From SN Guides

Contents 1 Introduction 2 Smaller Ferries 3 Some ferry disasters in Japan and South Korea 4 Sample Losses of Japanese & Korean Ferries 4.1 Toya Maru 5 China 6 Some Losses of Chinese Ferries 6.1 Kiang Ya 7 Indonesia and Philippines 8 Sample Losses of Indonesian & Philippine Ferries 8.1 Doña Paz 9 Bangladesh 10 Sample Losses of Bangladeshi ferries 11 Africa 12 Sample Losses of African ferries 12.1 Joola 13 Losses of Smaller Ferries 14 Bibliography 15 Photographs

Introduction

This series of articles provides a listing of all major passenger ships that have been lost in service. For comparison, there are also articles covering some the most significant losses of smaller passenger vessels and ferries. The articles also provide commentary on some of the most significant incidents.

For practical and technical reasons, the Articles are presented in the following parts: -

• Part 1. Definitions and the Development of International Passenger Ship Regulations
• Part 2. Fire
• Part 3. Collision,
• Part 4. Other Navigational Error
• Part 5. Structural Failure and Foundered
• Part 6. Hostilities – World War 1 and the Spanish Civil War
• Part 7. Hostilities – World War 2
• Part 8. Ship Safety Analysis – Passenger vessels over 10,000 GRT
• Part 9. Some smaller passenger vessel losses
• Part 10. Some losses of ferries below 10,000 GRT in European Waters
• Part 11. Some losses of ferries below 10,000 GRT in USA, Canada & Australasia
• Part 12. Some losses of ferries below 10,000 GRT in South East Asia & Africa

This article covers some of the ferries below 10,000 GRT that have been lost in South East Asian & African waters in peacetime.

Smaller Ferries

The earlier parts of these articles set out to provide a comprehensive record of all passenger vessels above 10,000 GRT that have been lost. Excluding the effects of hostilities, the world passenger ship fleet has suffered a total of 110 ship losses in the 120 years since the first ship over 10,000 GRT entered service. Of these, 42 ships were lost to fire while in port (at a cost of 5 lives) and 68 at sea for all other reasons (7,140 lives). This vessel size was selected for the earlier articles for practical reasons. Many ferries are now over 10,000 GRT and sadly the list of larger passenger ships lost over the past 40 years includes 11 ferries (3,075 lives). A far greater number of smaller ferries have been lost however, especially those being operated in the national waters of developing countries.

Ferries are defined as passenger carrying vessels engaged on regular, relatively short distance routes. This definition includes inland waterway craft, excursion, coastal and sea-going vessels including ships providing passengers with sleeping accommodation for one or two nights. The ferry industry has in the past 40 years also become increasingly devoted to the carriage of motor vehicles using ro-ro technology.

The trade publisher ShipPax Information calculates that on 1 January 2009 there were 1,188 ferries over 1,000 GRT, carrying vehicles and passengers below decks, in service throughout the world. Of these 468 were over 10,000 GRT. It also calculates that this ferry fleet carried 2.081 billion passengers; 256 million cars; 690 thousand buses and 34 million trailers on 6.782 million trips in 2008.

The sheer volume of this traffic has led SOLAS to devote special attention to the safety problems that have arisen during the development of ro-ro ship designs. Those involving ships over 10,000 GRT have been covered in earlier articles; this article will address some of the disasters that befell smaller ferries in South East Asian and African waters.

There are of course many ferries in service today that are below 10,000 GRT and in the Third World many are not vehicle carriers. These vessels usually operate domestic services and their design, build standards and maintenance regimes are not required to conform to SOLAS standards. Serious overloading is major concern in many areas. Nevertheless, SOLAS has begun a pilot study for the introduction of appropriate safety standards in Bangladesh. This is however making very slow progress. Bangladesh ferries carried some 90 million passengers in 2008; a figure that is not included in the ShipPax Information totals quoted above.

It is in the nature of ferry services that the ships are required to operate in confined and crowded waters, in all but the most severe weathers. These factors have been significant contributors to many of the disasters recorded in this article.

Some ferry disasters in Japan and South Korea

Many of the Japanese and South Korean ferry disasters have happened when ships have been caught in the severe storms, which in the North West Pacific are called Typhoons. The post-war Japanese response to these disasters has been to devote considerable economic resources to the construction of major bridges and tunnels, to reduce or eliminate the need for ferry services. The author has been unable to obtain details of most of the vessels in the following table. Early casualty figures are approximate.

[edit] Sample Losses of Japanese & Korean Ferries
Lost	Name	Owner	Cause	Built	GRT	Deaths
1912	Kiche Maru	Japanese	Foundered	?	?	1,000
1944	Taramizu Maru No6	Japanese	Foundered	?	?	400
1945	Sekirei Maru	Japanese	Foundered	?	?	304
1949	Aoba Maru	Japanese	Foundered	?	?	133
1953	Chang Tyong-ho	South Korean	Foundered	?	?	249
1954	Toya Maru	Japanese National Railways	Foundered	1947	3,898	1,153
1955	Shiun Maru	Japanese National Railways	Collision	?	?	168
1957	Kitagawa Maru No 5	Japanese	Collision	?	?	113
1958	Nankai Maru	Japanese	Foundered	?	?	167
1958	Tokiwa Maru	Japanese	Collision	?	?	47
1970	Nyamyong-ho	South Korean	Foundered	?	?	323
1993	Seo Hae	South Korean	Foundered	?	?	285

Toya Maru

The Japanese National Railways vehicle ferry Toya Maru was launched by Mitsubish,i at Kobe on 21 November 1947, for use in the Tsugaru Strait service, operating between Aomori and Hakodate. She was 3,898 GRT; 373 feet long (bp), 52 feet beam; twin screw with steam turbine machinery. She was authorised to accommodate 1,128 passengers and 120 crew.

Typhoon Marie was travelling northeast across Japan on 26 September 1954 and was predicted to reach the Tsugaru Strait at around 17:00. At 11:00 Toya Maru arrived at Hakodate after its first journey of the day from Aomori. She was scheduled to return at 14:40, to arrive at Aomori just before Typhoon Marie. However, due to the expected storm, another ferry the Dai 11 Seikan Maru, was unable to take its scheduled journey to Hakodate, resulting in the transfer of its passengers and vehicles to Toya Maru; delaying her departure.

At 15:10 Toya Maru had still not sailed and her captain decided to cancel the journey because of the rising wind and heavy rainfall in Hakodate, but at 17:00 the weather cleared and the outlook improved. The captain presumed that the Typhoon had now passed, as predicted and decided to proceed with the journey for Aomori. In reality however the Typhoon had slowed and was gaining strength over the Sea of Japan.

At 18:39 Toya Maru departed from Hakodate, with approximately 1,300 passengers aboard. The exact number is unknown. Immediately after the ferry cleared the port the wind picked up, coming from a SSE direction and the Captain decided not to continue the voyage. At 19:01, Toya Maru anchored just outside Hakodate Port to wait for the weather to improve, however due to the high winds, the anchor did not hold. Water entered the vehicle decks and began to reach the engine room and the ship became uncontrollable. The ferry was blown sideways onto Nanae Beach, in the outskirts of Hakodate City at 22:26 and an SOS call was made. The waves were so strong that the ship rolled over and at around 22:43 capsized and sank several hundred meters off the shore. Only 150 people survived and it was officially believed that 1,159 died. Four other ferries sank in the same typhoon with a total loss of life of 1,430



Photo 1: The wreck of Toya Maru

China

Like most Communist regimes, China is reluctant to admit that accidents ever happen in their perfect society. Despite this, Huang Zhendong, the Chinese Communications Minister, announced on 20 May 2002 that there had been 123 deaths, in 249 ferry accidents, in the first four months of that year. He went on to demand an end to overloading of ferries. The author has been able to glean the following brief details of some Chinese ferry disasters:

[edit] Some Losses of Chinese Ferries
Lost	Name	Owner	Cause	Built	GRT	Deaths
1948	Kiang Ya	China Merchants S N	WW2 Mine	1939	3,731	2,750
1980	Fatshan	Hong Kong	Foundered	?	?	80
1983	Red Star 312	Chinese	Foundered	?	?	147
1985	?	Chinese	Foundered	?	?	171
1999	Dashun	Chinese	Fire	?	?	280
2000	Rong Jiang	Chinese	Foundered	?	?	131

Kiang Ya

One of the deadliest passenger ship disasters was the loss of the Chinese steamship Kiang Ya, in the mouth of the Huangpu River, south of Shanghai, on 4 December 1948.

Kiang Ya was a vessel of 3,731 GRT; 322 feet long, with a beam of 50 feet. She was licensed to carry 1,186 passengers, but because of the urgent need to transport refugees fleeing the advancing Communist army, during the Chinese Civil War, there were officially 2,250 passengers on board. It is estimated that as many as 1,200 additional people, managed to gain access to the ship before she sailed. As there was no count of the actual number of people that boarded Kiang Ya, the final death count will never be known.

The steamer left Shanghai for Ningpo late in the afternoon and by 18:30 had almost cleared the Huangpu River and was approaching the open sea. A massive explosion occurred near the stern of the ship and Kiang Ya sank quickly in shallow water onto the bed of the river. Passengers on the lower decks were either killed by the explosion, or trapped by the inrushing water. Some 700 survivors escaped because they were able to reach the top deck, where they stood in water up to their waists, until help arrived.

The explosion wrecked the ship’s radio, preventing the transmission of an SOS. The survivors waited an estimated three hours before the steamship Hwafoo came upon the disaster scene, discovered the people standing on the wreck, and radioed for help. The injured survivors were taken to hospitals in Shanghai.

It was believed that the Kiang Ya struck an old Japanese mine that had been lurking in the river since Sino-Japanese War. It is thought that the mine was laid prior to the Japanese capture of Shanghai in 1937. As the original hostilities that led to the sowing of the mine were long over, the disaster is included in this section of these articles. At least 2,750 people are thought to have died in the disaster, although some sources indicate as many as 3,920.

Indonesia and Philippines

Indonesia and the Philippines are two major island nations. Indonesia consists of 17,508 islands and has a population of 206 million; the Philippines consist of 7,107 islands with a population of 92 million. Ferry services are essential to both nations and are heavily used, with the result that if any ferry is involved in an accident it is likely to be carrying a large number of people.

The leading Indonesian ferry operator is the national shipping company P. T. Pelayaran Nasional Indonesia, known throughout the country as Pelni. Since 1983 the German shipbuilder Meyer Werft in co-operation with local shipbuilder PT.PAL have delivered a fleet of modern, but very basic ferries for the Pelni services. In addition there are a large number of private operators (some unlicensed) using second hand vessels.



Photo 2: The Meyer Werft built KM Awa, operated by Pelni, represents the highest standard of Indonesian ferry




Photo 3: Economy Class accommodation on KM Awa. Many more passengers sleep on the deck


The Philippine services are dependent upon second hand ferries, often acquired from Japan. The following table may give the impression that ferry safety has improved in the Philippines. Sadly this is not the case. Philippine ferries have grown in size and are now often over 10,000 GRT. Losses suffered by the Philippine company Sulpicio feature prominently in the earlier parts of these articles covering larger vessels.

[edit] Sample Losses of Indonesian & Philippine Ferries
Lost	Name	Owner	Cause	Built	GRT	Deaths
1963	Djandji Radja	Indonesian	Fire	?	?	105
1968	Dumagnete	Philippine	Foundered	?	?	300
1981	Tamponas 2	Indonesian	Fire	?	?	580
1987	Dona Paz	Sulpicio (Philippine)	Collision	1963	2,602	4,314
1988	Dona Marilyn	Sulpicio (Philippine)	Foundered	1966	2,991	389
1996	Cebu City	William (Philippine)	Collision	1972	2,452	140
1996	Gurita	Indonesian	Foundered	?	?	338
1999	Harta Rimba	Indonesian	Foundered	?	?	325
1999	KM Bismas Raya 2	Indonesian	Fire	?	?	361
2000	Cahaya Bahari	Indonesian	?	?	?	550
2002	KM Palau Muda	Indonesian	Foundered	?	?	23
2002	Masori Star	Indonesian	Foundered	?	?	77
2005	KPM Digul	Indonesian	Foundered	?	?	200
2006	Senopati Nusantara	Indonesian	Foundered	1990	2,178	461
2006	KM Surya Makumur Indah	Indonesian	Foundered	?	?	35
2007	Acita 3	Indonesian	Foundered	?	?	66
2007	Lavinia 1	PT Praga Jaya Sentosa (Indonesia)	Fire	1980	2,000	55

Doña Paz

The Philipine ferry Doña Paz was built in 1963 by Onomichi Zosen of Onomichi, Hiroshima Japan, as Himeyuri Maru and had a passenger capacity of 608 people for Japanese domestic ferry service. She was sold to Sulpicio Lines in 1975 and was initially renamed as Don Sulphico and later, Doña Paz. Her official passenger capacity was increased to 1,424 persons.



Photo 4: Dona Paz measured 2,602 GRT; 305 feet 5 inches LOA, by 44 feet 7 inches beam. She was single screw and her diesel machinery provided a service speed of 18 knots, when the ferry was built

On 20 December 1987, Doña Paz departed Tacloban City, Leyte at 06:30, for Manila via Catbalogan City, Samar. The vessel was due in Manila at 04:00 the following day and she last made radio contact at around 20:00. At around 22:30 the ferry was off Dumali Point, in the Tablas Strait, near Marinduque. The weather was clear but the sea was choppy. While most of the passengers were asleep, Dona Paz collided with the tanker Vector, en route from Bataan to Masbate, on charter to Caltex Philippines, carrying for them 8,800 barrels of gasoline and other petroleum products.

The collision ignited Vector's cargo and the fire spread onto the Doña Paz. Doña Paz sank within two hours of the collision, while Vector sank within four hours. Both ships sank in about 545 meters of water in the shark-infested Tablas Strait. It reportedly took eight hours before the Philippine maritime authorities learned of the accident, and another eight hours to organize search and rescue operations. Amazingly 26 survivors were rescued; 24 passengers from Doña Paz, plus 2 crew members from Vector. None of the Doña Paz crew survived. Most of the survivors sustained burns from jumping into the flaming waters.

Survivors from the ferry recalled sensing the crash and an explosion, which caused panic on the vessel. The flames spread rapidly throughout the ship, the ship’s lights failed and that the sea itself was on fire. It was claimed that there were no life vests available on Doña Paz and that none of the crew gave any orders. It was also claimed that the life jacket lockers were locked.

The authorities were faced with a major problem of establishing the total number of people who were on board the vessel at the time of the collision. The official passenger manifest listed 1,493 passengers and 60 crew members aboard. A revised manifest released on 23 December 1987 showed 1,583 passengers and 58 crew members on Doña Paz, however it was well known that extra tickets were usually purchased illegally aboard the ship at a cheaper rate and those passengers were not listed on the manifest. Holders of complimentary tickets and non-paying children, below the age of four were likewise not listed on the manifest. Survivors said that passengers were sleeping along corridors, or on cots with three or four persons on them. Of the 21 bodies that had been identified five days after the accident, only one of the fatalities was listed on the official manifest.

The eventual official death toll was later recorded at 1,749, a figure which made the tragedy the third worst ferry accident in history. Nonetheless, it is generally accepted that the actual death toll was significantly greater. The generally accepted estimated is that 4,341 lives were lost in the sinking of Doña Paz, making it the world's worst peacetime maritime tragedy.

Although none of the ferry’s crew survived, the initial investigation conducted by the Philippine Coast Guard, stated that only one trainee member of the crew of Doña Paz was on the bridge when the accident occurred. Other officers were either drinking beer or watching television, while the ship's captain was watching a movie on his Betamax. Subsequent inquiries revealed that the tanker Vector was operating without a license, lookout or properly qualified master and as a result the Board of Marine Inquiry eventually cleared Sulpicio Lines of fault in the accident. In 1999, the Philippine Supreme Court ruled that the owners of Vector were liable to indemnify the victims of the collision. Caltex Philippines, which had chartered the tanker was cleared of financial liability.

Bangladesh

Bangladesh is situated on the Bay of Bengal, straddling the Ganges-Brahmaputra Delta and is subject to annual monsoon floods and cyclones. Ferries play an essential part in the life and economy of the country. With a population of 162 million, Bangladesh is the seventh most populous country and is among the most densely populated countries in the world, but with a high poverty rate. It is perhaps inevitable that the locally built ferries are usually severely overloaded, with an unknown number of passengers aboard. As a result any accident often produces a high, but estimated death toll.



Photo 5: A typical Bangladeshi quadruple-deck ferry

[edit] Sample Losses of Bangladeshi ferries
Lost	Name	Owner	Cause	Built	GRT	Deaths
1973	Ghazi & Dighirpir	Bangladesh	Collision	?	?	250
1980	Rushi	Bangladesh	Foundered	?	?	230
1986	Shamia	Bangladesh	Foundered	?	?	600
1986	Atlas Star	Bangladesh	Foundered	?	?	500
1988	Haisal	Bangladesh	Collision	?	?	200
1994	Dinar	Bangladesh	Foundered	?	?	250
2002	Shalahuddin 2	Bangladesh	Foundered	?	?	340
2003	Nazreen 1	Bangladesh	Foundered	?	?	528
2003	Mitali III	Bangladesh	Collision	?	?	130
2005	Maharaj	Bangladesh	Foundered	?	?	149
2005	Raipure	Bangladesh	Foundered	?	?	115
2008	Shourav	Bangladesh	Collision	?	?	49
2008	Nazimuddin	Bangladesh	Foundered	?	?	41

Africa

Ferry accident statistics are very vague and incomplete for much of the African continent. Incidents are rarely reported outside the country, if at all. Overcrowding is endemic, maintenance is often minimal, but in many cases there is no other transportation link, or the hazards of an alternative road journey are even greater.



Photo 6: Passengers streaming off the Likoni – Mombasa ferry, while vehicles wait to board

[edit] Sample Losses of African ferries
Lost	Name	Owner	Cause	Built	GRT	Deaths
1963	Adel	Egypt	Foundered	?	?	357
1965	?	Malawi	Foundered	?	?	150
1983	10th of Ramadan	Egypt	?	?	?	357
1994	Motongwe One	Kenya Ferry Service	Foundered	?	?	272
1996	?	Nigerian	Foundered	?	?	220
1996	Bukova	Tanzania	Foundered	?	?	800
1997	Olodiama	Nigerian	Collision	?	?	130
1998	?	Nigerian	Foundered	?	?	280
1999	?	Sierra Leone	Foundered	?	?	150
2002	Joola	Republique Senegal	Foundered	1990	2,087	1,863
2003	Dieu Merci	Congo	Foundered	?	?	182
2006	Al Baraqua 2	Djibouti	Foundered	?	?	124
2006	?	Ghana	Foundered	?	?	120
2007	Amunafa	Sierra Leone	Foundered	?	?	158

Joola

Joola was a Senegalese government-owned ferry named after the Joola (Dyula) people of southern Senegal. She was built in Germany in 1990 by Schiffswerft Germersheim GmbH as a coastal ferry; 2,087 GRT; 260 feet 10 inches long, 39 feet 4 inches beam, 10 feet 2inches draught; twin engines. Her certified capacity was for 536 passengers and 35 cars. She had a crew of 44.



Photo 7: The Senegalese government-owned ferry Joola


Although built as a coastal ferry, on 26 September 2002 Joola set sail at 13:30 from Ziguinchor, in the Casamance region on one of her frequent trips, cutting directly across the Southern Atlantic, between southern Senegal and the country's capital Dakar. The exact number of passengers on board remains unknown, but there were 1,046 travellers with tickets. It is believed however, that almost 2,000 passengers were on board, including 185 that boarded the ship from Carabane, an island where there was no formal port of entry, or exit for passengers. The remaining number included people who weren't required to have tickets (children aged less than 5) or because they embarked without formally paying, as was a common arrangement with the crew of Joola. The last radio call from the ferry was broadcast to a maritime security centre in Dakar at 22:00, reporting good sea conditions. At around 23:00, the ship sailed into a storm off the coast of Gambia. It is reported that as a result of the rough seas and wind, the ferry capsized in less than five minutes.

Government rescue teams did not arrive at the scene until the following morning, although local fishermen rescued some survivors from the sea several hours before. Some time before official rescuers arrived, local fishermen in pirogues rescued a 15 year-old boy, who confirmed that there were still many people trapped alive inside the ferry, which was still afloat upside down. There were reports of noises and screaming coming from within. Joola remained capsized but afloat until around 15:00 before she finally sank, taking with her those who were unable to get out of the ship. There were a total of 64 survivors. It was officially agreed that the death toll was 1,863 persons, but could have been nearer 2,000.

The Senegalese government established an inquiry. The French courts also launched a probe into the disaster, as several French nationals were among the dead. According to many sources, the accident was caused by a variety of factors, including possible negligence. While rough seas and wind were directly responsible for the capsizing, the ferry was built only to be sailed in coastal waters, but was sailing beyond this coastal limit when it capsized. Overcrowding is the most commonly mentioned factor for both the capsizing and the high number of deaths. The heat and claustrophobic conditions below deck, usually led as many passengers as possible sleep on the upper deck, on the regular crossing. This would compromise the ship’s stability, possibly allowing water to enter the vehicle deck. Although the ship was only 12 years old, she had suffered a number of technical problems in the years before the capsize, which were all attributed to poor maintenance by her owners and not to any design or construction flaws.

The Senegalese government offered families a payment of around US$22,000 per victim and fired several officials, but no one has ever been prosecuted and the official report was closed a year after the disaster. Officials, including high ranking members of the Armed Forces of Senegal, were moved to other posts after being charged with failure to respond quickly enough to the disaster, but little has ever been published on those responsible for the ferry being overloaded, or poorly maintained. The families of French victims refused the 2003 reparations package and pursued the Senegalese authorities in the French courts. On 12 September 2008, a French judge handed down an indictment against nine Senegalese officials, including Former Prime Minister Boye and former Army Chief of Staff General Babacar Gaye.

Senegalese official and popular reaction against these charges from the former colonial power have been hostile, with the Senegalese government issuing an international arrest warrant on 26 September 2009 against French judge, Jean-Wilfred Noel in return. The warrant alleges that the French judge abused his authority and undermined the dignity of Senegal.

Losses of Smaller Ferries

This article together with articles Part 10 and Part 11, cover the more notable peacetime disasters that have befallen ferries that were below 10,000 GRT. It is in not a comprehensive record and many of the casualty figures are estimates. Nevertheless it should be noted that the total number of deaths resulting from the losses recorded in these three articles is over 33,500. Many of the vessels involved were operating in national waters and not covered by SOLAS regulations.

In contrast, since the first SOLAS Convention in 1914, the total number of peacetime deaths as a result of the loss of passenger liners and cruise ships over 10,000 GRT is 1,556. A further 878 deaths have occurred as a result of the loss of ferries over 10,000 GRT covered by SOLAS, while a further 2,171 fatalities have been incurred during the sinking of large ferries operating outside the SOLAS regulatory system.

Bibliography

There is not a comprehensive single source of information covering the events recorded in these Articles, although several websites cover briefly part the story. The most useful were: -

• http://en.wikipedia.org/wiki/List_of_maritime_disasters
• http://en.wikipedia.org/wiki/List_of_shipwrecks
• http://www.clydesite.co.uk/clydebuilt/
• http://www.miramarshipindex.org.nz/

Various Wikipedia pages covering the individual ships were helpful, as were some of the wreck-diving site pages. A number of people have devoted considerable effort to produce internet sites covering specific ships, which can be found through Google, Yahoo, etc.

Information on the regulatory efforts made to improve maritime safety can be found on the IMO website: http://www.imo.org/

Books consulted include: -

• Charles Hocking – Dictionary of Disasters at Sea during the Age of Steam 1824-1962
• Arnold Kludas – Great Passenger Ships of the World – Volumes 1 to 6
• Arnold Kludas – Great Passenger Ships
• N R P Bonsor – North Atlantic Seaway – Volumes 1 to 5
• Duncan Hawes Merchant Fleets series – Volumes 1 to 40
• James E Cowen and John O C Duffy – The Elder Dempster Fleet History 1852-1985
• Neil McCart – Passenger Ships of the Orient Line
• Various ShipPax Information annual publications since 1990

Photographs

One of the photographs used to illustrate this Part of the article is from the Ships Nostalgia Galleries, which are available for use in the Directory. The other photographs used to illustrate this Part are from Wikimedia Commons or are in the public domain. The individual photographs used in Part 12 are from the following sources: -

Frontispiece - Ships Nostalgia - owendvdsn

1. Wikimedia Commons
2. Wikimedia Commons
3. Wikimedia Commons
4. Philippine Ship Spotters Society
5. Google – AFP
6. Daily Nation Kenya
7. Wikimedia Commons

Article written and compiled by Fred Henderson

Passenger Ship Disasters
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