CHAPTER 8 OBSERVATIONS AFTER THE ACCIDENT

The bow loading ramp was found slightly open, with a gap of about one metre at the top. The condition of the ramp was inspected primarily from its lower side due to the limited access to the upper side.
The two port side hinges at the bottom of the ramp were torn apart (Figure 8.11). Both hydraulic actuators for the ramp had failed in their piston rod end eyes, i.e. at the ramp attachment points. The actuators were in partly extended position as when the ramp is partly open. The wires preventing the ramp from falling down to the forepeak deck had detached from the lugs on both sides of the ramp.

Figure 8.11 The failed port end hinge of the ramp surrounded by rags.

Various deep indentations were found on the beams on the lower side of the ramp, in particular towards the bottom end (Figure 8.12).

Figure 8.12 Indentations on a beam on the lower side of the ramp.

The ramp port side beam was damaged in several places, mostly towards the top end.
The lugs for the pull-in locking hooks were twisted. The hooks themselves could not be inspected closely.
The boxes on the ramp side bars, mating the bolts of the ramp side cleats, were twisted to open position, except for the lower port side one. The side lock bolts were fully extended except for the lower port side one which was only partly extended.

All three attachment lugs for the bottom lock installation had failed (Figures 8.13 and 8.14). The locking bolt (Figure 8.15) remained attached to the actuating cylinder piston rod, which was bent (Figure 8.13). The remains of the attachment lugs and the locking bolt were removed from the wreck during the diving operation for close investigation.

Figure 8.13 Failed bottom lock installation.

Figure 8.14 Failed starboard and middle lugs for the bottom lock installation.

Figure 8.15 Locking bolt for the bottom lock installation.

It was noted that the weld beads between the lugs and the bolt housing and the support bushing respectively had failed partly in the bead itself and partly in the fusion zones. The steel plate of the lugs had failed in their thinnest sections, generally in a forward-upward direction. The two lugs for the bolt housing were twisted towards the port side.
When the locking bolt was removed from the actuator piston rod, the actuator was in fully extended, i.e. locked, position. The piston rod was bent upwards, away from the forepeak deck. The hydraulic hoses were connected. The bolt was checked for wear and deformation. The bolt was straight. The general diameter of the bolt was about 78 mm. Only a slight variation in diameter was measured at the contact area between the bolt and the visor lug. No other damage to the bolt was noted.
The mating lug in the visor was attached to the structure but was bent about ten degrees to starboard and the adjacent structure was deformed and cracked (Figure 8.10). The hole in the lug for the locking bolt had an original diameter of 85 mm while after the accident the hole was oval with dimensions at mid-thickness about 83 x 95 mm. The visor lug was removed from the visor after it had been brought ashore.
The recovered parts have been investigated with regard to properties of the material and characteristics of the fracture surfaces and deformations.

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