• Main
• My Island
• Ship Bulding
• Monster Waves
• Engine RooM
• Ship Safety
• Ship Accedents
• Story Of Sinked Vessel
• Marine pollution
• Visitor\'s Book
• ααΕΚΥΗα ΘδΗ

Old Sailor
Sea Passion

Accedent's Happened For Ship's During Sea Going

Aerial view showing the damaged bow of the Swedish-flagged Seawheel Rhine vessel which collided at sea with the Assi Eurolink, which subsequently sunk some 50 miles off the coast of the Dutch island of Terschelling, Saturday, Jan. 25, 2003. The 60-member crew of the Assi safely boarded the Seawheel Rhine before the Assi sunk.

An inquiry has been launched into the sinking
Nearly 3,000 new luxury cars on board a carrier ship which sank in the English Channel are almost certainly write-offs, salvage experts have said.

The multi-million pound cargo of vehicles, including BMWs, Volvos and Saabs, is lying on the seabed inside the sunken Norwegian carrier ship the Tricolor.

The 55,000-ton vessel sank after colliding with a 20,000-ton container vessel in the early hours of Saturday.

A salvage company is sending a ship to the area with divers on board to try to find a way of removing the wreck - lying in about 25m of water.

During the tests on June 13, the ex-Buchanan proved the most resilient. survived an initial barrage of three Hellfire missile hits, three harpoon hits and a 2,400-pound laser-guided bomb.
When the ship wouldn't sink that night, the next morning 200 pounds of explosives were added to send the ex-Buchanan to her final resting-place. The assaults against the ex-Ramsey and the ex-Gen. Hugh J. Gaffey were launched on June 15. Both vessels sank after taking multiple hits for more than an hour.
On the evening of Wednesday February 6, huge swells came up the harbour, broke over the boat ramp and severely damaged several structures on the slipway. Kaiti Road was closed because of the waves coming over the road.
The conditions caused the Jody F Millennium to break free from several of its moorings in the harbour. Tugs went to its assistance and attempted to hold the ship steady so it could be secured again to the wharf. However the situation became too unsafe for the people involved, the Jody F Millennium and the wharf itself. It was decided that the best place for her was back out at sea.
The ship left the harbour and was hit by the heavy swell on her side. It couldn't handle the conditions and ran aground on the beach. The incident was reported to the Maritime Safety Authority (MSA) at 10.00pm on Wednesday, 6 February. A "Tier 3" oil spill response was declared at 4.00am on Thursday, 7 February in the event that the ship might leak oil, though there were no reports of spills at that stage.
At 6am Thursday, the Director of Maritime Safety convened the first emergency meeting to plan for a potential oil spill response.
A bulk carrier with 9500 tonnes of urea fertiliser aboard ran aground at Tiwai Point near the entrance to Bluff Harbour on the morning of 8 October, 2002.
The Tai Ping is a Hong Kong-flagged vessel with a crew of 23 .
The Maritime Safety Authority has declared a Tier 3 emergency response following the grounding of the vessel.
By declaring a Tier 3 emergency, the MSA is able to plan for a major pollution response, should there be a significant oil spill from the vessel.
It also means the MSA can oversee any attempts to refloat the vessel
The Prestige, which split in two on Nov. 19, was carrying 20 million gallons of heavy fuel. The Spanish government estimates that the ship has leaked 4.5 million gallons already.
The ban will come into effect next month. Under the agreement, the 15 EU nations will also enact a total ban on single-hulled vessels that are over 15 years old. This would take effect in 2010.

On November 19th 2002, off the coast of Galicia (Spain), the Prestige sank with a load of 77,000 tonnes of petroleum on board. This represented more than half of the 150,000 tonnes of petrol accidentally spilled each year, but was a drop in the bucket compared to the minimum of 1.5 million tonnes of hydrocarbons released during illegal degassing or deballasting operations.

Jan 5, 2001 -- A press report states: The master of Sun Vista acted correctly and appropriately in all stages involved in the evacuation of passengers from the sinking cruise ship and was right in not allowing passengers to get back to their cabins to recover their belongings. The report had criticised Sven Hartzell for his role in the handling of the fire and resultant sinking of the Singapore-bound vessel in the Malacca Straits in 1999. He was cleared of any mishandling of passenger safety by the investigating flag state agency, the Bahamas Maritime Authority (BMA). The report of the investigation by the BMA into the fire and sinking noted: "The circumstances under which the evacuation of passengers and crew took place were somewhat unusual due to the failure of main, auxiliary and emergency power supplies, and the prior assembly of passengers and crew on the upper decks." In its analysis of the entire incident, the BMA report went on to note that the captain in his handling of the passenger's welfare, acted appropriately under each particular circumstance as they arose. The report notes that the first announcement to passengers that something was wrong was made approximately 30 minutes after the power failure at 1505 hrs. The report acknowledges that at the time of the power failure the extent of the fire was not known. Some 10 minutes after the first announcement passengers were advised to remain on the open decks. "This was a sensible precaution, particularly as there was no electric lighting and the lower deck spaces would have been in complete darkness," noted the report. This resulted however, in passengers being unable to retrieve clothing and personnel effects including medication as well as their life-jackets, although other life-jacket stores supplied an adequate number for the passengers and crew. But the report underscores that the captain acted correctly in ensuring the safety of his passengers: "To allow passengers to return to their cabins in these circumstances would have exposed them to unacceptable risks. "Although the decision to abandon ship was not taken until 1750 hrs, the decision to marshal passengers and crew on the upper decks proved to be well founded," said the report. END UPDATE.
Our picture above is of the 133 metre HMS SCYLLA a 2500 ton Leander Class frigate which was sunk as Europe's first Artificial Reef on Saturday 27th March 2004.

The vessel was stripped and "cleaned" from all contaminants, such as PCB's, Asbestos, Fuel and Engines Oils in Devonport Dockyard prior to this.

The sinking location was about 500 metres south of the "JAMES EGAN LAYNE" which lies in about 24 metres of water in Whitesand Bay, Cornwall.
The VLCC Tochal, whilst rounding the Cape fully laden, was hit by heavy seas which resulted in her entire lower bow section for'ard of the collision bulkhead falling away. This was how she looked before loose steel was cut away.
 The World Horizon lost most of her bow in heavy weather off the Cape. Here she lies waiting for temporary repairs before sailing from Cape Town. What you see is damage done by the sea alone
Waves break over the Mimosa, awaiting a cargo transshipment in Algoa Bay
The BOS 400 was being towed around the Cape by the tug Tigr in a storm, when she broke loose and ran aground in June 1994. The loss of the crane barge has resulted in three High Court judgments in London and five in Cape Town. The barge was valued at more than US$80-m