Marine

Engineering

EDUCATE – ENHANCE – EMPOWER

KM. Mutiara Sentosa I

Accident Analysis on Masalembo, 19th May 2017

Marine Safety and Environmental Management

ME141362

By:
Titus Kurniawan
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TABLE OF CONTENT
TABLE OF CONTENT ......................................................................................................................... 2
1. Background ..................................................................................................................................... 3
2. Introduction .................................................................................................................................... 4
3. Analysis .......................................................................................................................................... 6
4. Recommendation ............................................................................................................................ 7
5. References ...................................................................................................................................... 8

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 1. Background
Vessel KM MUTIARA SENTOSA 1 (IMO: 8718471, MMSI: 525003378) is a passenger/ro-ro
cargo ship built in 1988 and currently sailing under the flag of Indonesia. KM MUTIARA
SENTOSA 1 has 127m length overall and beam of 21m. Her gross tonnage is 12365 tons and
her average speed is 10 knots.

In Friday, 19th May 2017, in the water area of Masalembu Island, KM. Mutiara Sentosa I is on
fire
(Source:http://regional.kompas.com/read/2017/05/20/06313911/ini.kronologi.terbakarnya.k
apal.mutiara.sentosa). The location of ship that time is on 05°33.01 S – 114° 34.25 E or 3
miles from north east of Masalembu Island, Sumenep, Madura, Indonesia. The ship itself
contains 44 ship crews and 134 passengers and some transportation vessels inside. From the
investigation found that the fire come from the first deck of the ship. The fighting against the
ship using the fire fighting system such as APAR and sprinkler are unable to turn the fire off.
Fire took the first deck of the ship and spread out to the fuel oil storage, thus the fire become
more uncontrollable and getting bigger. The captain of the ship itself took the decision to
evacuate the crews and the passengers using the lifeboat and leave the ship behind.
Fortunately there is a tug boat that accidentally pass by, thus can help to evacuate the
passengers and crew of the ship.

From this accident itself, there are 5 victims die. While some of the victims are being treated
at the nearby hospital.

Figure 1

KM Mutiara Sentosa 1 (vesseltracker.com)

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 2. Introduction
The safety of life at sea is IMO's primary objective. Passenger ship safety has always,
therefore, been a high priority. The Titanic disaster of 1912 led to the first SOLAS treaty
being adopted and there have been many revisions to regulations since then, both in
response to major incidents and as a result of a pro-active approach to keeping the
regulations up-to-date.

While there are no universally applicable definitions of ship types, specific descriptions and
names are used within IMO treaties and conventions. The following is a non-exhaustive list
ship types defined in various IMO instruments:

 A passenger ship is a ship which carries more than twelve passengers. (SOLAS I/2)
 A fishing vessel is a vessel used for catching fish, whales, seals, walrus or other living
resources of the sea. (SOLAS I/2)
 Fishing vessel means any vessel used commercially for catching fish, whales, seals,
walrus or other living resources of the sea. (SFV 1993 article 2)
 A nuclear ship is a ship provided with a nuclear power plant. (SOLAS I/2)
 Bulk carrier means a ship which is constructed generally with single deck, top-side
tanks and hopper side tanks in cargo spaces, and is intended primarily to carry dry
cargo in bulk, and includes such types as ore carriers and combination carriers.
(SOLAS IX/1.6)
 Bulk carrier means a ship which is intended primarily to carry dry cargo in bulk,
including such types as ore carriers and combination carriers. (SOLAS XII/1.1)
 Oil tanker means a ship constructed or adapted primarily to carry oil in bulk in its
cargo spaces and includes combination carriers, any "NLS tanker" as defined in Annex
II of the present Convention and any gas carrier as defined in regulation 3.20 of
chapter II-1 of SOLAS 74 (as amended), when carrying a cargo or part cargo of oil in
bulk. (MARPOL Annex I reg. 1.5)
 General cargo ship: A ship with a multi-deck or single-deck hull designed primarily for
the carriage of general cargo. (MEPC.1/Circ.681 Annex)
 High-speed craft is a craft capable of a maximum speed, in metres per second (m/s),
equal to or exceeding 3.7 times the one-sixth power of the volume of displacement
corresponding to the design waterline (m³), excluding craft the hull of which is
supported completely clear above the water surface in non-displacement mode by
aerodynamic forces generated by ground effect. (SOLAS X/1.2, HSC Code 2000 para
1.4.30)
 Mobile offshore drilling unit (MODU) means a vessel capable of engaging in drilling
operations for the exploration for or exploitation of resources beneath the sea-bed
such as liquid or gaseous hydrocarbons, sulphur or salt. (SOLAS IX/1, MODU Code
2009 para 1.3.40)
 Special purpose ship (SPS) means a mechanically self-propelled ship which by reason
of its function carries on board more than 12 special personnel. (SPS Code para
1.3.12)

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 In 2010, a package of SOLAS amendments adopted in 2006 entered into force, affecting
passenger ships built after 1 July 2010. The amendments were the result of a comprehensive
review of passenger ship safety initiated in 2000 with the aim of assessing whether the
current regulations were adequate, in particular for the large passenger ships being built.
Increased emphasis is placed on reducing the chances of accidents occurring and on
improved survivability, embracing the concept of the ship "as its own best lifeboat".

Based on the data of KNKT Media Release in 2016, we can see the graph of accident in
Indonesia as below :

Figure 2
Accident Graph ( Source : KNKT 2016)

Where we can see, the graph show that the most accident is fire / explosion , where from 2010 – 2016
there are 19 accidents occurred or 27% of ship accidents that occured. KM Mutiara Sentosa I is only
one from the another fire accident that ever occurred in Indonesia in this periods.

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 3. Analysis
From the investigation of police officer as said in
http://news.liputan6.com/read/2958544/penyebab-kebakaran-km-mutiara-sentosa-1-versi-
polisi , the source of the fire came from one of the truck that loaded by the KM. Mutiara
Sentosa I. The truck itself at first produced some smoke and where at some periods and
points, it started to create fire that spreading out to the another vessels.
The passengers of the ship itself realized that there are fire in the first deck, thus give the
notification to the crew officer, where the crew already try to extinguish the fire using the
extinguisher and sprinkle. The load of the truck itself unknown and where the crew try to
extinguish it, the truck start to explode and produce more fire.
The move of the crew that realized the fire and try to fight the fire itself and the sprinkle
system that able to work properly itself show that the safety system to prevent fire are able
to work proper. But the problem is the load of the truck, that may contain chemical
substances that unknown caused fire and unable to extinguish by using sprinkle nor
extinguisher.
The act of the captain of the ship itself to give the command to abandon the ship itself is a
good move, since the life of the crew and passengers itself are the first priority. But it’s quite
late since the fire already spread out and caused life victims.

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 4. Recommendation
Safety at the ship is important factor that we need to look at. While the life of the crew and
passengers are the first priority. For further recommendation thus the Port state officer shall
take more careful inspection about the load of the ship itself, such as chemical substances
that might harm the safe of the ship are not allowed to pass, which already occurred in the
KM Mutiara Sentosa I accident.
Furthermore, inspection of the quality of the ship, such as the wall quality and door quality
that able to hold the fire spread out. Thus it can give more time to fight the fire, or as well to
evacuate the passengers and crew so we can reduce the victims of the accidents.
The training of the crew itself in the emergency conditions and the equipment to use during
the emergency condition, so the crew know how to react and respond in case of emergency
situation happen.
Last one is the decision of the captain that shall be able to abandon the ship in case that the
ship in emergency condition that can not be reparable anymore, where it may harm the life
of the human kind.

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 5. References
1. http://regional.kompas.com/read/2017/05/20/06313911/ini.kronologi.terbakarnya.kapal.mutiara.se
ntosa.1
2. http://www.marinetraffic.com/en/ais/details/ships/shipid:674579/mmsi:525003378/imo:8
718471/vessel:MUTIARA_SENTOSA_1
3. https://nasional.tempo.co/read/news/2017/05/21/058877324/km-mutiara-sentosa-i-
terbakar-knkt-selidiki-truk-sumber-api
4. http://www.imo.org/en/MediaCentre/HotTopics/passengership/Pages/default.aspx

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