropes connecting the barge to the pushing ship. The 'Chrstiane Deymann I' was safely towed to the port of Wörth by another cargo vessel short time later, while the barge initally remained stuck on a groyne. Ship traffic on the Rhine was minimally restricted over the weekend. The work to refloat the barge were aborted on Aug 2, after several attempts to turn it around had failed, and rescumed on the morning of Aug 3 due to a higher water level. At 8.45 p.m. it could finally be refloated and was towed to Wörth too. The damage was estimated to be approximately €100,00 by the Waterways and Shipping Authority. Report with photos: https://www.ka-news.de/karlsruhe/technischer-defekt-rhein-havarie-bei-karlsruhe-verursacht-etwa-100-000-euro-schaden-5-8-25-110546380

On Aug 4, 2025, at around 10:40 p.m. the 'Excellence Baroness', enroute from Lelystad to Basel, allided with the Oude IJssel Bridge in Zutphen. The impact of damaged railings on the upper deck of the river cruise ship. Due to possible damage to the railway bridge. train traffic between Apeldoorn, Arnhem, and Zutphen was halted. The fire department responded with several vehicles. About 1,5 hours later, train traffic could be resumed. The police was also present and advised the crew of the river cruise ship to assess the damage, before it could continue its voyage at around 11:00 p.m., crossing the border to Germany on the Rhine on Aug 5 at 2.30 a.m. and berthed in Duisburg later the day, before proceeding to Düsseldorf. Report swith photos and video: https://www.gelrenieuws.nl/2025/08/passagiersschip-botst-op-oude-ijsselbrug.html https://www.destentor.nl/zutphen/cruiseschip-botst-op-spoorbrug-bij-zutphen-schade-aan-het-dek~af6463ef/