MARITIME TRANSPORT INC. AND M/V AMASYA VESSEL AND ITS TRAGIC END

With the law numbered 5812 dated August 16, 1951, the MARITIME BANK INC. was established, and it officially began its operations on March 1, 1952. However, the Maritime Bank faced various issues as it did not have sufficient resources to meet the demands of the developing economic conjuncture. Among these issues, the most significant was the threats from foreign shipowners to increase freight rates due to congestion at the Istanbul Port and the invisible costs paid to foreign-flagged vessels, which constituted a significant part of our foreign trade deficit, due to the inadequacy of the national fleet against increased imports.

To alleviate these adverse conditions, the management of the Maritime Bank accelerated the construction of marine vehicles to be used within the port at shipyards. Additionally, they expedited efforts to develop the Salıpazarı and Haydarpaşa Ports, modernizing these ports to minimize freight losses.

There was a need for new ships to facilitate imports and exports conducted by sea. Very few of the vessels owned by shipowners were involved in these operations. A large portion was not suitable for international routes and was used for domestic transport of coal and salt. The Maritime Transport Company was struggling to adequately manage its barges while trying to meet domestic passenger and cargo transport needs. In fact, the number and tonnage of the barges it possessed were far from sufficient to meet these demands. To address this shortcoming, the establishment of a new organization to conduct regular voyages and the expansion of the fleet became imperative.

For this purpose, in 1954, based on the authority granted by Law No. 5842, the "Barge Operation" was established within the Maritime Bank Inc. Captain Asım Alnıak was appointed as the Director, and Fadıl Sarımsakcı took on the role of Deputy Director. This operation was established to achieve better results than expected from the "Barge Operation" operating under the Maritime Bank. On May 14, 1955, D.B. MARITIME TRANSPORT INC. was founded with a capital of 110,000,000 (One Hundred Ten Million) Turkish Lira, with 51% of the shares belonging to the Maritime Bank Inc., 48% to the General Directorate of the Pension Fund, and 1% shared among a consortium consisting of Petrol Ofisi, Etibank, Türkiye İş Bankası, Türkiye Emlak Bankası, and Türk Ticaret Bankası.

Tevfik Rüştü Aras, who was Atatürk's Minister of Foreign Affairs, was appointed as the first Chairman of the Board of Directors. The first General Manager was Captain Asım Alnıak, with Deputy General Managers Fadıl Sarımsakçı and Y. Engineer Şekip Özgener. The staff numbered 904 in total, with 56 managers and clerks on land and 848 at sea.

With the establishment of the Barge Operation, the Maritime Transport Company began to operate Ardahan, Bakır, Demir, Hopa, Malatya, Kars, Kastamonu, Rize, Yozgat, Çoruh, Eskişehir, Kırşehir, Aydın, Manisa, Kütahya, Seyhan, and Nevşehir barges, along with Kocaeli and Sivas tankers, first under the Barge Operation and then under D.B. Maritime Transport Inc. These vessels were purchased as second-hand. After the establishment of Maritime Transport Inc. in 1955, to rejuvenate the fleet and acquire the necessary vessels, new builds were purchased in Japan, including the Amasya, Denizli, Kayseri, Sakarya, and Bolu Barges, as well as the Batman Tanker.

The newly built M/V AMASYA barge capsized and sank on February 17, 1970, while navigating in the Bay of Biscay due to cargo shift, exacerbated by a severe storm. The March 5, 1970 issue of Hayat Magazine featured an article titled "The Last Moments of Amasya," which included images of the barge sinking and testimonies from survivors. Among them, Cook Fahri Sabuncu recounted, "I had prepared shepherd's stew for the holiday meal, and just as I was checking the salt, the ship tilted. I rushed outside with the ladle in my hand; it suddenly turned into a day of chaos. Sailor Şerafettin Aslan said, 'We were climbing onto the British ship with a rubber boat one by one. It was my turn, and suddenly I was swept away; I sank into the water. If they hadn't pulled me back onto the ship, I wouldn't be here now.' Master Sailor Mehmet Yıldırım stated, 'The captain and I had gone down to the hold, thinking about how to prevent the water from coming in, when suddenly the ship shook violently and began to sink. We rushed outside, but I never saw the captain again.'"

Chief Engineer Mehmet Özdöl was said to have "died twice" in the disaster. He narrowly escaped death from the Angel of Death and, along with his friends, managed to reach the rubber boat that had successfully approached the British ship for help. Like the other survivors, he waited for his turn to be pulled up, holding onto the rope. Then, at that moment, he lost his grip and disappeared among the foamy waves.

On page 11 of the March 5, 1970 issue of Hayat Magazine, Koray Güney wrote after speaking with the shipwrecked sailors:

UNLUCKY HOLIDAY MORNING

"I was the last to leave the ship. As I jumped into the sea from the deck of the sinking Amasya, I was tightly holding the ship's flag. The water was icy. Later, they said it was 4 degrees. My brain felt frozen, and my muscles were stiff. But I had to swim to survive. Without letting go of the Turkish flag, I fought against the waves with one arm for a full two hours.

Finally, a ship approached the accident site. It was the British vessel 'North Prince.' I held onto the thin rope they threw and saved my life." All of this was recounted by İbrahim Turan, a 23-year-old sailor who was the last to leave the Amasya and still haunted by the fear of his adventure.

But he was not alone. The memories of his friends' struggle against the raging waves of the ocean remained vividly alive in their minds.

IT STARTED WELL BUT ENDED BADLY

Everything had started well on the morning of Tuesday, February 17... Since it was the first day of the holiday, the crew had gathered in the officers' mess to celebrate... The sailors tried to appear happy during the Eid al-Adha while also thinking about their families. This was not the first holiday they spent away from their homes. Their profession forced them into this life. After the celebrations, those on duty returned to their posts, while the others went to rest. On the bridge, Fourth Officer Asaf Altuğ and helmsman Mehmet Bilici were on duty. Everything was going smoothly when, around 10:30, the ship suddenly began to tilt sharply to port. Captain Burhan Işım was immediately informed of the situation, and he, along with the crew, opened the hatch of the number 2 hold, which was suspected of taking on water. When the hatch was opened, it was observed that about 30 sacks had shifted to the left due to the ship's tilt, and the zinc ore in the lower hold was covered by water. Captain Burhan Işım immediately ordered the water to be pumped out. However, the ship was tilting to the point where the railings were submerged, and the list was increasing by the moment. At that time, news came that the main engine had also stopped. There was nothing more to be done. The captain gave the anticipated evacuation order. Now the sailors began to lower the lifeboats and rafts. However, the lifeboat that was lowered crashed into the ship due to the force of the waves and was destroyed. Finally, a rubber boat and a lifeboat managed to stay afloat without breaking apart, and those who acted quickly began to pile into it. Now, let us listen to those whose joy was shattered by the disaster that befell them on the holiday. Let us listen so that we can say, "Can this happen on a holiday?" It was as if the Angel of Death was waiting for the holiday. Sailor Arif Köse, with his fingers spread open, said, "I have five children, sir; I am the father of exactly five children. After barely saving myself and getting onto the raft, I struggled with death for two hours. And during those two hours, I thought only of my little ones. If I weren't ashamed of my manhood, I would have cried. But I have my masculinity...

What about the steward Osman Selimoğlu? On the first day of the holiday, he had gone to inspect the kitchen, tasting the shepherd's stew, rice, and dessert one by one:

"There was nothing wrong with the holiday meal we prepared for the friends. Just as we were about to enjoy it, look what happened to us!... It seems it wasn't meant to be to have a holiday meal together."

Sailor Niyazi Sarı wrapped in his fur coat still feels the cold of that icy seawater.

Speaking hesitantly, he said, "Brother, I will never forget the struggle and the cold that lasted two hours for the rest of my life."

LAST TO SEE THE CAPTAIN

Steward İbrahim Kul was the second to jump into the boat. However, he fell into the water and finally managed to get onto the boat with one leap.

"I saw Captain Burhan Işım for the last time as I got onto the boat. He was standing on the aft deck, overseeing the evacuation efforts. Now, the sailors who saved themselves from the Amasya will rest on land for a month, away from the sea. If they can forget the holiday..."

THE FOURTH OFFICER'S AGONY

The fourth officer of the Amasya, Asaf Altuğ, was still affected by the disaster when he arrived in Istanbul.

Especially having had his last watch on the bridge, it devastated him even more, and he has tried to avoid discussing this incident for the rest of his life.

In a petition submitted to the Presidency of the Republic Senate on February 26, 1970, by Ekrem Özden, a member of the Republic Senate from Istanbul, he respectfully requested written responses from the Ministry of Transport to the following questions:

1. Some time ago, the Amasya barge sank. What is the cause? Who is responsible?

2. Was the ship fully equipped with rescue equipment?

3. When and for how much freight was the insurance for this ship taken out?

The response from the then Minister of Transport, Nahit Menteşe, to the written question proposed by Mr. Ekrem Özden regarding the sunken Amasya barge is presented in three copies.

The answers to Mr. Ekrem Özden's written question dated February 26, 1970, regarding the sunken Amasya barge are as follows:

To investigate and determine the cause of the sinking of the Amasya vessel belonging to D.B. Maritime Transport Inc., which sank on February 17, 1970, in the Bay of Biscay, an administrative investigation was conducted by an Investigation Commission formed under the chairmanship of the Director of Ports and Maritime Affairs of the Marmara Region, comprising one shipbuilding expert, two deck experts, and two machinery experts, in accordance with the provisions of Article 16(c) and Article 26 of Law No. 4770. According to the report prepared as a result of this investigation:

1. It was understood that the Amasya vessel capsized and sank due to the shifting of the 1524 tons of bulk "Zinc Lead Concentrate" cargo taken on board in liquid mud form into the number 2 hold at the Mudanya pier, as per the cargo plan made by the captain and the first officer for the continental voyage, due to the effect of the heavy seas in the Atlantic on February 17, 1970, causing it to lose balance and capsize, resulting in the loss of nine seafarers' lives, including the captain.

2. Those found to be at fault in the incident have been referred to the Istanbul Public Prosecutor's Office for prosecution in accordance with the Criminal Procedure Code.

3. The ship has a valid document issued by the internationally recognized "American Bureau of Shipping." Additionally, it has the following certificates issued by the Marmara Region Ports and Maritime Affairs Directorate:

a) Validity for seaworthiness until March 8, 1970,

b) Validity for freeboard until September 30, 1970,

c) Validity for equipment safety until July 5, 1970,

ç) Validity for cargo ship construction safety until March 31, 1970,

d) Validity for wireless telegraph safety until May 15, 1970.

It has been understood that the ship had sufficient rescue equipment, although it appears that some of it could not be used during the incident.

According to the report prepared by the General Directorate of D.B. Maritime Transport Inc., the Amasya vessel joined the fleet on February 12, 1955, and its current insured value is 4,500,000 TL. The increased value for additional liability is 700,000 TL, and with P.P.I. policies, it amounts to 300,000 TL, totaling 5.5 million TL. It is insured, as is the case with most shipping companies worldwide, under the provision of the 4th article of the bill of lading, which states that upon the delivery of the cargo for loading, the carrier acquires an absolute right to all freight, whether paid in advance or not.

Whether the ship or cargo suffers a loss, the prepaid freight cannot be refunded, and the full payment of the unpaid freight is required, indicating that in cases where the administrative bill of lading is not used and contrary provisions are contained in the charterer’s bills of lading, the freight will be insured separately.

In this regard, since the freight for the cargo carried by the Amasya vessel on one of its voyages, amounting to 273,989.70 TL, has been collected, it is understood that the company did not incur a freight loss, and the cargo owners can also recourse to their own cargo insurance.

Various accounts regarding the cause of the sinking of the vessel have been received from different individuals: "We loaded lead ore in Mudanya, and at that time, the captain was warned that this ore was a dangerous cargo because it was spilling over the hold due to the water. Rıza Bey, may he rest in peace, at the agency was explaining the situation and saying they should divide the hold, but they didn’t want to do it because it was a long job. The cook fell on the deck and broke his leg; I know he was the only one who survived." Another account states, "In 1974, while I was working as a 3rd Engineer at Zodiac Maritime, the 2nd Engineer of the Amasya came to us, his name was Burhanettin Kodaman. He was on the ship when it sank. During the storm in Biscay, a sailing ketch was caught in the storm, and the ship's captain went to help the ketch and, in trying to save people, shifted the cargo and sank there."

A question that remains unanswered in our minds is whether the captain accepted the blame for the incident and, after giving the order for the crew to abandon ship, was overseeing the evacuation efforts. (Steward İbrahim Kul confirms this: "I saw Captain Burhan Işım for the last time as I got onto the boat. He was standing on the aft deck, overseeing the evacuation efforts.") Another account states that the steward Şerif Özcan, despite pleading with the captain to abandon the ship, could not convince him, and as the ship was about to sink, Steward Şerif Özcan jumped into the water but unfortunately died from hypothermia in the -4 degree water.

In a conversation I had with Captain Gazanfer Akar regarding the sinking of M/V Amasya, he mentioned that he was requested to bring a ship named Çeliktrans II, which was carrying copper ore from Samsun to Italy, to Istanbul due to the captain's illness. By the time we arrived in Istanbul from Samsun, we had emptied the hold of water that had accumulated using buckets. I entrusted the ship to another captain in Istanbul and disembarked. It seems that they did not show the same care we did for the water that had accumulated on the hold after leaving the mine, and unfortunately, the ship sank off the coast of Sicily. At that time, many ships sank due to such incidents; now, since ores are loaded onto ships after being dried in furnaces, such incidents no longer lead to sinkings.

On February 17, 1970, a Tuesday, the Turkish barge Amasya could no longer withstand the raging waves of the Bay of Biscay and sank. Some of the 23 crew members, under the command of Captain Burhan Işım, who had lost hope, boarded the rescue boat, heading towards an unknown direction. From that moment on, the two-hour struggle for survival began for the 17 sailors in the rubber boat. They would wrestle with the raging waves until rescue ships appeared.

This phase of the lives of these 17 individuals was so horrific that the survivors now fear even recalling the scene described above. The map shows the location where the Amasya sank off the coast of France. In the language of seafarers worldwide, this is known as a ship graveyard... The Hell Bay claimed the lives of eight Turks in the end.

On the first day of Eid al-Adha, I pray for mercy from God for those who died after jumping into the -4 degree water and for those who survived the accident but are still alive. May their resting places be in paradise. For those who are still alive, I wish them healthy and happy days.

The S/S Aydın barge, which belonged to Maritime Transport, sank on February 11, 1958, after colliding with a French ship. The money received from the insurance of this ship was used to purchase three barges of the Empire class built in England, named S/S Aydın, S/S Sinop, and S/S Zonguldak. Additionally, this money was used to purchase the General Directorate Building located in Fındıklı in 1960.

The M/V Amasya barge, which sank in the Bay of Biscay on February 17, 1970, had an insurance payout of 5.5 million TL, which was likely used for the purchases of Fırat, Dicle, Meriç, Aras, Gediz, and Keban that were ordered from Yugoslavia at that time.

Source: SeaNews Türkiye

Amasya

MARITIME TRANSPORT INC. AND M/V AMASYA: A SAD ENDING