final investigation report no.ad09038303 m/v … de accident… · final investigation report...
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Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 1
FINAL INVESTIGATION REPORT No.AD09038303
M/V “SUNSHINE” – IMO No. 7806180
SUNK OFF LIBYAN COST ON APRIL 22, 2007 R-010-07/DISAM Notice: This investigation report was written to improve safety and prevent possible accidents. The report does not address the possible responsibility or liability caused by the accident. The investigation report should not be used for purposes other than the improvement of safety, according.
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 2
CONTENTS
SYNOPSIS ....................................................................................................................... 4
CHAPTER “A”, FACTUAL INFORMATION .....................................................................
1. Glossary and Abbreviations .......................................................................................... 6
2. Accident Summary ........................................................................................................ 7
3. Ship Details ................................................................................................................... 8
4. Hull................................................................................................................................ 9
5. Machinery ..................................................................................................................... 9
6. Bridge Equipment ....................................................................................................... 10
7. Relevant safety equipment ......................................................................................... 11
8. Certificates and inspections ........................................................................................ 12
General Arrangement Plan .......................................................................................... 14
Tank Capacity Plan ..................................................................................................... 14
Capacity Plan .............................................................................................................. 15
9. Working language ....................................................................................................... 16
10. Background ............................................................................................................... 17
10.1 The Ship ................................................................................................................. 17
The M/V “SUNSHINE” .................................................................................................... 17
10.2 Management Company ........................................................................................... 19
10.3 Maintenance ........................................................................................................... 19
10.4 Source of Information and interviews ...................................................................... 19
12. Narrative ................................................................................................................... 20
12.1 The previous voyage ............................................................................................... 20
12.2. The voyage of the accident .................................................................................... 20
12.3 Weather conditions ................................................................................................. 20
12.4 Departing condition of the ship ............................................................................... 21
12.5 Lashing of cargo ..................................................................................................... 22
12.6 Qualification of crew ................................................................................................ 22
12.7 The role of USB ...................................................................................................... 22
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 3
12.8 The ISM .................................................................................................................. 23
CHAPTER “B”, ANALYSIS ..............................................................................................
13. The accident ............................................................................................................. 25
14. Actions taken by the crew ......................................................................................... 26
15. The stability and important related matters ............................................................... 26
16. Events failures .......................................................................................................... 27
17. Search and rescue .................................................................................................... 27
CHAPTER “C”, CONCLUSIONS .....................................................................................
18. Conclusions .............................................................................................................. 29
19. Main causes of the accident ..................................................................................... 31
CHAPTER “D”, RECOMMENDATIONS ...................................................................... 34
20. Recommendations at this stage of the investigation ................................................. 35
CHAPTER “E”, PHOTOS ................................................................................................
21. Available photos ....................................................................................................... 37
21.1 Safety Inspection ................................................................................................. 38
21.2 Route/map of accident area ................................................................................ 51
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 4
SYNOPSIS
M/V “SUNSHINE” sailed on April 21st, 2007 from the port of Trapani – Sicily, loaded with
2048MT of marble, in blocks, heading to Port Said – Egypt. On April 22, 2007 the vessel was
sailing in weather 5-6B with foremost direction but the weather changed rapidly and she
found in heavy seas about 35nm North to the Libyan coast, as reported by her Master.
During Master’s effort to maintain a reasonable course under the given circumstances, the
vessel took, suddenly, excessive list and capsized within 10 minutes. Elsewhere reported
that the time elapsed for vessel’s capsizing was 20 minutes. However, under the stressed
conditions that the crew experienced is reasonable to have a relative sense of the time
without being able to be absolutely accurate.
Taking in consideration the heavy weather conditions, the very quick and sudden capsizing of
the vessel, the nature of the cargo, and the fact that nothing unusual or unsafe was reported,
so far, during vessel course, we may conclude the shifting of the cargo as the actual cause of
vessel’s capsizing and the consequent sinking.
It was a very fortunate event that the crew reacted very effectively activated a GMDSS alarm,
as reported by her Master and using vessel’s life saving means they manage to embark the
life boats and save their lives, being rescued on 24 April, 2007 by the British warship
Montrose. No deaths occurred nor were injuries reported.
Even that no pollution was officially reported, in fact it should be, even of a minor nature
considering the quantities of diesel and lubricating oil on board. Vessel’s managers reported
that there were on board eighteen (18) metric tons of diesel oil and seven tenth (0.7) metric
tons of lube oil, at the time of her departure from the port of Trapani. It is safely assumed that
these quantities will escape, from the vessel, progressively by the air vents and they shall
disperse with the sea currents. This casualty is rated as a Marine Casualty as per the
definition 4.1.3 of Appendix 5 – Code for Casualty Investigations.
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 5
CHAPTER “A”, FACTUAL INFORMATION
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 6
1. Glossary and Abbreviations
AIS Automatic Identification System CEC Certificate of Equivalent Competency COC Certificate of Competency DOC Document of Compliance E/R Engine Room GMDSS Global Maritime Distress and Safety System GPS Global Position System GT Gross Tons IMO International Maritime Organization ISM International Safety Management Code for the Safe Operation of Ships ISSC International Ship Security Certificate KW Kilowatts LBP Length between Perpendiculars LT Local Time NM Nautical Miles PSC Port State Control PMA Panama Maritime Authority USB Universal Shipping Bureau PHRS Phoenix Register of Shipping OOW Officer on Watch C/E Chief Engineer C/O Chief Officer 1/E First Engineer 2/O Second Officer 2/E Second Engineer 3/O Third Officer 3/E Third Engineer A/B Able Seaman OS Ordinary Seaman MDO Marine Diesel Oil HFO Heavy Fuel Oil LO Lube Oil FW Fresh Water SW Sea Water RPM Revolution per Minute SMC Safety Management Certificate SMS Safety Management System SOLAS Safety of Life at Sea Convention 1974 STCW International Convention on Standards of Training and Watch keeping for
Seafarers UTC Universal Coordinate Time VDR Voyage Data Recorder VHF Very High Frequency (radio)
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 7
VTS Vessel Traffic System FIOS Free In/Out Stowed
2. Accident Summary
2.1 Name of the vessel : SUNSHINE
2.2 Flag : Panama
2.3 Date of Sinking : 22 April 2007
2.4 Time of Sinking : 17:15 (Libyan local time)
2.5 Position : 35 nm North of Libyan coast
2.6 Total on board : 11
2.7 Total loss of Life : 0
2.8 Rescued alive : 11
2.9 Owners : LAVINIA MARITIME COMPANY
2.10 Management Company : DOGRU DENIZCILIK BROKERLIKLIC.LTD STI
2.11 Classification Society : PHOENIX REGISTER OF SHIPPING S.A.
2.12 Other RO : UNIVERSAL SHIPPING BUREAU INC.
2.13 Pollution : None reported
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 8
3. Ship Details 3.1 IMO No. : 7806180
3.2 Former Names : ALMIRA, ILKNUR II, KARAER II
3.3 Service : General cargo
3.4 Owners : LAVINIA MARITIME COMPANY
3.5 Flag : Panama
3.6 Call Sign : HO3769
3.7 Port Registry No. : 32789-PEXT
3.8 Characteristic of Service : Unrestricted Navigation
3.9 Gross Tonnage : 1214
3.10 Net Tonnage : 701
3.11 Overall length : 75.00 m
3.12 LBP : 67.00 m
3.13 Molded breath : 11.00 m
3.14 Freeboard : 852 mm
3.15 Draught : 5.14 m
3.16 Derricks and cranes : 3 derricks
3.17 Electrical plan Gen :
3.18 Speed : 11 knots
3.19 Power in kw : 746
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 9
4. Hull 4.1 Builder : Gunsin Shipyards S.A.
4.2 Building Year : Dec., 1985
4.3 Building place : Istanbul, Turkey
5. Machinery
5.1 Number, Type, Designer : One Internal Combustion Diesel Engine, Single screw
5.2 Year of built : 1983
5.3 Manufacturer and place of build : SKL, Germany
5.4 Power in kw : 746
5.5 Characteristics : 6 cylinders
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 10
6. Bridge Equipment 6.1 Standard magnetic compass
6.2 Gyro compass
6.3 Gyro compass heading repeater
6.4 Heading control system
6.5 Pelorus
6.6 Radar 9 GHz
6.7 A.I.S.
6.8 Echo sounding
6.9 Speed & distance measuring device
6.10 Rudder, propeller, thrust
6.11 Daylight signaling lamp
6.12 GMDSS Radio Equipment A1, A2
6.13 VHF radio installation
6.14 HF radio in installation
6.15 NAVTEX receiver
6.16 COSPAS-SARSAT
6.17 Radar transponders
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 11
7. Relevant safety equipment 7.1 Number of motor lifeboats : 1
7.2 Number of rescue boats : 1
7.3 Number of life rafts : 2
7.4 Number of persons accommodated by them : 20
7.5 Number of lifebuoys : 8
7.6 Number of lifejackets : 15
7.7 Number of immersion suits : 11
7.8 Number of thermal protective aids : 10
7.9 Number of radar transponders : 2
7.10 Number of two-way VHF radiotelephone apparatus : 3
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 12
8. Certificates and inspections
Certificate Issued by Issuance Expiration Last
Inspection 8.1 Certificate of Registry PMA -
8.2 Ship Station License PMA 05/072005 04/07/2009 -
8.3 Minimum Safe Manning PMA 22/02/2005 - -
8.4 Continuous Synopsis Record PMA 17/06/2005
8.5 Int’l Tonnage 1969 PMA 10/04/2007 - -
8.6 Crew Accommodation USB 13/06/2005 23/02/2009 -
8.7 Load Line USB 13/06/2005 23/02/2010 30/05/2006
8.8 Safety Construction USB 13/06/2005 23/02/2010 30/05/ 2006
8.9 Safety Equipment USB 01/03/2007 27/07/2007 28/02/2007
8.10 Safety Radio USB 01/03/2007 27/072007 28/02/2007
8.11 IOPP USB 13/07/2005 23/02/2010 30/05/2006
8.12 Document of Compliance USB 13/06/2005 03/05/2010 02/09/2006
8.13 Safety Management USB 13/06/2005 23/02/2010
8.14 Int’l Ship Security PMA 13/06/2005 23/05/2010
8.15 Solid Bulk Cargoes USB 13/06/2005 23/02/2010
8.16 Sewage USB 13/06/2005 23/02/2010
8.17 Class PHRS 13/06/2005 23/02/2010 16/11/2006
8.18 Last Dry dock 23/02/2005 Notes :
PMA : Panama Maritime Authorities
USB : Universal Shipping Bureau
PHRS : Phoenix Register of Shipping
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 13
General Arrangement Plan
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 14
Tank Capacity Plan
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 15
Capacity Plan
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 16
9. Working language All crew (latest crew list is below) of the M/V “SUNSHINE” was of Turkish nationality and their working language was Turkish.
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 17
10. Background 10.1 The Ship
The M/V “SUNSHINE” was built in 1985 in Istanbul, Turkey by GUNSIN SHIPYARDS S.A.,
owned by LAVINIA MARITIME COMPANY and operated by DOGRU DENIZCILIK
BROKERLIK LIC.LTD STI.
The vessel changed flag from Turkey to Panama in the year 2004. The vessel under the
Panama flag and operated from DOGRU DENIZCILIK BROKERLIK LIC.LTD STI., has
visited ports within Cyprus, Turkey, Romania Gibraltar, Spain, Malta, Israel, Morocco,
Greece, Tunisia, Italy, Slovenia, Portugal, Libya, Mauritania, Syria and Algeria.
Vessel’s previous names are as follows:
Karaer II, until January, 1999 under Turkey flag
IIknur 2, until December, 2004 under Turkey flag
Almira, until February, 2005 under Panama flag
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 18
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 19
10.2 Management Company
From 2004, the ship was operated by Dogru Denizcilik Brokerlik Ltd, Stl. This company was
certified pursuant ISM Code with a Document of Compliance (DOC) issued by Universal
Shipping Bureau on June 23rd, 2005 and it is valid until May 3rd, 2010. The last Annual
verification was done by Universal Shipping Bureau on August 2nd, 2006. During this audit,
four (4) non-conformities were raised by the Auditor which, and were all closed on
10/30/2006.
10.3 Maintenance Maintenance of the M/V “SUNSHINE”, according to records and interviews, was carried out
at proper intervals with no significant or related outstanding remarks.
Last special survey including dry-dock was done on February 23rd, 2005 at Gibraltar-
Kenitra, Constanta, Romania.
10.4 Source of Information and interviews
The information contained in this report has been collected through interviews to the
managing company’s personnel, vessel’s Class / RO / RSO surveyors-auditors.
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 20
12. Narrative
12.1 The previous voyage M/V “SUNSHINE” arrived at the port of Trapani, Italy from Annaba, Algeria.
12.2. The voyage of the accident M/V “SUNSHINE” sailed on April 21st, 2007 from the port of Trapani, Sicily, loaded with
2048MT of marble, in blocks, heading to Port Said, Egypt. The M/V “SUNSHINE”, 35 nm
North from the Libyan cost, suddenly took excessive list and capsized within 10 minutes.
Elsewhere reported that the time elapsed for vessel’s capsizing was 20 minutes.
No deaths occurred nor were injuries reported.
12.3 Weather conditions
According to Master’s report, the sea state was 5-6 B, while the vessel “was taking the sea
from forward,” that means the weather was ahead of the ship with a S-SW direction. This
statement is not very accurate because, usually a qualified/experienced master will not
stress his ship going ahead in weather like this. It would be wiser to maintain a slightly
different course taking the sea from the stem side.
As per the same statement, “35 miles off of the coast side (Libyan coast) the weather
changed and the sea started from every side.”
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 21
12.4 Departing condition of the ship
Before departure, the operations were carried out as usual by the ship’s crew. The loading
of 2048MT marble in blocks from Trapani, Italy to Port Said, Egypt were loaded under FIOS
terms. Other details of load are as follows:
Ballast water : Nil
Diesel Oil : 18MT
Fresh water : 12MT
Lubricating oil : 0.7 MT
Provision & constants : 4 MT
Additionally, all of the vessel’s statutory certificates were valid, as required for the intended
voyage.
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 22
12.5 Lashing of cargo The vessel has an approved cargo Securing Manual approved by Universal Shipping
Bureau on October 30th, 2006 in compliance with IMO Maritime Safety Committee,
MSC/Circ 745 of June 13th, 1996. Details of the lashing of cargoes as indicated in the
Manual shall be considered as self-explanatory, however, cargo stowage and lashing was
done from charters under the FIOS terms. As per manager’s statement, it is understood that
vessel’s crew was not actually involved into this process.
12.6 Qualification of crew
Vessel’s crew member’s vessels were of Turkish nationality and the vessel was manned
according to the Minimum Safe Manning Certificate. Only a confirmation issued by Panama
Consulate in Barcelona, Spain stating that required documents for the issuance of
Panamanian Endorsement certificate for Mr. Servet Sahin, Master on board, was available.
National diplomas, endorsements, and Panamanian endorsements of the crew were lost at
time of accident. Therefore, we were unable to check crew’s qualifications. Managing
company stated that there were no available copies of said documents on their premises.
12.7 The role of USB Universal Shipping Bureau (USB) is a Recognized Organization and Recognized Security
Organization authorized by the Panama Maritime Administration to issue statutory
certificates.
USB had been issuing all statutory certificates for the M/V “SUNSHINE” since 2004.
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 23
12.8 ISM We have noted that an initial audit was carried out by USB on May 3rd, 2005 and permanent
DOC was issued on 06/13/05 valid until May 3rd, 2010. The last annual audit was carried out
on August 2nd, 2006 with satisfactory results. Four (4) Non-conformities were raised at that
time, but they were rectified / closed on 10/30/2006.
Nature of deficiencies posted by Port State Controls over the last 2 years, Non-conformities
raised by USB Auditor, and the absence of records/copies of the qualification diplomas /
endorsements of the seafarers on board, are proof of slackness of discipline by company
management.
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 24
CHAPTER “B”, ANALYSIS
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 25
13. The accident On April 22nd, 2007 the vessel was sailing in weather 5-6B with foremost direction, but the
weather changed rapidly and she was found in heavy seas about 35nm North of the Libyan
coast, as reported by her Master.
During Master’s effort to maintain a reasonable course under the given circumstances, the
vessel suddenly took excessive list and capsized within 10 minutes. Elsewhere reported that
the time elapsed for vessel’s capsizing was 20 minutes. However, under the stressed
conditions that the crew experienced, it is reasonable to have a relative sense of the time
without being able to be absolutely accurate.
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 26
Taking in consideration the heavy weather conditions, the very quick and sudden capsizing
of the vessel, the nature of the cargo, and the fact that nothing unusual or unsafe was
reported, so far during vessel’s course, we may conclude the shifting of the cargo as the
actual cause of vessel capsize and its consequent sinking.
It was a very fortunate event that the crew reacted very effectively, activated by a GMDSS
alarm, as reported by her Master, and using vessel’s life saving means. They managed to
embark the life boats and to save their lives, being rescued on April 24th, 2007 by the British
warship Montrose.
No deaths occurred nor were any injuries reported.
Even that no pollution was officially reported, in fact it should be even of a minor nature
considering the quantities of diesel and lubricating oil on board. Vessel’s managers reported
that there were on board eighteen (18) metric tons of diesel oil and seven tenths (0.7) metric
tons of lubricating oil, at the time of her departure from the port of Trapani. It is safely
assumed that these quantities will escape from the vessel, progressively by the air vents
and they shall disperse with the sea currents.
14. Actions taken by the crew It was a very fortunate event that the crew reacted very effectively, activated by a GMDSS
alarm, as reported by her Master, and using vessel’s life saving means. They managed to
embark the life boats and to save their lives.
15. The stability and important related matters The vessel has a Trim and Stability booklet approved initially by the Turkish flag
administration, and reviewed / approved by Universal Shipping Bureau under the provisions
of the International Convention on Load Lines 1966, Annex I, Regulations 10.1 and 10.2.
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 27
16. Events failures 16.1 Primary cause of failure has been identified by the shifting of a single heavy
block of marble cargo.
16.2 Loading was carried out by stevedores under FIOS terms, and it is obvious that
the Master had no active role during loading.
16.3 The lashing arrangement used for the securing of the single marble block was
provided, most probably, by the stevedores. Managers were unable to give details about the
lashing used and their condition. Therefore, we can only assume that this lashing was failed
permitting the cargo to be shifted during an extreme acceleration force.
16.4 Vessel’s Master was obliged to check and verify proper and adequate lashing
arrangement of the cargo. It was his responsibility to do so, prior to proceed at sea with
safety. From the information collected it is obvious that this check was never done.
17. Search and rescue No other ships were involved into this casualty. The only vessel involved for rescue
purposes, was the British frigate Montrose and transferred to Turkish Naval Ship Tcg
Gokceada taken to the Turkish Naval Base at Aksaz near Marmaris.
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 28
CHAPTER “C”, CONCLUSIONS
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 29
18. Conclusions As said earlier in this report, vessel was loaded with full cargo (2048 MT) of marble in
blocks, as it sailed from the port of Trapani, Sicily heading to Port Said, Egypt. As per
managers’ information, this kind of cargo was usual for this ship, so we shall consider that
her crew was familiar with its handling. In any case, the vessel found itself in heavy seas,
close to the Libyan coast (reported to be 35 miles north), and due to sudden shift of cargo
the ship capsized very quickly and sunk. It seems that the cargo had been shifted, so
suddenly, due to inadequate securing or due to failure of its securing equipment.
We found that the ship had an approved Cargo Securing Manual in accordance with SOLAS
Ch.VII, Reg.5 & IMO Res. A.715(17) and MSC/Circ.745. (Appendix 1)
This Cargo Securing Manual was a bilingual document (Turkish & English), which means
that the Turkish crew had no problem to read or understand it, being written in their own
native language. However, the manual’s copy which we traced from vessel’s RO (USB)
does not contain any particular information of the kind, the number, or the condition of the
portable securing equipment available on board. It is possible that the original Manual on
board had endorsed such kind of information. As usual, the copy submitted to RO for
approval does not. In any case, as the portable equipment is subject to maintenance or
replacement / renewal, it is the Master’s responsibility to maintain such list duly updated.
We had not the chance to interview the Master, but as reported by vessel’s managers, the
cargo was loaded in two layers; the second one was crossing the first one, secured by
dunnage. Only one heavy block was separate and lashed on top of the rest of the cargo. We
assume that this single block could be shifted, being the cause of the capsizing.
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 30
The vessel at the time of incident had adequate stability. The loading condition was reported
as follows:
1. Cargo Load : 2048MT
2. Ballast Water : NIL
3. Diesel Oil : 18 MT
4. Fresh Water : 12 MT
5. Lubricating Oil : 0.7 MT
6. Provisions & Constants : 4 MT
As there no particular details were not available, such as detailed loads distribution, centers
of gravity etc., it is not possible to carry out an accurate stability calculation due to the fact
that several assumptions would be introduced, thus, canceling any attempt to obtain
accurate results.
Therefore, as the above loading figures being, almost, very close with a typical “full cargo
departure”, we can safely conclude that the vessel had adequate intact stability. According
to the ship’s approved Stability and Grain Stability Information Booklet, for deadweight of
2078 MT, the calculated value of GM is 0.612 m (after free surfaces correction), so we can
conclude that the vessel had a positive GM in her last voyage. Therefore, the only
explanation for vessel’s capsizing could be only the combination of heavy seas and the
severe shifting of cargo in an adverse combination which resulted to cancel vessel’s positive
GM.
Unfortunately, the load of either the heavy lashed block or its exact place in the holds is
unknown. Managers reported that they never got a cargo stowage plan from the stevedores,
while vessel’s Master was unable to provide more details on this specific point. Under this
lack of information it cannot be verified, by means of calculations, how marble block’s
shifting has affected vessel’s intact stability. Also, there is no information nor any details
regarding the marble block’s lashing equipment.
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 31
In our opinion, vessel’s Master should have been aware on the lashing and the exact
positioning of this single marble block, which seems to be the cause of vessel’s capsizing.
Bearing in mind that the vessel was often engaged in such cargoes transportation in the
recent past, we may assume from our experience that an increased feel of confidence
would existed among vessel’s officers, believing that stevedores would make the most
suitable loading. This understanding is being supported from vessel’s managers, on the
basis that her chartering was in accordance with FIOS terms (Free In/Out Stowed).
However, even if this is the case, the C/O and the Master would check by themselves the
lashing arrangements of this single block in order to satisfy themselves that it was
adequately secured and vessel’s safety was not jeopardized. Managers were unable to
confirm if Master and C/O had checked the lashing arrangement or not.
19. Main causes of the accident
In principle, the shifting of cargo is being recognized as the cause of vessel’s capsizing. Up
to the time that the vessel was sunk, she had all her certificates valid and she was in a
seaworthy condition without any due / overdue recommendations.
Vessel had recently been inspected on April 2007, at the port of Lavrion in Greece, for
purposes of renewing her safety equipment and safety radio certificates, by a surveyor of
vessel’s RO (USB). Both surveys were carried out with satisfactory results. At that time,
nothing unusual or strange was observed raising additional attention from the surveyor, and
the vessel reported to be in full functional condition regarding her ballasting-deballasting
operation and during this last voyage had adequate stability.
The General Principles of CSS Code - Code of Safe Practice for Cargo Stowage and
Securing are stating that:
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 32
• All cargoes should be stowed and secured in such a way that the ship and persons
on board are not put at risk.
• The safe stowage and securing of cargoes depend on proper planning, execution,
and supervision.
• Personnel commissioned to tasks of cargo stowage and securing should be properly
qualified and experienced.
• Personnel planning and supervising the stowage and securing of cargo should have
sound, practical knowledge of the application and content of the Cargo Securing
Manual, if provided.
• In all cases, improper stowage and securing of cargo will be potentially hazardous to
the securing of other cargoes and to the ship itself.
• Decisions taken for measures of stowage and securing cargo should be based on the
most severe weather conditions which may be expected by experience for the
intended voyage.
• Ship-handling decisions taken by the Master, especially in bad weather conditions,
should take into account the type and stowage position of the cargo and the securing
arrangements.
It seems that the vessel’s Master had underestimated the prevailing severe weather
conditions, and he didn’t take adequate precautions in order to minimize the risk to face the
heavy seas. This behavior could be categorized as misjudgment of the situation. If he was
more precautionary, then he could alter vessel’s heading in a more safe way and possibly
the shifting of the cargo could be avoided. Considering that the mechanism of cargo shifting
is the excessive acceleration imposed by the heavy seas, then according to CSS Code -
Code of Safe Practice for Cargo Stowage and Securing Resolution A.714(17)(Amended by
MSC/Circ.664, MSC/Circ.691, MSC/Circ.740, MSC/Circ.812, MSC/Circ.1026) - Chapter 6 -
Actions Which may be Taken in Heavy Weather – the Master was able to proceed to:
• alteration of course or speed or a combination of both;
• early avoidance of areas of adverse weather and sea conditions; and
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 33
• timely ballasting or deballasting to improve the ship’s behaviour, taking into
account the actual stability conditions.
The shifting of the cargo resulted due to inadequate securing or due to failure of securing
equipment under the force of excessive accelerations. Under FIOS terms, managers are
claiming that it was shipper’s responsibility to load properly the vessel; however, we are of
the opinion that vessel’s Master is ultimately responsible for the ship’s safe preparation,
prior to commencing a voyage, and therefore, he should have verified that the cargo block
was properly loaded, stowed, and secured, and also he should have checked lashing during
the voyage.
Finally, based on our investigation, we have concluded that lack of proper implementation of
the CSS Code - Code of Safe Practice for Cargo Stowage and Securing was the principle
cause of this casualty.
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 34
CHAPTER “D”, RECOMMENDATIONS
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 35
20. Recommendations at this stage of the investigation We have recognized that the principle cause of this maritime casualty was the lack of proper
implementation of CSS Code - Code of Safe Practice for Cargo Stowage and Securing.
Bearing in mind that the said Code – being the applicable regulation in this case - has been
well worked all these years, being amended and improved from the gained experience, we
shall recognize, once more, that human factor remains the week link to this casualty also.
Vessel’s Master had the typical qualifications for his position, so a priori we consider him
capable to perform his duties; that means that he was properly trained according to the
requirements of STCW 78/95. However, his misjudgement in the prevailing weather
conditions and consequently the underestimation of the sea condition, in combination with a
possible lack of proper checking on the stowage and lashing arrangements of his cargo,
could have resulted or lead to this marine casualty.
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 36
CHAPTER “E”, PHOTOS
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 37
21. Available photos
21.1 Safety Inspection From the latest safety inspection at Lavrion, Greece on February 28th, 2007.
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 38
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 39
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 40
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 41
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 42
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 43
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 44
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 45
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 46
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 47
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 48
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 49
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 50
Gaby Bou Chaaya Sunk - M/V ¨ SUNSHINE¨ Accidents Investigator
Panama Maritime Authority
Directorate General of Mercant Marine Marine Casualty Investigation Branch
Panama, Republic of Panama Page 51
21.2 Route/map of accident area