Estonia still holds lessons
FOLLOWING last month’s insight into the new research into technical aspects of the Estonia disaster, SNAME offers its summary regarding the inquiries into the loss.
T
HE Forensics Panel SD-7 of the Society of Naval Architects and Marine Engineers
under the Chairmanship of Mr W H Garzke Jr has been re-analysing past ship casualties to assess whether there are lessons to be drawn today that may not have been concluded at the time. It has been concerned by inconsistencies
in reports of the loss of the Passenger Ferry MV Estonia, and has been supporting a new research study of the sinking sequence. In September 2005 Mr John Graffman of
VINNOVA (Swedish Governmental Agency for Innovation Systems) outlined a schedule of a proposed study into the loss of the Estonia: • March 17 2005, Swedish Government authorises study – Swedish Military admitted that Estonia had been used to carry military equipment from Russia to Sweden prior to fateful voyage.
• May 19 2005, Pre-announcement by VINNOVA
• July 1 2005, Request for Proposals for Study
• August 29 2005, Closing date for RFPs • October 10 2005, Complete Evaluation of RFPs
• Prepare Detail Proposals by Selected Parties
• December 15 2005, Submission of Detailed Proposals
• January 31 2006, VINNOVA announce successful bidders.
The objectives of this study are to determine
the sequence of the sinking of the MV Estonia and to develop important knowledge that will improve maritime safety for ships in Swedish and international waters. However Paragraph 5 of the RFP prohibits the visitation of the wreck per an agreement between the governments of Sweden, Finland, and Estonia and later co- signers of this agreement of Denmark, Russia, United Kingdom, and Latvia.
The expected outputs and outcomes include:
• The most probable scenario for the sinking sequence of Estonia
• Recommendations on products, methods, and services that will improve the safety of passenger ferries
• A better understanding of possible sinking sequences in distressed passenger ferries.
The organisations submitting proposals included: • A joint proposal received from HSVA and TuTech Innovation GmbH of TUHH (Germany)
• Krylov Shipbuilding Research Institute, St. Petersburg (Russia) • MTAB (Sweden)
THE NAVAL ARCHITECT FEBRUARY 2007
Any new study not based on a detailed forensic study of the wreck will be meaningless, inconclusive, and a waste of money.
• Joint proposal from SSPA AB (Sweden), SSRC at University of Strathclyde (UK), MARIN (Netherlands), and Chalmers University, Gothenburg.
Previous Studies included:
• The Joint Accident Investigation Commission’s (JAIC) Final Report (Issued in December 1997)
• The National Board of Psychological Defense (SPF), Pilot Study of the Sinking Sequence (Issued in March 2003).
Estonia's History: Shipbuilder – Josef L. Meyer Shipyard GmbH, Papenburg, Germany First Owner – Rederi Sally of Mariehamn, Aaland, Finland, managed by Viking Line as Viking Sally Maiden Voyage July 5 1980 Second or Third Owner – Silja Line, as Silja Star, late 1980’s Fourth Owner – Interests in Vasa, Sweden, February 1991, as Wasa King Fifth Owner – Joint Estonian-Swedish venture, October 1992, as Estonia Owned by Estline Marine Co as of January 15, 1993
Classification Society – Bureau Veritas. Vessel was operated as a joint venture by the Estonian Government and a longstanding Swedish company, Nordstrom & Thulin (Est. 1849)
Last Voyage Departure: Tallinn, Estonia on September 27 1994 around 1915 Scheduled Arrival: Stockholm, Sweden, September 28 at 0930 Vessel departed with 988 or 989 persons (~186 crew/803 passengers) Vehicles:
40 trucks/trailers (some dispute) 25 passenger vehicles 9 vans 2 buses
There is a need to examine this cargo manifest
with an inventory of vehicles onboard; and how the vehicle cargo was loaded and secured. There was a list of one degree to starboard with port list (heeling) tank filled when the vessel departed from Tallinn.
Vessel Accident Sea Conditions – Estonian Coast – moderate Baltic Sea – Wind SW at 18-20m/s (about 35- 40knots) Waves 3.5-4.5metres
Possibly borderline sea state 6 Significant wave height undetermined
September 28 (past midnight) – stabiliser fins extended followed by banging noises in bow. At 0102 vessel listed 40-50 degrees to starboard.
At 0122 distress call sent.
Around 0145 vessel capsizes to starboard. Vessel sank between 0153-0204 with the loss of 852 persons, only 136 persons saved.
Conclusions of a 1995 study by German experts: Vessel vehicle ramp and bow visor were poorly maintained. Was the one degree list due to leakage by corrosion in ship’s hull; port list tank filled to compensate for entrained water. Was this list recorded with or without vehicles? Repairs in Turku in 1993 on bow ramp and visor included: • Strengthening locking devices • Overhauling hinges • Renew bushings • Renew 15metres of bow visor rubber packing
• Renew 10metres of bow ramp rubber packing
Nordstrom & Thulin would not authorise these repairs. Swedish Maritime Board found that the
vessel could not pass inspection due to problems with bow ramp, safety plans, damage
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