Marine Accident Report

Marine accident report, January 2005.

1. Summary……………………………………………………………………2

2. Factual information…………………………………………………………3

2.1. Photo of the ship……………………………………………………………3

2.2. Ship particulars……………………………………………………………..4

2.3. Voyage particulars………………………………………………………….4

2.4. Marine casualty or incident information……………………………………5

2.5. The injured crewmember……………………………………………………5

3. Narrative…………………………………………………………………….6

3.1. The shifting of bulk cement…………………………………………………7

3.2. Free surfaces effect…………………………………………………………8

3.3. Consequences of the accident………………………………………………10

3.4. Environmental conditions…………………………………………………..10

4. Conclusions………………………………………………………………….10

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1. Summary

M/V „Libera“ departed Izmir (Turkey) in full load of 4256 MT of Portland cement in

bulk on 26 January 2005 on a voyage for Taranto (Italy).

After 12 hours of sailing a sudden list of the ship occurred. The ship remained listed for 30

degrees on port side.

The cook who was in the refrigerator room hit his head against the entrance door and

broke his right arm.

The 1st steward found him an hour after the accident still unconscious from the

impact. While the deck officers tried to put the ship in an upward position so they can set sail

again, the 3rd officer together with the waiter was taking care of the unfortunate cook.

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2. Factual information

2.1. Photo of the ship

Figure 1: M/V „Libera“ Source: Personal photo

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2.2. Ship particulars

Name of vessel: LIBERA

Type of vessel: Cement carrier

Nationality/flag: Panama

Port of registry: Panama

IMO number: 6925173

Call sign: 3FEV6

DOC Company: Gruppo Gabeca srl Brescia Italy

Year built: 1969

Shipyard: Santander, Spain

Classification society: Polski Rejestr Statkow, Krakow, Poland

Lenght overall: 99,70m

Breadth overall: 15,30m

Gross tonnage: 3217

Deadweight: 4899 t

Draught max: 7,50m

Engine rating: 2989 KW

Service speed: 11,3 kts

Hull material: Steel

Hull design: Single hull

2.3. Voyage particulars

Port of departure: Izmir, Turkey

Port of call: Taranto, Italy

Type of voyage: Merchant shipping, International

Manning: 13

Pilot on board: No

Passengers on board: 0,

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2.4. Marine casualty or incident information

Type of marine casualty/incident: Accident to seafarer

IMO classification: Serious

Date, time: 26 January 2005 at 05.30 MLT

Location: Between island of Tinos and Mikonos (Greece)

Position: 37° 30' 11'' N - 025° 16' 16'' E

Ships operation / voyage segment: Underway

Place on board: Refrigerator room

Consequences: One seafarer injured, damage to the ship's ballast system, broken personal

belongings.

2.5. The injured crewmember

Was a Croatian cook employed by the company during year 2000. It was his third

signing onboard LIBERA and he had over 15 years of sailing experience.

The broken arm was dealt with in Taranto and the concussion was treated on board the ship

by 2nd officer.

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Figure 2: Position of accident Source: Google earth

3. Narrative

M/V „Libera“ departed Izmir (Turkey) in full load of 4256 MT of Portland cement in

bulk on 26 January 2005 at 15.30 MLT on a voyage for Taranto (Italy).

At 05.30 MLT, I, the ship's 1st officer woke up on my bed with a tremendous list on

the port side. I somehow climbed out my bed and cabin to get to the corridor and the staircase

that leads to the navigating bridge. As my cabin is situated just beneath the port wing of the

bridge I could sense the list the best.

When I arrived to the bridge I found the 2nd officer on the automatic pilot station.

When I called him the officer didn't respond. At that point I tried to remove him from the

automatic pilot but he has been stiff. Then I remembered that the standing Master's orders

were:

1. While the cement is settling down there will be no change of course due to the strong NE

gale that could shift the cargo and list the ship.

2. The course will be changed upon my arrival on the bridge at 08.00 MLT

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3. In case of any emergency or doubt please wake me up a.s.a.p.

At 05.35 MLT I called the engine room over the intercom and told them to start flooding the

starboard side ballast tanks until we reach the bearable list of min 15 degrees to port.

Then after removing the 2nd officer from the bridge by the help of the helmsman at 05.40

MLT I went to wake the Captain.

As his quarters were situated amidships he didn't feel the big list. After four minutes at 05.44

MLT Master was on the bridge reliving me of command.

When the ship was sheltered from the NE gale that was still raging the captain decided to drop

the anchor at the City of Tinos harbor bay.

At 06.05 MLT the Master ordered me to drop the anchor, and after 15 minutes at 06.20 MLT

we were anchored.

Then the Captain instructed me to go and check each and every crewmember onboard.

At 06.35 we discovered the unconscious cook. We took him to the ship's ambulance and took

care of his head and fastened his arm so he couldn’t move it.

At 07.00 MLT we contacted the Greek authorities and asked for MEDICO help. The doctor

instructed us to carry on to Italy without care and manage broken arm there.

The 1st steward was appointed as temporary cook and the ordinary seaman (sailor) as his

helper.

Because of the lack of responsibility, unprofessional behavior and endangerment of the crew

and ship, the 2nd off was discharged in Taranto where the replacement was waiting.

3.1. The shifting of bulk cement

Fine whitish to grey powder. Maximum particle size: 0,1mm. Both specific gravity and angle

of repose are dependent upon the amount of air in the material. Cement, cement blends and

cement extenders contract approximately 12% from an aerated to a non-aerated state.

Normally cementitious binders are carried in specially designed ships and trimming is

carried out with special equipment. Masters of vessels not specially fitted for the carriage of

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cementitious binders or who are unaware of the characteristics of such cargo should consult

local authorities for advice.

Considering the fluid nature of the cementitious binder prior to settlement, care should

be taken to maintain the ship upright during loading, and attention should be given to ensuring

that the material is trimmed reasonably level. Consideration should also be given to any

necessary measures to ensure that the cargo has settled and is stable before the ship sails,

especially where the loading rate is extreme in relation to the total dead-weight loaded. After

the material has settled, shifting should not normally occur unless the angle of the surface

within the horizontal plane exceeds 30˚. Should be kept dry prior to loading, bilge should be

made sift-proof and cargo spaces thoroughly cleaned. Contamination of a cementitious binder

renders it useless as a binding agent.

This is according to cement and concrete institute.

3.2. Free surface effect

Free Surface Effect

Liquid that only partially fills a compartment is said to have a free surface that tends to

remain horizontal (parallel to the waterline). When the ship is inclined, the liquid flows to the

lower side (in the direction of inclination), increasing the inclining moment.

Background:

If the tank contains a solid weight, and the ship is inclined, the center of buoyancy

shifts in the direction of the inclination and righting arms (GZ) are formed.

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Replacing the solid with a liquid of the same weight, when the ship is inclined, the

surface of the liquid remains horizontal. This results in a transfer of “a wedge of water,”

which is equivalent to a horizontal shift of weight, causing gravity to shift from G0 to G2.

The wedge of water transferred increases as the angle of inclination increases,

therefore, the center of gravity shifts a different amount for each inclination.

Untill the cement is settled it acts like liquid and therefore is very dangerous if the

hold is not 100 % full.

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3.3. Consequences of the accident

The cook in the refigerator room suffered fractures to one of his arms and got some

bruises. He was hospitalized for 5 days and then transported to his home for

recreation. As a consequence of the accident, the cook suffered from loss of memory

to some degree.

3.4. Environmental conditions

The weather was overcast with the vissibility of 20 nm.

The wind was a NE gale force 8 and the sea was state 7.

4. Conclusions

The assessment of the company was:

- Grave lack of professionalism and a grave mistake by the 2nd officer led to the list of

the ship and risk of losing the lives of the crew and the entire ship.

- Quick response from the 1st officer and Master led to the salvage of the ship and crew

- An introduction of the A.B. seamen on the night watch is mandatory.

- An attachment to the Time charter contracts will implemented by the company in case

of heavy weather.

- The ship will after completing loading be at a secure anchorage for 12 hours.

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