Military Review

Why did the South Korean ferry "Sevol" sink?

44

Ferry "Sevol" in its best times


It just so happened that I took part in a long debate about the circumstances of the mysterious crash of the South Korean ferry Sevol, which capsized and sank during the flight from Incheon to Jeju Island on the morning of April 16, 2014. 304 people were killed, among them many schoolchildren. The catastrophe resulted in a large-scale criminal investigation, during which 339 people were arrested (out of 154 of them received court sentences), as well as in a whole social movement that played a serious role in impeachment of South Korean President Park Geun-hye, her subsequent arrest and sentencing 25 years in prison.

The topic is very interesting for some assessments related to the defense capability of South Korea, its ability to act in times of crisis, an unclear situation and strong psychological stress. The South Koreans have the ability to do this so-so, which can be seen not only in the epic of the Sevol ferry, but also in the no less interesting case with the mysterious sinking of the Cheonan corvette in 2010. The hysteria that quickly encompasses the whole society, South Koreans fall easily.

Almost from the first days of this shipwreck, which occurred under nontrivial circumstances, I had an opinion that contradicted what was written in the South Korean newspapers and that later became the official point of view on the causes of the disaster. Subsequently, I developed my position in the study of the causes of the ferry wreck, written and published in English, in which I put forward my version of why this happened and how.

What made me challenge South Korean public opinion (also broadcast by journalists, in particular Oleg Kiryanov, to Russian-language media)? Firstly, the surrealism of the picture itself. The ferry sank not in a storm, not in a typhoon, but in good weather, and for no apparent reason: during a turn there was a roll, the load shifted, the ferry lay on its port side and then capsized. The South Korean Coast Guard insisted on this. But I immediately had a doubt about it: nevertheless, the ships were built so that they would not capsize from the turn. Secondly, the case was not considered on the merits, because soon after the crash in the South Korean press, there was just a wave of emotions and tantrums against the captain of the ferry Lee Zhong Sok, who was accused of de-steaming the boat, escaped first, although he had to leave the last ferry, and even that he did not give an order for evacuation, so that passengers would not prevent him from escaping. Thirdly, I considered the captain’s life sentence to imprisonment and still consider it unfair without a detailed analysis of the reasons for the ferry’s wreck.

Generally, in this stories Three parts can be distinguished. The first part consists in the actual collapse of Sevol and the circumstances of this. The second part is a rescue operation. The third part consists in subsequent statements and interpretations, in violent political activity around this topic. I was most interested in the first part, and I tried not to touch on other parts, so as not to go into numerous side topics. Although the South Korean version of the wreck, in my opinion, was born as a result of the failure of the rescue operation, the reluctance of a number of people to be responsible for this, which later came in handy for the political struggle with Park Geun-hye, who was also accused of wrecking the ferry (along with the charge of other big and small misconduct).

I defined my position this way: we need to find out exactly what happened, because it is a matter of safety at sea. It's like in aviation, famous for its meticulous investigations: if you do not find out the causes of the crash, then another aircraft can get into a similar situation and get another crash, which can and should be avoided. And the South Koreans will somehow solve their political problems themselves.

In view of the understandable limitations on the volume of the article, I will set forth some facts as well-known (those who wish can deal with the English Wikipedia article on the ferry wreck; it provides a good reference compilation and necessary links).

It was a good ship


Where do we start? From the ship itself. The Sewol ferry was originally Japanese, built in 1994 by Hayashikane Shipbuilding & Engineering Co. Ltd in Nagasaki. It was one of the cruise ferries that have been built in Japan since 1981 and were primarily intended for sailing the Inland Sea between the islands. The ferry departed for 18 years in Japan, then was sold to South Korea and renamed. At the time of the crash, he was 20 years old.

"Sevol" had a displacement of 6835 tons, a deadweight of 3794 tons. Length 145,6 meters, width 22 meters, draft 6,26 meters. In Japan, the ferry had a passenger capacity of 804 people, in Korea additional decks were built on and increased capacity to 921 people (954 people in total, together with the crew). The ferry also accommodated 90 cars and 60 trucks.

The absurdity of the cause of the crash put forward by the South Koreans is already evident from this reference information. If the ferry would have a tendency to capsize on bends, then it would not go to sea for 20 years. Then, the ship is big. The force, in order to tumble him to the side, also had to be great.

It is also worth noting that the ferry was a good vessel, better than many ferries. The Japanese built it after the collapse of the British ferry Herald of Free Enterprise in March 1987. The nasal ramp opened, the steam tipped and sank in just 90 seconds. Sevol did not have a nose ramp; for cars, two aft ramps were installed. There was a cargo hold in the bow of the ferry, a crane was installed above it, on the ferry tank. The Japanese learned their lessons and made their ferry as safe as possible.

The ferry was not overloaded!


This is not to say that South Korean investigators did not think about the ridiculous nature of their version of the ferry’s wreck from turning. They tried to explain this also by the fact that the steam was overloaded, the new superstructure worsened the stability of the vessel, the cargo was not secured, and that’s why the steam went down.

True, they did it in a way that exposes them. They composed and launched into the press a tale that the ferry was supposed to carry only 987 tons of cargo, and had on board in its last voyage, according to various estimates, from 2142 to 3608 tons of cargo. For the public, everything seems to be clear: the overloaded steam could not help but tip over. Only this is deceptive clarity.

They wrote that the South Korean Maritime Register allegedly set a cargo limit of 987 tons. For some reason, this limit was not known to either the Korean Shipping Association or the Coast Guard. Moreover, a document was not submitted, it is a certifying one. This is the main evidence, the main explanation - a copy of this document indicating the loading limit should be everywhere. But he was not there, I could not find him. As well as other ship documents: ship declaration with the list of cargo, ship log. The documents from the ferry were definitely taken either during the underwater search operations, or after the ascent, but they did not reach the public. With documentary evidence in this case, it’s very bad, in fact, that only inflates suspicions.

In general, I believe that the limit was coined retroactively. Why? That's why.

Firstly, a merchant ship with a deadweight of about 3800 tons can carry about 3500 tons of cargo, since all other cargoes (fuel, supplies, water, etc.) are, in general, not too large. They try to make the cargo capacity larger, since the profitability of shipping depends on this. A cargo limit of 987 tons for a ship with a deadweight of 3794 tons or 26% of deadweight is pure absurd from the point of view of the economics of shipping.

Secondly, the weight of the cargo can be calculated. In its last voyage, Sevol took on board 124 cars (1,5 tons each - 186 tons), and 56 trucks (8 tons each - 448 tons). Total cars - 634 tons. The weight of the cargo that he could take can be roughly calculated from the dimensions of the automobile deck and hold. The length of the deck according to the ferry scheme is approximately 104 meters, a width of 20 meters, an area of ​​2080 square meters. meters. 124 cars and 56 trucks occupied about 1370 square meters. meters (5,4 square meters for cars and 12,5 square meters for trucks). Actually a little more, but this load fit on the deck. A cargo hold of 20 meters long, 20 meters wide and 7 meters high (2800 cubic meters capacity) could hold seventy 20-foot containers (each 39 cubic meters). Their weight with a full load of each container would be 1680 tons. On the deck of the tank, as can be seen in the photo, there were at least 12 containers (up to 288 tons in weight). Thus, Sevol could take on board 82 containers (up to 1968 tons when fully loaded) along with cars. That is, the maximum weight that the ferry could take on its last voyage could not exceed 2602 tons, or 68,5% of deadweight. Talking about overload is just ridiculous.

In reality, the load was less. It was reported that, in addition to cars, the ferry carried 1157 tons of cargo, including 400 tons of steel beams. If you add this load to the weight of the cars calculated earlier, you get 1791 tons of the total cargo, that is, less than reported, and less than the ferry could take on board. The containers were heavily underloaded. Those that stood on the deck of the tank fell overboard and swam for some time like floats, which implies that they did not have 24 tons for a fully loaded 20-foot container.


In this photo you can clearly see how the containers that stood on the deck of the tank of the ferry, set sail, like floats. They had some kind of light load, most likely electronics. Pay attention to the high water fountain - evidence that all those who remained on the ferry have already died; the underwater operation, in which two divers died, was meaningless

So, with all the errors, the cargo of Sevol can be roughly taken for 1800 tons. It is also known that the ferry received 761 tons of ballast water Tanks. The weight of passengers and crew (467 passengers and 35 crew members) is about 30 tons. I determined the fuel weight from the average fuel consumption of two diesel engines of the Pielstick 12PC2-6V-400 ferry with a total capacity of 11912 kW (0,2 kg per kW per hour). The ferry made a flight from Incheon to Jeju in 16 hours, that is, a round-trip flight required 32 running hours. Given the fuel consumption when parking in the port, I proceeded from the fact that the vessel had a fuel reserve of 48 hours, or 114 tons of diesel fuel.

Thus, according to my calculations, it turned out: cargo - 1800 tons, ballast - 760 tons, fuel - 114 tons, passengers and crew - 30 tons. A total of 2702 tons of net cargo or 71,2% of deadweight. The ferry cannot be considered overloaded in any weather.

In democratic countries, they sometimes plan and hang such noodles on their ears that it is amazing how people believe in this and even defend with foam in the mouth in discussions.

The passenger deck superstructure, which has been talked about so much, weighed 239 tons, which is not enough for Sevol. This extra weight was easily balanced by either water or a heavy load, such as trucks, construction equipment or the already mentioned steel beams.

As for cargo securing, on ferries, vessels with limited seaworthiness, which usually have seaworthiness up to 4-5 points (5 points - wind up to 9 m / s, wave height up to 2,2 meters), it is rarely practiced. A five-point wave barely moves a ship 146 meters long. In addition, Sevol had pitching dampers that were released at the time of the ferry’s crash. So when sailing a ferry in coastal waters, there was no practical need to secure cargo, as is done on ocean vessels.

Tidal current


The South Korean official version of the crash of the Sevol ferry, therefore, is linden. So, as they say, that is, from the turn, the ferry could not sink. In addition, it later turned out that between 08.46 and 08.48 p.m. on April 16, “Sevol” followed a course of 136 degrees and, on the orders of the third assistant captain Park Han Gul, began to lie down at a course of 145 degrees. The helmsman Cho Joon-gi turned the steering wheel 5 degrees to the starboard side. That is, there was no sharp turn, and over time, South Korean researchers were forced to admit it. And all this stream of emotions about the ferry overload and everything else that was listed, lost all meaning.

The investigators were clearly trying to find the cause of the crash inside the ferry so that the captain could be blamed and against the backdrop of this accusation, the guards of the Coast Guard for a poorly conducted rescue operation, which was actually unsuccessful, did not look so bright and convex.

I quite quickly came to the conclusion that the cause of the crash was outside the ferry. But which one? In the early days, there were versions about the collision of a ferry with an underwater rock (quickly rejected), then with an American submarine (rejected, but later). I rejected them immediately, since the underwater part of the overturned ferry on the starboard side was completely intact already in the photographs of it in a sinking state. Then the steam was lifted, and this became apparent with absolute clarity. No dents, no scuffs, not even peeled paint.


Well-known photo: the underwater part of the ferry is completely intact and does not bear any traces of impact

At the same time, eyewitnesses spoke of some kind of strong blow to the ship. One of the officers, who was in his cabin, was thrown out of bed by him. The strike was confirmed by the records of automobile registrars: cars flew along the cargo deck. Captain Lee Zhong Suk said at the court that the ferry course at the moment when he jumped to the bridge from his cabin immediately after the strike was 155 degrees. This statement was then not disputed by anyone. Such a strong blow that turned the ship ten degrees. Not weak, but left absolutely no marks on the case. And what could it be?

In search of an answer, I decided to find out what kind of place it was. The Sevol passed through the Mangol Strait, not far from the extreme southwestern tip of the Korean Peninsula. The first thing I learned about him is the strong currents caused by the tides. A large stream of water passes through a narrow strait (about 2 miles wide), and the flow rate reaches 11-12 knots. They even planned to build a tidal power station there. Wow! This is half the maximum ferry speed. If the ferry went against such a strong current, then it could have serious problems.

Now it remains to find out whether the "Sevol" went downstream or against it. In the American Sailing Directions (Enroute). Coast of Korea and China ”stated that the northwestern current began two hours after the peak of low tide (low water, LW) and ended two hours after the peak of high tide (high water, HW). Immediately after this, the reverse flow began in a southeast direction.

The time of the ebb and flow of tides is indicated in special guides: “Tide Tables. 2014. Central and Western Pacific Ocean and India Ocean. " I looked at this guide for April 16, 2014 and found out that in the nearby port of Busan the peak of low tide was at 02.42, and the peak of tide was at 09.04. Around the same time, the peak of low tide and the peak of high tide was in the Mangol Strait.

It is known that "Sevol" entered the strait at 08.27. He followed a southeastern course and for him the current, which began at about 05.00, was oncoming. It was supposed to end at 11.00, that is, the ferry entered the strait during the peak of the tide and the maximum flow velocity. He shouldn't have done that. The passage time of the strait according to the schedule was around 06.00, when the current was still weak. But the ferry was detained in the port of Incheon due to heavy fog, which prevented the vessel from exiting along a complex fairway. The delay led to unforeseen circumstances.

The ferry headed 165 degrees until 07.30 a.m. on April 16, after which it made a turn and lay down on the course 137 degrees (at 08.27 hours). Before the hit, the ferry passed about 1,5 miles and began to smoothly turn 140 degrees, then 145 degrees. Between the turns, the steam passed about one cablet in an arc. Then the steam entered the main stream of the tidal stream at an acute angle.

Why did the South Korean ferry "Sevol" sink?

South Korean outline of the last turn of the ferry. Where did the steam go?

In the Mangol Strait, which is actually a gap between the two islands, the tidal current must be complex, it can be divided into several jets, but at the narrowest point the jet is the most powerful and fastest. The sea around the islands is deserted by the flow of numerous rivers, while the tide drove into the strait masses of salty, denser ocean water, this jet in narrowness was apparently just such, significantly denser. The ferry went at a speed of 18 knots, and the jet of the oncoming current ranged from 10 to 13 knots. For Sevol, entering it at such a speed was tantamount to running aground. Collision with the rapidly flowing mass of dense salt water - this is the blow that hit the bow of the vessel on the port side. This blow turned the ferry 10 degrees and tipped it immediately, according to the testimony of the helmsman, 15 degrees to the port side. This is too much for a ferry. The cargo on the car deck and in the hold fell to the port side, making it impossible to straighten the ship and predetermining further heeling, flooding and tipping. All this happened unexpectedly.

The situation was surreal. On a long-found route with a calm sea and good weather, it is not clear why the ferry began to roll and sink. This is a situation from the category of "that which cannot be." The roll, at first, according to various estimates, from 15 to 20 degrees, already 25 minutes after the hit reached 50 degrees. The crew members quickly realized that the Sevol would inevitably sink, and this was a shock for them, which broke and demoralized them. In my opinion, this was the main reason why they could not carry out the evacuation of passengers. In order to cope with the state of shock, it takes time, and they expired very quickly.

In fact, the disaster of the Sevol ferry is a product of an accidental combination of circumstances, which themselves rarely coincide. But from this we can conclude about the fundamental danger of currents in such straits. Then you can either completely close such straits for shipping, or you can oblige the dispatching service, which controls the movement of ships, to close them for those hours when the currents are the strongest.

Only this conclusion was not accepted in South Korea. It is understandable. It’s more convenient to talk about the “killer captain” (President Park Geun-hye gave him such a definition, but the current opposition in the government already prefers not to remember it), and about the president’s guilt in the ferry wreck, to kindle the emotions and hysteria that is used to mobilize the masses in the goals of a political campaign. Safety at sea remains behind the scenes. For this, they will one day have to pay another crash with numerous victims. By the way, Sevol is already the third ship that sank in South Korea with great casualties. The first was Namyon (December 15, 1970, 232 dead), and the second was Sohe (October 10, 1993, 292 dead).
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  1. Vladimir_2U
    Vladimir_2U 6 May 2020 06: 31 New
    +6
    15 degrees to port side. It's too much for a ferry
    15 degrees a LOT for a sea ship ?! Here either super cargo is lazy or its intimidated managers are too greedy.
    1. Brylevsky
      Brylevsky 6 May 2020 16: 55 New
      +9
      15 degrees a LOT for a sea ship ?!

      According to one of the Stability Criteria for a sea-going vessel, the sunset angle of the static stability diogram must be at least 60 degrees. That is, upon reaching this bank angle, the restoring moment will change its sign and instead of restoring it will become overturning ("Sunset Angle"); Another Criterion, also related to the DSO, says that the maximum restoring moment must correspond to a roll angle of at least 30 degrees ("The angle of maximum DSO"). Considering what I have written above, your doubts about the fatality of the 15 degree roll are perfectly justified, but! There was a displacement of the cargo, and this is already a firing jamb of the ship's administration, first of all the captain and the chief officer. The deck cargo had to be secured, this is an axiom of sea freight.
      1. Vladimir_2U
        Vladimir_2U 7 May 2020 02: 51 New
        +1
        Quote: Brylevsky
        There was a shift in the cargo, and this is already a firing jamb of the ship administration, first of all the captain and the first officer

        Well, I actually about this:
        Quote: Vladimir_2U
        Here either super cargo lazy or managers
  2. Astra wild
    Astra wild 6 May 2020 07: 57 New
    +4
    I have a question: "This is the third ship that sank in South Korea with great casualties" what is the reason for the previous accidents?
    1. hohol95
      hohol95 6 May 2020 09: 26 New
      +4
      October 10, 1990 - Sokhe Ferry wreck off the west coast. 292 people died. The reasons are bad weather, wind, ship overload.
      I did not find the first ship. crying
      1. Astra wild
        Astra wild 6 May 2020 15: 28 New
        +4
        Thank you for information
    2. frog
      frog 6 May 2020 21: 31 New
      +1
      1970 December 15. In the Korea Strait near Poussan, during a storm, due to a carelessly secured cargo, the South Korean ferry "Lim Cho" fell on board and sank. 12 people managed to escape, the remaining 259 died.

      This, apparently, is the one that is here called "Namyon." Although not sure. Still
      1953 January 9. The South Korean ferry "Chong-Tiong-Ho" was lost in the Korea Strait near Pussan. The number of victims is 249 people.
  3. military_cat
    military_cat 6 May 2020 08: 08 New
    +2
    But I immediately had a doubt about it: nevertheless, the ships are built so that they do not capsize from the turn.
    And the planes are built so that they do not fall. But they still sometimes fall. Car pendants make it not drift. But they are still sometimes brought in. Everything has operating rules, and if they are violated, there is a risk that it will break.

    That is, there was no sharp turn, and over time, South Korean researchers were forced to admit it.
    The court put an end to (after all appeals) in April 2015. Media coverage with headlines like "The main reason for the Sewol ferry crash is in doubt!" appeared in the first days after the crash - as it always usually happens, while the investigation has not yet announced its findings.
  4. Valery Potapov
    Valery Potapov 6 May 2020 08: 41 New
    +2
    Really even such a catastrophe is covered up. It will obviously be a repeat ...
  5. Aristarkh Lyudvigovich
    Aristarkh Lyudvigovich 6 May 2020 08: 42 New
    +7
    There were 476 people on board the Sevol, most of them were teachers and schoolchildren. Only 172 people were saved. The captain of the Sewol late announced the evacuation, but he was the first to leave the ship. He was charged with mass murder and sentenced to life in prison.
  6. tihonmarine
    tihonmarine 6 May 2020 09: 22 New
    +5
    Thank you, I agree with your investigation. This is the most reasonable investigation into the sinking of the Sewol ferry. Such "killer waves" are found even in the southern tip of Norway.
  7. hohol95
    hohol95 6 May 2020 09: 23 New
    +3
    National tragedy as a cruel lesson
    Oleg Kiryanov, "Rossiyskaya Gazeta"
    Divers, who had high hopes for saving passengers from the sunken ferry, were at the scene of the tragedy with a delay of two and a half hours. But no one is ready to throw a stone in their direction: they still work with minimal rest, and then they were forced to go to the place of the tragedy in private cars, and then on simple ships of the SBO, starting diving with the equipment that they had under by hand. The helicopter of the Rescue Service 119 on the day of the tragedy was busy transporting the governor of the province of South Cholla. It is clear that "who could have predicted?", But with this approach it was expected. As a result, the "golden time", when it was really possible to save many more people in addition to the current number of survivors of 174 (out of 476) people, was lost.
    People were also shocked that the first message about the crash of the rescue ferry was received from a schoolboy who was on board. At the same time, they did not believe the guy, counting them for pampering. It has now been established that that student died and remained inside the ferry.
  8. Snail N9
    Snail N9 6 May 2020 09: 31 New
    +4
    400 tons of steel beams.

    Come also loose ... More than once crossed on Norwegian ferries. There, cars stand in the middle of the ferry and are placed very tightly to each other so that they do not move much. And if the flight is more or less long, they are also unfastened with ribbons and shoes. I read it with interest. But I'm even more interested in the story of the sinking of the Cheonan corvette in 2010.
    1. wehr
      6 May 2020 13: 51 New
      +5
      No problem. You can write about "Cheonan". This is a funny story about the glorious victory of the North Korean submariners. laughing
      1. Nekarmadlen
        Nekarmadlen 8 May 2020 01: 24 New
        +1
        A very interesting article .. And here's another one about Estonia ferry then you can write ..
        1. wehr
          8 May 2020 02: 20 New
          +1
          "Estonia" is still beyond my power. There is a very complex background with missing details.
  9. Aviator_
    Aviator_ 6 May 2020 14: 12 New
    +3
    An interesting interpretation of the disaster. And very believable. But if the South Koreans used it to solve their internal political problems, they will never admit these facts. "The investigation is over, forget it" - there was such an Italian film in the mid-70s.
  10. Brylevsky
    Brylevsky 6 May 2020 17: 06 New
    +3
    This is "Cougar Ace" by the Japanese company MOL. The first mate made a mistake in calculating the stability when he was performing ballast operations in the Pacific Ocean. The cargo (several thousand vehicles) has not shifted! All were fixed conscientiously by klasper. That is why the steamer did not sink ... although the sea water still got inside the ship's hull. Only the cargo was lost, the entire crew was saved by the American berig guard.




    1. wehr
      6 May 2020 17: 23 New
      +4
      This ferry is lucky as never before in life. He fell on the starboard side - he would surely go to the bottom.
      On the port side he does not have a ramp.
      1. Brylevsky
        Brylevsky 6 May 2020 18: 05 New
        +4
        He fell on the starboard side - he would surely go to the bottom.

        I assure you not. I worked in that company for about 7 years, including on car carriers like this one - they take the safety of navigation very seriously in this company. All hydraulic locks of the ramp-apparels, as well as the hermetic seal, are checked both by the crew themselves and by representatives of the Classification Societies. On these ships, the ramps are not just closed, they are also structurally "pressed in" by locks, so that everything is sealed there. Over the years, I have not had any complaints about the water resistance of the case, including these "weak points". When the mechanism is monitored and maintained, it usually does not fail. The accident of this car carrier was caused by the "human factor", in contrast to the man, the technique proved to be excellent.
        1. wehr
          8 May 2020 02: 37 New
          +2
          An interesting box.
          I have two questions.
          1. Why is the stern deck color different?
          2. Is there a photo from the inside, on the cargo deck?
          1. Brylevsky
            Brylevsky 8 May 2020 07: 45 New
            +1
            Why is the stern deck color different?

            I definitely can’t tell you. Perhaps that section of the deck was prepared for painting and the soil looks like that. At ocean crossings, weather permitting, steamers are usually painted ...
            Is there a photo from the inside, on the cargo deck?

            Yes there is. There is also a complete set of construction documentation from a Japanese shipyard in .pdf format and many photos that have accumulated over the years of work.
            1. wehr
              8 May 2020 11: 54 New
              +1
              Clear.

              Could you share it? I have a military-economic interest in this. Such ferries can become the main type of military transport vessels in the event of a large, protracted, world war.
              1. Brylevsky
                Brylevsky 8 May 2020 13: 01 New
                +3
                Could you share it? I have a military-economic interest in this. Such ferries can become the main type of military transport vessels in the event of a large, protracted, world war.

                I see.
                Could you share it?

                You are welcome. You just have to wait a bit while I prepare everything for dispatch. Well, if there are any questions on the subject, do not hesitate, ask. I will try to answer as fully as I can.
                1. Astra wild
                  Astra wild 8 May 2020 13: 34 New
                  +2
                  This is the act of a friend! Another might say: it will cost me to "plow" for my uncle.
    2. WayKheThuo
      WayKheThuo 6 May 2020 22: 06 New
      +1
      Brylevsky, please tell me, but by the old man who made such a mistake, how is he punished in such cases? Indeed, because of his erroneous actions, the company suffered significant losses. Calculated, in any way, by millions of dollars - it is tired to pay.
      Or is insurance still covering everything?
      1. Brylevsky
        Brylevsky 7 May 2020 05: 52 New
        +4
        and the old man who made such a mistake as in such cases is punished?

        It depends on whose flag the ship is sailing and in whose waters the incident occurred. The worst option for a senior officer is the Russian flag of the vessel, territorial waters of the Russian Federation. Then, in addition to the Classification Society, the mutual insurance club and the maritime administration of the nearest seaport, the transport prosecutor's office will also join the investigation, and the law is harsh for ordinary people. And the "bourgeois" are more loyal, with understanding. There, in general, everything is different, starting from the level of salaries and ending with the living conditions ... therefore, all sailors strive exactly there. Only those who are unlucky to find themselves work in Russia there. So, for an error such as this, the start-up there, of course, will not be jailed and will not be billed: the insurance club and / or the insurance company will cover the losses of the shipping company, depending on the severity of the case. It’s just that the start-up companies will no longer be called to work in this shipping company, and all shipowners, one way or another, exchange information about sailors with each other. So it turns out that he will remain without work, and, most likely, for a long time. Although there have been different cases. But we’ll either be imprisoned, or they’ll get a diploma, that's for sure.
  11. Brylevsky
    Brylevsky 6 May 2020 17: 12 New
    +3
    The crew in hydrothermal suits, preparing for the evacuation:

    An abandoned car carrier drifts in the Aleutian region. The roll is clearly visible. There is already sea water inside his hull, but the crew sealed the compartments critical for maintaining stability and buoyancy. While maintaining stability and buoyancy, an abandoned vessel can drift indefinitely:
    1. Walking
      Walking 6 May 2020 19: 47 New
      +1
      But it is impossible to straighten and tow it?
      1. Brylevsky
        Brylevsky 7 May 2020 05: 39 New
        +1
        But it is impossible to straighten and tow it?

        Can. Which was done by the American Coast Guard. They dragged it, if my memory serves me, to Dutch Harbor, unloaded it, and sold new Japanese cars at a bargain price. And they, really, are new - they hung on classrooms, and hung before unloading ... not a single one fell. It was a happy day for the residents of Dutch Harbor: how often do you buy a brand new, from the factory, Japanese car for a penny? The question is rhetorical ...
  12. WayKheThuo
    WayKheThuo 6 May 2020 19: 14 New
    +3
    Thanks to the Author - I really liked the article.

    Pay attention to the high water fountain - evidence that all those who remained on the ferry have already died; the underwater operation, in which two divers died, was meaningless


    The photo shows a water fountain in the aft part, semi-submerged. The nose is not even completely in the water. In this regard, the question - why is it concluded that all passengers died?
    1. wehr
      6 May 2020 21: 18 New
      +4
      Passenger cabins in the stern and in the center of the ship. There were no passengers on the nose.
      Flooding of a ship squeezes air out of the interior of the ferry, and this air is blown out by such fountains.
      Passenger decks almost all went under water and air comes out of them. If anyone was still alive at the time of the shooting, then he had only a few minutes to live.
      1. WayKheThuo
        WayKheThuo 6 May 2020 22: 04 New
        0
        Thanks for the reply.
        The team was really at a loss - who could wait? A typical flight, a typical sea, and suddenly the ship begins to roll. Br-rr Horror.
      2. Brylevsky
        Brylevsky 7 May 2020 05: 07 New
        +4
        I took this picture about a year ago when they came to South Korea. I don’t remember the port anymore, in my opinion Mokpo:
  13. dgonni
    dgonni 6 May 2020 22: 50 New
    0
    Sank because the super cargo loaded everything up. He didn’t loose the load and weakly scored allast tanks.
    Which led to a critical decrease in metacentric height. Which ultimately led to the tragedy
    The author could not even understand the concept of acuteness and metacentric height at the wiki level.
    And what he encountered there with the current or the whale is irrelevant.
    1. Brylevsky
      Brylevsky 7 May 2020 05: 29 New
      +3
      Sank because the super cargo loaded everything up. He didn’t loose the load and weakly scored allast tanks.

      Colleague, please take into account that we do not know this fact for sure. The author has kindly provided us with his scenario of the tragedy, but as it actually was, only key persons know. Captain and start-up: the second, because he counted and loaded; the first, because I had to control it.
      So far, only one fundamentally important "joint" is completely obvious to me: unsecured deck cargo. Yes, while heeling, he "drove", created an additional heeling moment, which led to the fact that the heeling angle exceeded the critical angle of entry of the watertight hull openings into the water, - the angle of the deck entry into the water can be significantly less than the maximum angle of DSO, this is allowed; through unsealed watertight openings, seawater penetrated into the hull of the vessel, which entailed an even greater deterioration in stability and buoyancy.
      But with the statement that:
      super cargo uploaded everything
      и
      weakly scoredallast tanks

      I can’t agree: well, a senior officer in his right mind and firm memory could not take such a suicidal step. I refuse to believe it, because I myself am a senior officer on general cargo. Any cargo ship has “Typical Loading Cases” in the Stability Data Sheet; it is a ferry, therefore, the nature of the transported cargo changes little: passengers and cars of various weights, all this has already been taken into account in "Typical cases"; even if something changes significantly (like these metal structures weighing 400 tons), there is no difficulty in sitting down and recounting the actual case, and if it is typical, then there is no need to count anything - just take it and do it.
      Not to fix the vehicles, but they could: the transition is short, too lazy ... Once again I was convinced of the saying that: "The sea does not forgive mistakes."
      1. Simargl
        Simargl 7 May 2020 21: 32 New
        0
        Quote: Brylevsky
        Well, he couldn’t take such a suicidal step as a start-up in his right mind and firm memory.
        They did everything before him: they built it on.
      2. Andrey VOV
        Andrey VOV 19 June 2020 09: 13 New
        0
        In the same way as any transportation does not forgive mistakes and actions contrary to the instructions, take the same railway transport, there are approved schemes, plans, instructions for loading various wagons with certain cargoes and if there are deviations, this also leads to sad the consequences
  14. kig
    kig 7 May 2020 10: 19 New
    -1
    It seems that the author does not know what deadweight is. He does not know what exactly was the alteration of the vessel in 2012 and what consequences it caused. On the conditions of stability of the vessel is also very modest knowledge. She does not suspect that the cargo should ALWAYS be secured. In general, an amateur who decided to judge what he knows. But he is offended that his fabrications were not taken into account.
  15. Pavel57
    Pavel57 7 May 2020 15: 07 New
    0
    An interesting investigation.
  16. The comment was deleted.
  17. Simargl
    Simargl 7 May 2020 22: 14 New
    -2
    The author managed to throw assertions in which he understands how ... and even quarreled with logic ...
    Firstly, the surrealism of the picture itself. The ferry sank not in a storm, not in a typhoon, but in good weather, and for no apparent reason: during a turn there was a roll, the load shifted, the ferry lay on its port side and then capsized.
    This is not surrealism, but just misconduct and mistakes: one didn’t place the load correctly, the other did not secure, the third did not check ...
    But I immediately had a doubt about it: nevertheless, the ships are built so that they do not capsize from the turn.
    But they turn over because of the coincidence of circumstances, not a "turn"!
    Secondly, the case was not considered on the merits, because soon after the crash in the South Korean press, there simply went a shaft of emotions and tantrums
    I did not understand: press investigating? I thought the investigators ...
    Thirdly, I considered the captain’s life sentence to imprisonment and still consider it unfair without a detailed analysis of the reasons for the ferry’s wreck.
    Exposed people to danger by stepping aside from managing a rescue operation? In this case, many people died. He was sentenced not for the crash, but for subsequent actions (cowardice).
    The Japanese learned their lessons and made their ferry as safe as possible.
    +
    in Korea, additional decks were built on and increased capacity to 921 people (954 people in total, together with the team).
    Those. hint is not visible?
    Secondly, the weight of the cargo can be calculated.
    ... and you can look at Wiki ...
    Quote: Wiki
    On board the Sevol ferry were 33 crew members and 443 passengers, 325 of them were students and their teachers; all from one "high school" Dangwon (Ansan) - pre-graduation classes, which in their last school summer went on a trip to the island of Jeju. Also ferry transported 2142 tons of cargoincluding 185 cars.

    The containers were heavily underloaded. Those that stood on the deck of the tank fell overboard and swam for some time like floats, which implies that they did not have 24 tons for a fully loaded 20-foot container.
    Yeah ... the author believes that the containers are loaded exclusively with power transformers? Let him try to load all his belongings into it, he will be surprised.
    The passenger deck superstructure, which has been talked about so much, weighed 239 tons, which is not enough for Sevol.
    Where is the calculation of this "little"?
  18. Region-25.rus
    Region-25.rus 9 May 2020 19: 21 New
    +2
    In July (or August) 95, a similar incident happened. We went with a load of wood from Nakhodka to Hiroshima, through Common. And by the way, my first voyage was a sailor-helmsman. We entered the vnutryanka (Inland Sea of ​​Japan), scratching slowly, the weather whispers, I am at the helm, the inspector and the commander on the bridge are watching the situation. We stick out our muzzle from behind some island and really like a blow to the cheekbone. Immediately a roll of 15 degrees probably (I don’t remember exactly), the commander yells to me "Rudder right (or left .. I don’t remember ... 25 years have passed after all) on board, I am shifting obediently and clearly reacting but to the opposite side, roll begins to grow, screams from the boat deck (there we had a homemade pool made of a bar, the people there were blissed out at that time.) The commander was not taken aback, and although he himself was not of the largest dimensions he threw me off the steering wheel and straightened the roll. , from the consciousness that “it was almost there”, and that ... I’m going to ogreb to the fullest! Get on the steering wheel. "And ... that's all ... Then, two months later, I was already a senior helmsman, got up on the steering wheel when entering and leaving ports, in difficult conditions, etc. The commander then was Nikolai Oleinikov - With everything Respect as the first and one of the best commanders in my practice !!! And the "inspector" is Kilgutkin Evgeny (I don't remember my patronymic alas (() Zhen Thank you for the sciences! Both marine and life sciences! / x "Mirny"
    ps
    the people that splashed around in the pool then said that during the roll they clung to the opposite side .. otherwise it would have splashed out. The face was not filled, but the suggestion was made. Then everyone laughed for a long time)))