Communiqués

TSB # M 07/98

BACKGROUNDER

(Halifax, N.S. 14-07-98) - The "FLARE" left Rotterdam on 30 December 1997, in a light ballasted condition, bound for Montreal. The vessel encountered adverse weather during the entire voyage. On the night of 15 January 1998, the winds were southwesterly at 40 knots, with seas of 6 to 7 m, and a water temperature of one degree Celsius.

At approximately 0429 on 16 January 1998, a Mayday was sent from the vessel shortly after it broke in two sections. The stern section, containing the crew accommodation, sank in approximately 20 minutes in 360 m of water, WSW of the French islands of Saint-Pierre-et-Miquelon. The bow section drifted for four days before sinking in approximately 100 m of water near the western edge of Banquereau Bank.

The rescue operation was coordinated by the Rescue Coordination Centre (RCC) in Halifax. Out of a crew of 25, only 4 survived. They were rescued by a Canadian Search and Rescue helicopter from an overturned lifeboat which had broken free from the vessel. The survivors, who were suffering from hypothermia, were flown to the closest hospital at Saint-Pierre. The search for other survivors continued for another day. Fifteen bodies were eventually recovered and taken to St. John's where they were identified and the cause of death determined.

An investigation by the TSB was initiated. All information on the vessel was gathered, including information on recent surveys and port state control inspections.

The vessel's certificates and the health and certificates of competency of the master, officers and crew were found to conform to the standards for this type of vessel and the voyage in which she was engaged.

DETAILS OF THE SHIP

The "FLARE" was a bulk carrier of 16,947 gross tons with the accommodation and main engine aft. The vessel was 180.8 m long, with a beam of 23.17 m, and a draught, on departing Rotterdam, of 3 m forward and 6 m aft. The owner of the vessel was ABTA Shipping, Cyprus, with the vessel registered in Cyprus. This ship, built in 1972, was older than the average bulk carriers currently in service.

SURVEY REQUIREMENTS FOR BULKERS

Under the Enhanced Survey Programme (ESP), special surveys are carried out every five years, the extent of which depends on the age of the ship; the older the ship, the more extensive the survey. In addition, surveys are carried out annually. These surveys might include special requirements deriving from the special surveys.

A special survey, under the ESP, was completed on the "FLARE" in January 1996 at which time extensive steel renewal on the hull was performed. All the certificates pertaining to the vessel, issued by Lloyd's, were up to date. The "FLARE" was last surveyed in November 1997.

TSB INVESTIGATION

The TSB has interviewed the surviving crew members and crew from previous voyages and collected all relevant data on the ship -- including previous surveys, port state control documents, sailing documents as well as constructors plans and specifications. Photographs of the bow section have also been reviewed. This information provides the investigation team with some indication of what might have happened, but does not tell the sequence or mechanism which lead to the vessel breaking apart on the morning of 16 January 1998. The location and extent of the principal fractures in the main deck and starboard side shell plating are visible in the aerial photographs. However, details of the sequence of the hull separation and of the structural damage to the lower parts of the hull can only be determined by underwater inspection.

As in most investigations, the answers to "where" and "when" are available, but "why" is the most vital question. In an endeavour to enhance marine safety and to prevent further loss of life, the TSB will be diving on the bow section of the "FLARE" with a remotely operated vehicle (ROV). The primary aim of the underwater investigation is to examine the hull and obtain video and photographic records of all the damaged structure exposed above the sea bed. It is hoped that such close-up examination will help locate any fracture initiation points, determine the failure sequence and material failure modes, and also identify any other factors related to the structural separation of the hull.

The dive is being conducted with the assistance of the Fisheries and Oceans Canadian Coast Guard who is providing the TSB with a stable dive platform, the CCGS "EARL GREY".

DESCRIPTION OF REMOTELY OPERATED VEHICLE (ROV)

The ROV that the TSB investigation team will be using is called a "Sea Rover". It is attached to a control centre on the mother ship by a tether that contains the electric power to run it, to power the lights and to control the on-board cameras and thrusters. The machine is able to move up and down, left and right, forward and backward, and spin horizontally. This ROV can dive to a depth of 420 m. There are three television cameras and one still camera on board. A miniature sonar will be used to guide the ROV to areas of interest and the video and still cameras will be used to take high resolution and stereographic photographs. The images will then be taken to the TSB Engineering Lab in Ottawa where investigators will be able to study and analyse particular sections of the damaged hull in greater detail. Using photogrammetry techniques, the investigators will then be able to estimate the thickness of the metal and to determine the size of any defects or damage that might be discovered.

The information to be gathered from the dive is just one facet of the continuing TSB investigation into this tragedy. The investigation team is also looking into such areas as the operation of the vessel, the distribution of ballast, the maintenance of the vessel, the survival equipment on board, and the search and rescue operation. The TSB will issue a public report upon completion of this investigation. However, the Board may also issue interim recommendations at any time during the investigation if any safety deficiencies are identified that pose serious risk to persons, property, or the environment.

The Transportation Safety Board of Canada is investigating this occurrence for the purpose of advancing transportation safety. It is not the function of the Board to assign fault or determine civil or criminal liability.

The Transportation Safety Board of Canada is an independent agency operating under its own Act of Parliament. Its sole aim is the advancement of transportation safety. It is not the function of the Board to assign fault or determine civil or criminal liability.

NOTE: This update is based on information assembled by investigation staff and will be amended as other facts are gathered. The investigation is not complete and one should not attempt to infer findings as to the causes and contributing factors of the accident on the basis of this update.

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