Marine casualty synopsis On 04 July 2013 at 02:48 M/V BARU SATU and M/V KATHERINE collided in the sea area South of Steno Kafirea, approxi-mately 8,2 nm South West of Cape Fasa, Andros Island, Greece. At the time of the collision weather conditions were reported to be good. More specifically, wind force was 4 Bf NE direction, sea state was slight, visibility was good and it was still dark.

M/V BARU SATU M/V Baru Satu, had sailed from Paranangua Brazil on 10 June 2013 loaded with 15000 Metric Tons of sugar and was heading to port of Burgas, Bulgaria for unloading the cargo. Her passage plan included a short stay in Piraeus anchorage for bunkering and stores supplies. BARU SATU arrived at Piraeus anchorage on 03 July 2013 at approximately 16:00. Following completion of bunkering operations vessel heaved up the anchor at 21:15 and continued her voyage to Burgas. Bridge watch schedule of BARU SATU was performed on a “four on - eight off” basis. The 08:00-12:00 and 20:00-24:00 watch was performed by the Master, the 00:00-04:00 and 12:00-16:00 watch by the 2nd Mate and the 04:00-08:00 and 16:00-20:00 watch by the Chief Mate. Having departed from Piraeus anchorage the Master took over the 20:00-24:00 watch. During his watch an AB was posted as a Look Out. At 24:00 Master and the posted lookout were relieved by the 2nd Mate and an AB taking over the 00:00-04:00 watch. Handover was carried out normally without any problems. However Master left the bridge at 01:00 when the vessel had clearly passed the “Steno Keas” sea area between islands of Kea and Makronisos. By that time Baru Satu was on a passage maintaining a course of 053˚ from Steno Keas to Steno Kafirea according to her projected passage plan and Katherine was not in proximity.

M/V KATHERINE M/V KATHERINE had sailed from Novorossisk, Russia on 30 June 2013 loaded with 26400 Metric Tons of Hot Briquetted Iron and was heading to port of Marchera, Italy. Bridge watch schedule of KATHERINE was performed on a “four on - eight off” basis. The 08:00-12:00 and 20:00-24:00 watch schedule was carried out by the 3rd Mate, the 00:00-04:00 and 12:00-16:00 watch by the 2nd Mate and the 04:00-08:00 and 16:00-20:00 by the Chief Mate. At 00:00 on 04 July 2013, 2nd Mate relieved the 3rd Officer and took over the navigational watch. Bridge watch handover was carried out according to normal procedures without any remarks. Both OOW were assisted on their watch by posted lookouts. At the time of the watch handover KATHERINE was on passage towards “Steno Kafirea” and BARU SATU was not in sight. According to KATHERINE΄s voyage plan passage through the casualty sea area from “Steno Kafirea” to “Steno Kythnou” included a plotted course of 197˚.

Collision Prior to the collision at 2:30 KATHERINE passed Steno Kafirea and was heading towards Steno Kythnou with a course of 198˚ and speed at approximately 12,5 Knots. At that time BARU SATU was heading to Steno Kafirea with a course of 056˚ and speed at approximately 11,5 Knots. The distance between the two vessels was 7.5 nm. Furthermore a third vessel was sailing almost abeam of KATHERINE΄s starboard side at a distance of 01 nm maintaining a course of 200˚ and speed at approximately 11 Knots. At 02:42 the distance between the two vessels was 2.5nm BARU SATU maintained a course of 052˚ and KATHERINE’s course was 204˚. At that time BARU SATU started turning slightly to port and KATHERINE started turning slightly to starboard. At 02:45 the distance between the vessels was 1.25 nm and KATHERINE’s 2nd Mate called BARU SATU on the VHF in order to acknowledge his intensions for a clear port to port passage. However proper communication between the two vessels was not established and both vessels continued turning to the same direction as initially intended. Further actions to avoid the collision were not effective. At 02:48 BARU SATU hit with her stem post the starboard aft quarter of KATHERINE at No 5 cargo hold. Both vessels sustained major hull damages resulting in water ingress to impacted cargo holds and ballast tanks. No crew injuries were reported. Following the casualty both vessels remained collided and afloat for almost three days as advised by salvors. On 07 July 2013 under the planned salvage operation BARU SATU sailed under towage to Elefsina Gulf and KATHERINE was towed to Thoriko Bay North of Lavrio Port in order to unload their cargo and undergo temporary repairs.

HBMCI conducts the safety investigation of issued marine casualty as the Lead Investigating State in cooperation with the respective Authorities of Malta and Panama. The content of this Interim Report is based on current available information and data collected and analyzed during the safety investigation process into captioned marine casualty. The completion of the procedure as defined in relevant legislation may reveal or identify new information, data or evidence and consequently cause changes or amendments in data provided by this Interim Report. Names of vessels are referred in alphabetical order. All times quoted are Local Times (UTC +3).

Investigation

The safety Investigation and analysis conducted has high-lighted several contributing and underlined factors that led to the collision between captioned vessels. Such factors include in random order poor bridge performance, poor judgment, lack of communication and others as will be listed in the expected Final Report.

A draft safety Investigation report is under preparation and is expected to be finalized shortly and circulated to involved and interested parties for consultation. The final safety Investigation report will subsequently be issued following the consultation period.

OCTOBER 2014 Serious marine casualty

INTERIM REPORT Art. 16.2 Law 4033/2011 (art. 14.2 Directive 2009/18/EC)

MARINE CASUALTY SAFETY INVESTIGATION

Collision M/V KATHERINE - M/V BARU SATU

Marine casualty

Safety Investigation

Law 4033/2011 as amended and applies

(summary extract of art. 1.b, 4.1.a

& 4.1.b)

The conduct of Safety Investiga-

tions into marine casualties or

incidents is independent from

criminal, discipline, administrative

or civil proceedings whose

purpose is to apportion blame or

determine liability. The sole

objective of the conduct of a

safety investigation is to ascertain

the circumstances that caused the

marine accident or incident

through analysis, to draw useful

conclusions and lessons learned

that may lead, if necessary, to

safety recommendations or

proposals addressed to parties or

stakeholders involved in order to

take remedial actions, aiming to

prevent or avoid future marine

accidents.

Final safety Investigation Report

Points of Interest

This Interim Report has been prepared by virtue of art. 16.2 Law 4033/2011, as applies (art. 14.2 Directive 2009/18/EC) as the full investigation report will not be published within 12 months of the marine accident date.

● The Interim Report has been published for the sole purposes of the safety investigation process with no litigation in mind and should be inadmissible to any judicial or other p r o c e e d i n g s (administrative, discipli-nary, criminal or civil) whose purpose is to attribute or apportion blame or liability.

● The Interim Report only aims to present a concise summary of the events occurred on the 4tt of July 2013 that led to the “serious marine casualty”.

● The Interim Report does not constitute legal advise in any way and should not be construed as such.

Grigoriou Lambraki Street 150 P.C. 185 18

Piraeus, Greece

Tel: 213 1371970

213 1371969 213 1371968

Fax: 213 1371269

Email: hbmci@yen.gr

Website: www.hbmci.gov.gr

KATHERINE BARU SATU

FACTUAL INFORMATION

VESSELS’ PARTICULARS

Name KATHERINE BARU SATU

Flag Malta Panama

Registry Valletta 110 in 2009 27832-01-CH

Ship΄s type Bulk Carrier Bulk Carrier

ΙΜΟ 9133290 9233624

Call sign 9HSB9 H9AN

LOA (m) 170,14 130.11

Breath (m) 26.00 23.00

Year of built 1997 2000

Shipyard KANASASHI Co. LTD, Japan SHIN KOCHIJYUKO Co LTD, Japan

Construction material Steel Steel

Gross Tonnage 17255 9978

Net Tonnage 10112 5489

Engine / Power /Speed MITSUBISHI/8000 BHP/14 Knots 6UEC37LSII/6300PS/13,8 Knots

Classification Society Nippon Kaiji Kyokai Nippon Kaiji Kyokai

Minimum Safe Manning 16 13

Voyage Particulars

Date of departure 30/6/2014 10/6/2014

Trading Area International International

Cargo on board 26400 MT Hot Briquetted Iron 15000 MT Sugar

Crew on board 23 17

Marine Casualty Information

Date & time 04 July 2013, 02:48 Local Time

Type of marine casualty Serious marine casualty

Weather & environmental con-ditions

Wind NE 4 Bf/ Sea state slight / Good visibility

Location of casualty 37° 51΄,9 N / 24° 33΄,5 E

Damages to ship No 5 Cargo hold and No 4,5 Port Top Side Ballast tanks

Bulbous, Fore Peak tank, Fore Collision Bulk-head, No 1 Port and Starboard Top Side Ballast

Damage to cargo Yes Yes

Fatalities / injuries None None

Marine casualty

Safety Investigation

Law 4033/2011 as amended and applies

(Conjunction extract of art. 1.b,

4.1.a & 4.1.b)

The conduct of Safety Investiga-

tions into marine casualties or

incidents is independent from

criminal, discipline, administra-

tive or civil proceedings whose

purpose is to apportion blame or

determine liability. The sole

objective of the conduct of a

safety investigation is to ascertain

the circumstances that caused

the marine accident or incident

through analysis, to draw useful

conclusions and lessons learned

that may lead, if necessary, to

safety recommendations or

proposals addressed to parties or

stakeholders involved in order

to take remedial actions, aiming

to prevent or avoid future marine

accidents.