Mechanical Testing and Diagnosis
ISSN 2247 – 9635, 2019 (IX), Volume 2, pp. 11-14
BLACK SEA NAVAL ACCIDENTS – INTERVENTION MANAGEMENT
Valerian NOVAC*, Eugen RUSU, Gheorghe STĂVĂRACHE
”Dunărea de Jos” University, Galati, ROMANIA
ABSTRACT
Most of the global trade is carried by sea as the Earth surface is covered more than ¾ with
water. For commercial purposes, the size of ships has continuously increased; thus, the space for
cargo and passengers became more generous. Though, this leads to higher risks: reduced
maneuverability, especially in narrow or confined waters, more costly intervention in case of an
accident and consistent relief actions. When naval accidents affect the property, human life and
environment are severely affected. To reduce the risk of accidents or curb their effects when
produced, all stakeholders involved in shipping must obey the provisions of international
regulations related to the safety of ships operations, collision avoidance, pollution prevention, and
so on. Along with enforcing international regulations in the field, effective management of
intervention in the case of an accident has to be adopted. This paper presents the influence of
environmental factors in the western Black Sea basin on naval accidents, along with
considerations related to the system of intervention in the case of distress situations or accident in
the Romanian sector of the Black Sea.
Keywords: Black Sea, naval, accident, safety, intervention
1. INTRODUCTION From maritime accidents analysis point of view
(Fig. 1), the northwestern part of the Black Sea, our
Situated in the south-east of Europe, the Black study target area, is more facilitating groundings of
Sea is usually referred to as a semi-enclosed sea or ships due to shallow waters and limited ability to
narrow sea, due to its particular situation: it is maneuver, especially in the main harbors’ area,
connected to the Marmara Sea through Bosporus where the traffic is dense.
Strait and else with the Mediterranean Sea, by Constanta harbor is the biggest in the Black Sea
Dardanelles. Kerch Strait connects the Black Sea at and the fourth in Europe, favored by its geographical
its northeastern side with the Azov Sea [1]. location at the intersection of two pan-European
From bathymetric point of view, the sea basin corridors: inland waters and railway. This port has a
may be seen as consisting of two sub-basins, considerable hinterland, almost the whole European
separated by a rim lying S of the Crimean Peninsula, continent, is served by 2 satellite ports: Midia and
the northwestern sub-basin is defined by shallow Mangalia, these satellites may be seen as specialized
depths up to 100 miles from the shore, while the ports [3], [4].
southeastern one has a more narrow shelf and waters
are more rooted, there is reached the maximum depth
of the Black Sea, 2200 m [2].
Fig. 1. The Black Sea bathymetric map
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Mechanical Testing and Diagnosis, ISSN 2247 – 9635, 2019 (IX), Volume 2, pp. 11-14
As concerning the navigation conditions in the Black of: Integrated Management Center, disposition points
Sea, it is well known that, sometimes, along for intervention equipment and assets, simulator
northwestern coastal area, severe storms occur, with meant to support modeling of distress situations, and
a negative impact on navigation, producing a system able to analyze and transmit data regarding
significant damages to ships hull or port assets [5], level of pollutant from the accident scene to
[6]. Integrated Management Center [11].
A maritime accident is an unpredictable and For Romanian sector of the Black Sea, the
unusual event that occurred due to an unknown Romanian Naval Authority is the body responsible
matter or is an uncommon effect of a common cause with coordination in case of accident through
[7]. Usually, when occurring, a naval accident has a Maritime Coordination Centre (MCC), while the
negative impact on environment, society, and means of intervention rests with the body in charge
economy [8]. of safety of life at sea and SAR, Romanian Agency
The most common types of naval accidents are of Safety of Life at Sea (RASLS).
collision, allision, capsize, sinking, grounding, RASLS owns only a multi-functional tug able to
stranding, fire, and explosion [7], [9]. operate up to sea state 7, but MCC can ask for
assistance from Romanian Navy, Border Police and
Table 1. Accident contributing factors [7] other stakeholders able to support the intervention.
Category Factor
Natural current, tide, wind, poor visibility, 2. METHODOLOGY
conditions stormy sea
weak ship of considerable size, This paper investigates the worst naval accident
Ship-related ever occurred in the external basin of Constanta Port
poor maneuvering ability and or
factors on the 04th January 1995. Mainly, it analyzes in a
stability, draught restraints
Cargo-related awkward cargo, place of storage, mirror, the crew and authorities responsible with
factors degree of vigilance needed intervention.
navigational errors, confined Meteorological conditions are:
Route - wind - speed ~ 31 m/s:
waters, restricted passages, marine
conditions - direction N, E, NE,
hazards
skill-based, misperception, - wave height ~ 9 m,
Human errors judgment, decision-making, - visibility: <1 nautical mile (NM),
communication, stress - precipitation: blizzard,
Technical corrosion, steering, engine, hull - cold water and air [12].
failures Paris ship (former FOTINI) features:
the weak performance of - type: bulk carrier,
Assistance
equipment, inadequate disposition - deadweight: 25957,
administered
- length: 174.1 m,
- beam: 25.51 m,
An accident is not the result of solely one factor - draft: 9.95 m.
or one category of factors, it is a mix of factors, and The experts concluded that such a storm takes
the latest research indicates that in most situations, place once in 10–12 years, but rarely so close to the
human errors are the main factor triggering the shore.
accidents [10]. It is to be noted that at the same time with Paris,
It is essential to enhance search and rescue (SAR) MCC was coordinating the response actions for one
and intervention in distress situations capabilities. more ship: You Xiu with the same result – ship sunk,
Thus, it is required to be developed an integrated no survivors.
system for management and intervention consisting
Integrated Management Center
Disposition points for Simulator Level of pollutant
intervention equipment analysis and
- cargo: 5 holds, 4 cranes, empty;
and27assets
- crew: [13]. transmission system
Fig. 2. Management and intervention integrated system
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Mechanical Testing and Diagnosis, ISSN 2247 – 9635, 2019 (IX), Volume 2, pp. 11-14
Table 2. Event synchromatrix [12]
Time Crew actions Authorities actions
04.01.1995
Paris in ballast, at anchor in the external basin
09.00 Approved refueling and sent pilot ship Atlas at the
(3.8 NM of N breakwater) of Constanta Port.
LT end of the breakwater to assist.
Requested refueling.
14.15 Report a defective windlass and maintenance Instruct Paris to weigh the anchor and link-up with
LT work on it. Atlas.
Still working on the defective windlass,
17.00 remain at anchor until the next morning.
Inform all ships regarding the Paris situation.
LT Request port authorities to advise ships in the
area about its condition.
18.10 No action.
Inform Paris shipmaster that its anchor drifted.
LT
Paris reported that its rudder was hard to
19.00 starboard and the engine full ahead, but the Notice that Paris reached a point at 0,55 NM of the
LT ship didn't respond. Due to heavy wind Paris breakwater and warned the shipmaster again.
got a position parallel with the breakwater.
Facilitate the requested phone call and sent
Issued S.O.S distress signal and the Viteazul rescue tug in assistance. Viteazul reached
19.50
shipmaster requested a phone call with the the corresponding position of Paris but in the
LT
ship-owner in Atena. internal basin and observed that Paris had no lights
on.
20.30 Shipmaster messaged port authorities that aft
-
LT part of the ship has sunk.
21.45 - Viteazul at anchor in the internal basin – Paris
LT sunk.
05.01.1995
00.15 Due to bad weather failed to assist with Viteazul reported that just a mast of Paris could be
LT terrestrial or aerial means. observed above water.
Fig. 3. Wrecks positions of Paris, You Xiu and Sadu
3. RESULTS AND DISCUSSIONS Ship-related factors: ship in ballast was,
probably the reason for what ship did not respond
The paper analyzes the tragedy of ship Paris from when the crew put engine full ahead and rudder hard
the perspective of all categories of factors. to starboard.
Natural conditions: the unexpected violent storm Cargo-related factors: no impact – holds empty.
occurred very close to the shore, with lousy visibility Route conditions: the proximity of breakwater,
and very cold seawater and air. incapacity to maneuver.
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Mechanical Testing and Diagnosis, ISSN 2247 – 9635, 2019 (IX), Volume 2, pp. 11-14
Human errors: this category is the dominant one ACKNOWLEDGMENT
most decisive factors related to the disaster of the
ship rests in this category. This work was carried out in the framework of
Lack of respect for rules and procedures – the the research project REMARC (Renewable Energy
shipmaster ignored all port authorities’ warnings and extraction in MARine environment and its Coastal
exposed the ship and the crew. Some necessary impact), supported by the Romanian Executive
actions were taken too late, with no effect: they tried Agency for Higher Education, Research,
to change position just very close to breakwater and Development, and Innovation Funding—UEFISCDI,
the ship did not respond. The shipmaster never asks grant number PN-III-P4-IDPCE-2016-0017.
for assistance before the ship was starting to sink.
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