All language subtitles for Disasters.at.Sea.S03E01.Snapped.in.Two.1080p.AMZN.WEB-DL.DD+2.0.H.264-playWEB_track3_[eng]

IN THE
NORTH ATLANTIC,

A MASSIVE BULK CARRIER
SUDDENLY SNAPS IN TWO.

THIS HAPPENED
VERY, VERY QUICKLY.

LITERALLY, AT THE
SPEED OF SOUND.

25 MEN ARE IN
A FIGHT FOR THEIR LIVES.

IT WAS SO SCARY.

THE SHIP WAS DEFINITELY
GOING TO SINK.

WHY DID WE LOSE
SO MANY PEOPLE?

WELL WHY IN THE FIRST PLACE

WOULD THIS SHIP
EVEN BREAK IN TWO?

THE SEARCH
FOR ANSWERS WILL LEAD

TO THE BOTTOM OF THE OCEAN.

WELL LOOK AT THAT.

AND A STRING
OF MYSTERIOUS SINKINGS

AROUND THE WORLD.

ALL OF THESE
ARE BULK CARRIERS.

NO ONE KNOWS WHAT
HAPPENED TO THOSE VESSELS.

THAT'S INSANE.

THEY JUST DISAPPEARED.

ABANDON SHIP!

GO!

WINTER IN
THE NORTH ATLANTIC.

THE 590-FOOT BULK CARRIER
FLARE IS HEADING WEST.

BULK CARRIERS
ARE DESIGNED

TO DO HEAVY LIFTING
AND HEAVY WORK.

THROUGHOUT THEIR LIFETIME,
THEY CARRY VERY DENSE,

HEAVY CARGOES AND THEY
TRADE ALL OVER THE WORLD.

CHIEF, INCREASING
SPEED TO 12 KNOTS.

ABOARD IS
THE CAPTAIN AND 24 CREW.

THEY'VE JUST COME OUT OF
A POWERFUL WINTER STORM

AND ANOTHER IS ON ITS WAY.

HOLD COURSE.

HOLDING COURSE.

23 YEAR-OLD CYRUS
FERRAREN IS AT THE HELM.

NEW TO THE SHIP, HE SIGNED ON
JUST A WEEK BEFORE DEPARTURE.

MY JOB ON THE
FLARE WAS ABLE BODIED SEAMAN.

I WAS IN CHARGE OF THE
MANUAL STEERING ON THE SHIP.

I WANTED TO BE A SAILOR
BECAUSE MY UNCLE WAS A SAILOR.

AND WHEN I WAS A KID, HE
WAS ALWAYS COMING HOME

FROM HIS TRIPS, HAPPY,
AND WITH LOTS OF MONEY.

THAT'S WHY I THOUGHT
I'D LIKE TO DO IT, TOO.

THE FLARE
IS MORE THAN HALFWAY

ON AN APPROXIMATE 3,700
MILE VOYAGE FROM ROTTERDAM

TO MONTREAL TO PICK
UP A CARGO OF GRAIN.

THE BULK-CARRIER IS EQUIPPED

WITH MASSIVE CRANES THAT
CAN FILL ITS SEVEN HOLDS

WITH ALMOST 50,000
CUBIC YARDS OF CARGO.

RIGHT NOW, THE HOLDS ARE EMPTY.

BELOW DECK, FOURTH
ENGINEER, REMARLO NAPA,

IS BUSY HELPING
WITH REPAIRS TO ONE

OF THE SHIP'S BALLAST TANKS.

WE WERE ACTUALLY
INSIDE THE TOP SIDE TANK.

IT TOOK US ALMOST
A WHOLE DAY TO WORK

ON THE ISSUE WITH THE WELDER.

LIKE CYRUS, REMARLO
IS ALSO NEW TO THE SHIP.

WEEKS EARLIER, WHEN
THEY JOINED THE CREW,

THEY WERE WELCOMED BY A
SHIP'S VETERAN, TITO NOCES.

HE WAS REALLY
HELPFUL FROM THE MOMENT

WE CAME ON BOARD.

I
WAS STILL YOUNG,

AND HE WAS THERE TO TEACH ME.

IT'S JUST THE KINDA GUY HE WAS.

THE
FLARE IS HEADING FOR

THE CANADIAN SHIPPING
CHANNEL, THE CABOT STRAIT.

IT'S AN AREA KNOWN
FOR BAD WEATHER.

CHIEF, DECREASING
SPEEDS TO FIVE KNOTS.

CAPTAIN CHRIS HEARN

IS A MASTER MARINER
FROM NEWFOUNDLAND.

HE KNOWS HOW ROUGH
THESE SEAS CAN GET.

THE CABOT STRAIT IS
BETWEEN TWO LAND MASSES

THAT HAVE WEATHER PATTERNS
THAT ARE DIFFERENT.

SO THIS FASTER MOVING WATER
ON TOP OF SLOWER MOVING WATER,

BUILDING ALL THIS ENERGY, IT
WHIPS THE WAVES UP VERY HIGH.

THE CREW SECURES
THE LIFEBOATS TO KEEP THEM

FROM BEING TORN FROM THE
SHIP DURING THE STORM.

THE WAVES WERE
STRONG, AND THE WIND WAS LOUD.

YOU COULD REALLY HEAR IT.

KEEP HER ON
THE STARBOARD BOW.

THE SHIP IS NOT LOADED
AND SHE'S MORE EXPOSED

TO THE ELEMENTS AND TO STORMS.

THAT SHIP WAS
SLAMMING AND POUNDING

YOU CAN FEEL THAT VIBRATION
BECAUSE THE ENERGY

HAS TO TRAVEL ALONG
THE LENGTH OF THE HULL.

YOU COULD
ACTUALLY SEE THE SHIP

BENDING IN THE BIG WAVES.

THE BENDING
AND TWISTING CAN BE

AN UNNERVING EXPERIENCE, BUT
FLARE WAS BUILT TO HANDLE THIS.

ALL SHIPS, THEY'RE
DESIGNED TO FLEX,

AND PARTICULARLY
REALLY LONG SHIPS.

SHE'S FLEXING AND
MOVING ALL THE TIME.

THE WAVES ARE
REACHING 30 FEET HIGH,

AS TALL AS A
THREE-STORY BUILDING.

IT WAS
REALLY LOUD WHEN THE WAVES

SPLASHED ON THE BRIDGE.

-GOOD NIGHT, SIR.
-GOOD NIGHT.

AT 2:00 A.M.,
CYRUS'S SHIFT IS OVER.

HE HEADS BELOW TO TRY
AND GET SOME REST.

BUT IN A STORM LIKE
THIS, IT WON'T BE EASY.

YOU
COULDN'T SLEEP BECAUSE

OF THE WAVES AND THE WEATHER.

I COULDN'T SEE IT BUT I COULD
FEEL IT SHAKING AND SLAMMING.

IT'S OVER-SPEEDING
TOO MUCH.

HOLD IT.

IN THE
ENGINE ROOM, REMARLO,

AND HIS ASSISTANT
STRUGGLE TO KEEP

THE SHIP'S ENGINE
FROM BURNING OUT.

WE HAD TO
CONSTANTLY ADJUST THE SPEED

OF THE ENGINES FROM LOW
SPEED TO HIGH SPEED BECAUSE

WHEN THE SHIP GOES
THROUGH THE WAVES,

THE STERN TENDS TO RISE
UP OUT OF THE WATER.

AS THE VESSEL IS
SLAMMING UP AND DOWN,

AS IT'S MOVING
THROUGH THESE WAVES,

SOMETIMES THE PROPELLER
IS PARTIALLY EXPOSED.

AND WHEN THEY COME OUT OF THE
WATER, THERE'S NO RESISTANCE,

THAT OVER-SPEED CAN
DAMAGE YOUR ENGINE.

WE
COULDN'T TAKE OUR EYES

OFF THE ENGINES FOR A SECOND.

IT WAS LIKE THAT
FOR THE WHOLE SHIFT.

SUDDENLY, AROUND
4:30 IN THE MORNING...

THERE
WAS A LOUD BANG.

WHAT HAPPENED?

DID WE HIT SOMETHING?

THEN THE ALARM WENT OFF.

ABANDON SHIP!

WE'RE SINKING!
WAIT, WAIT!

PUT ON YOUR
LIFE JACKETS NOW!

SOMEONE
BANGED ON MY DOOR

AND TOLD ME TO PUT
ON MY LIFE JACKET.

I PUT ON TWO PAIRS OF PANTS
AND THREE PAIRS OF SOCKS.

I HAD A HARD TIME
WITH THE STAIRS

BECAUSE THE SHIP WAS TILTING.

OUTSIDE,
IT'S FREEZING

AND THE CREW IS TERRIFIED.

MOST AREN'T EVEN
DRESSED FOR THE COLD.

I SAW REMARLO
AND HE WAS IN HIS PAJAMAS.

NO SOCKS, JUST HIS
PAJAMAS AND A T-SHIRT.

IT'S NOT JUST THE
COLD THEY'RE WORRIED ABOUT,

IT'S THE SHOCK OF WHAT'S
RIGHT IN FRONT OF THEM.

THE ENTIRE FRONT HALF
OF THE SHIP IS GONE.

THE SHIP HAS JUST
BROKEN IN HALF.

IT'S ALMOST TOO
IMPOSSIBLE TO BELIEVE.

I COULD SEE
MY CREWMATES WERE TERRIFIED.

SOME WERE CRYING,
OTHERS WERE PRAYING.

IT WAS SO
SCARY BECAUSE WE ALL SAW

THAT THE SHIP WAS
DEFINITELY GONNA SINK.

THE ONLY THING WE COULD DO THEN

WAS FIGURE OUT HOW TO SURVIVE.

25 MEN ARE
TRAPPED ON A BROKEN SHIP

THAT'S GOING DOWN FAST.

THE QUESTION NOW. CAN
ANY OF THEM SURVIVE

THE ICY OCEAN THAT AWAITS THEM?

THE MASSIVE
590-FOOT BULK CARRIER,

FLARE, HAS BROKEN IN HALF.

THE SHIP'S 25 CREW ARE IN A
DESPERATE FIGHT FOR THEIR LIVES.

THEY'RE TRAPPED ON THE
STERN, AND IT'S SINKING FAST.

IT
WAS JUST CHAOS.

EVERYONE WAS IN A PANIC.

THE CAPTAIN
WAS NOWHERE TO BE SEEN.

WE ASSUMED HE HAD ALREADY
GONE OVER THE SIDE.

SO WE JUST WENT
AHEAD ON OUR OWN.

WE MADE FOR THE LIFEBOAT, BUT
WE COULDN'T GET IT TO LAUNCH.

THEY HAD PUT ADDITIONAL
LASHINGS ON THE LIFEBOAT

TO TRY AND PREVENT IT FROM
BEING LOST DURING THE STORM

AND THEY CAN'T GET THE
LASHINGS TO RELEASE.

THE CREW ARE STRUGGLING
WITH LIFE AND DEATH.

WE KEPT
ASKING EACH OTHER,

WHAT ARE WE GONNA DO?

UNABLE TO
LAUNCH THE LIFEBOATS,

ALL EYES TURN TO THE
SHIP'S RADIO OPERATOR.

HEY, DID
YOU SEND THE MAYDAY?

WE ASKED
HIM IF HE CALLED THE SOS.

-NO!
-WHY NOT?

-I DIDN'T HAVE THE CHANCE!
-WHAT?

THEY'RE STUNNED TO
HEAR NO CALL HAS BEEN SENT.

AT
LEAST, IF HE'D CALLED,

THERE MIGHT BE A
POSSIBILITY WE'D BE RESCUED.

DESPERATE, THE
RADIO OPERATOR RACES BACK

TO THE BRIDGE IN A LAST DITCH
EFFORT TO MAKE THE CALL.

THE STERN SECTION IS
SINKING AND IT'S LISTING,

SO THE RADIO OFFICER
HAS TO MAKE HIS WAY UP,

HOLDING ONTO THE LADDERS,

AND UP THE STAIRWELLS TO
TRY AND GET TO THE BRIDGE.

THE FACT THAT HE MANAGED
TO DO IT AT ALL IS AMAZING.

AT THE MCTS, THE TRAFFIC
STATION IN STEPHENVILLE,

THEY RECEIVED A VERY
FAINT, INCOMPLETE MAYDAY

BY VHF; VERY HIGH
FREQUENCY RADIO.

CANADIAN
AUTHORITIES LAUNCH

A MASSIVE HUNT FOR THE FLARE.

BUT WITH ONLY
PARTIAL COORDINATES,

THE SEARCH AREA IS ENORMOUS.

SHIPS, FIXED WING
AIRCRAFT AND HELICOPTERS,

OVER AN AREA OF 6,000
SQUARE NAUTICAL MILES

TO TRY AND FIND WHERE
THE FLARE IS, OR WAS,

AND WHERE, HOPEFULLY,
SOME SURVIVORS MIGHT BE.

JUST
AFTER THE MAYDAY,

CREW MEMBERS ARE STILL CLINGING

TO THE RAILINGS AS
THE SHIP GOES DOWN.

TITO,
ME AND THE OTHER GUYS,

WE WERE ALL ON ONE
SIDE OF THE SHIP.

WE WERE ALL TOGETHER JUST
HANGING ONTO THE RAILS.

WE WERE REALLY SCARED.

THEN, I SAW TITO LET
GO OF THE RAILING.

MOMENTS LATER,
THE REST OF THE CREW

HAVE NO CHOICE BUT TO FOLLOW.

THEY JUMP JUST AS
THE STERN GOES UNDER.

THE PHYSICAL
SHOCK OF THAT KIND

OF COLD WATER IS UNBELIEVABLE.

IT COMPLETELY TAKES
YOUR BREATH AWAY.

GASPING FOR AIR,

CYRUS SEES AN
OVERTURNED LIFEBOAT.

IT'S HIS ONLY HOPE.

THE
WATER WAS COLD.

IT WAS REALLY PAINFUL
AND HARD TO SWIM.

IT
WAS REALLY COLD.

BUT WHAT MADE ME EVEN
MORE SCARED THAN THAT

IS WE WERE OFF THE SHIP;
WE WERE IN THE WATER.

CYRUS,
REMARLO, AND TWO OTHERS

HAVE MADE IT TO THE LIFEBOAT.

BUT WITH TEMPERATURES
BELOW FREEZING,

JUST HOW LONG CAN THEY LAST?

HYPOTHERMIA SETS IN.

YOU START TO LOSE THE
ABILITY TO USE YOUR FINGERS

AND BE ABLE TO MOVE
YOUR ARMS AND LEGS.

TWO OTHER CREWMEN
ALSO MAKE IT TO THE LIFEBOAT,

THE RADIO OPERATOR AND
REMARLO'S ENGINE ROOM ASSISTANT.

THEY TRY BUT THEY CAN'T HOLD
ON TO THE OVERTURNED HULL.

I JUST
DIDN'T HAVE ENOUGH STRENGTH

TO PULL HIM UP TO THE LIFEBOAT.

I TOLD HIM, I'M REALLY SORRY,

WE HAVE TO GO OUR
OWN SEPARATE WAYS.

DRIFTING
IN THE BITTER COLD,

THEIR CHANCES SEEM
HOPELESS, THEN SUDDENLY,

THEY SEE THE BOW OF A SHIP.

IT APPEARS TO BE
COMING THEIR WAY.

ONE OF US
EVEN SAID, WE'RE RESCUED!

WE ALL
HUGGED EACH OTHER,

MY COMPANIONS AND I,
AND SAID, WE'RE ALIVE!

THE RESCUERS ARE HERE!

I COULDN'T BELIEVE IT.

THEN, AS THE
VESSEL COMES CLOSER,

THEY DISCOVER IT'S
NOT A RESCUE SHIP.

IT'S THE FLARE'S BROKEN
BOW STILL AFLOAT.

THE FLARE BROKE
IN SUCH A WAY THAT

THE WATERTIGHT BULKHEADS
WERE STILL INTACT.

SO NOW WE'VE GOT THESE
EMPTY SPACES THAT

ARE HELPING THIS BOW
SECTION STAY AFLOAT.

IT MUST'VE BEEN AN
INCREDIBLY EERIE SITUATION.

WE
WERE SO HOPEFUL,

BUT WHEN WE FIGURED OUT THAT
IT WAS JUST THE FORWARD PART

OF THE SHIP, THAT'S
WHEN OUR HOPE WAS LOST.

DELTA VICTOR THAT
IS A NEGATIVE ON ANY CONTACT.

I REPEAT, A NEGATIVE ON CONTACT.

BY SUNRISE, THE
SEARCH HAS YET TO FIND ANY TRACE

OF THE SHIP OR
POSSIBLE SURVIVORS.

SEARCH AND RESCUE TECHNICIANS,
TONY ISAACS AND PAUL JACKMAN,

KNOW IT'S A BAD SIGN.

WE KNOW IT'S COLD.

AND WE'RE IN THE NORTH ATLANTIC.

AND THERE'S PEOPLE OUT THERE
THAT ARE GONNA NEED US.

WHETHER THEY'RE IN A
LIFE RAFT, IN THE WATER,

OR ON A BOAT, IT'S
GOING TO BE COLD.

THERE'S DAYLIGHT SO WE
WERE KIND OF WONDERING

WHY THEY HAVEN'T BEEN
FOUND YET BECAUSE

IT'S A FAIRLY BIG
ASSET ON THE WATER.

SO IT WAS KIND OF
TROUBLING THAT NOBODY

HAS SEEN ANYTHING YET.

AFTER MORE THAN
FIVE HOURS IN THE FRIGID WATER,

THE MEN ARE FADING FAST.

I
PRAYED TO THE LORD.

I SAID, PLEASE GIVE ME A
CHANCE TO SEE MY FAMILY AGAIN.

THEN ON THE HORIZON,

THE SEARCH TEAM SPOTS SOMETHING.

LOOK, A TARGET, 2:00!

INCREDIBLY,
THE FLARE'S BOW SECTION

IS STILL FLOATING.

THE WRECKAGE IS FOUND, BUT
CAN THE SEARCH TEAM LOCATE

ANY SURVIVORS BEFORE
THEIR TIME RUNS OUT?

NEARLY SIX
HOURS AFTER RECEIVING

AN INCOMPLETE MAYDAY CALL,

RESCUERS HAVE SPOTTED THE
FLARE'S BOW SECTION ADRIFT

IN THE NORTH ATLANTIC.

WE SAW THE BOW
QUITE A WAYS AWAY,

'CAUSE OBVIOUSLY
IT WAS QUITE LARGE.

THE WAVES WERE
CRASHING AROUND IT.

AND TO ME, IT WAS SORT OF,
KIND OF A LITTLE EERIE.

OUT THE RIGHT SIDE
OF THE AIRCRAFT,

WE COULD SEE THE OIL SLICK.

THERE'S NO
SIGN OF ANYONE ON BOARD.

BUT EXPERIENCE TELLS THEM
IF THERE ARE SURVIVORS,

THEY WON'T BE FAR AWAY.

WE HAD A FAIRLY
DEFINED DEBRIS LINE,

SO WE JUST FOLLOWED THAT DOWN
FLYING IN A VERY SLOW HOVER.

MOMENTS LATER, WE COULD
SEE THE UH, THE OVERTURNED BOAT.

FOUR PEOPLE BARELY
CLINGING TO IT.

AND ONE OF THEM JUST
BARELY RAISING HIS HAND.

WE
HEARD A HELICOPTER.

AND WE ALL STARTED SAYING,
WE'RE GONNA MAKE IT,

WE'RE GONNA MAKE IT.

WHEN I GOT TO
THE LIFEBOAT,

THEY'RE ALL HANGING ON TO ROPES,

AND WERE VERY RELUCTANT
TO LET GO OF THAT ROPE.

TONY'S BELLY-TO-BELLY
WHEN THEY'RE HOISTING UP

AND COMING THROUGH THE DOOR.

ONE BY ONE, THE
SURVIVORS ARE LIFTED TO SAFETY.

IT WAS BASICALLY, I
GOTCHA AND WE'RE GONE.

WHEN I BROUGHT THE
FINAL SURVIVOR UP,

AND HE'S BASICALLY
WEARING LIKE BOXER SHORTS,

I WAS AMAZED BECAUSE
I ACTUALLY THOUGHT

THAT HE'S WEARING
PANTS OR SOMETHING.

BUT NO, THAT'S WHAT
THIS GUY'S WEARING.

THAT'S HOW TOUGH HE WAS.

AFTER SIX
HOURS IN THE DEADLY COLD,

CYRUS, REMARLO, AND TWO
OTHERS ARE LUCKY TO BE ALIVE.

THEY'RE TAKEN TO THE
NEARBY ISLAND OF ST. PIERRE

FOR EMERGENCY MEDICAL ATTENTION.

THE
NEXT THING I KNEW,

WE WERE BEING WHEELED
OFF THE HELICOPTER.

THERE WERE AMBULANCES THERE.

ONE
OF THE RESCUERS

GAVE ME THE PATCH
FROM HIS UNIFORM.

I WAS VERY THANKFUL TO HIM.

IT WAS MY SECOND LIFE.

WHILE THE CREW
RECEIVES MEDICAL ATTENTION,

THE SEARCH TEAM SCOURS
THE AREA FOR ANOTHER DAY,

BUT NO OTHER
SURVIVORS ARE FOUND.

21 MEN ARE DEAD.

FOR THE FAMILY OF TITO NOCES,

THE NEWS COMES AS
A TERRIBLE SHOCK

SO VERY HARD.

BUT WE NEED TO BE
STRONG BECAUSE I KNOW

HE SACRIFICED A LOT
FOR OUR CHILDREN.

AS A CHILD I ASKED
LIKE, "WHY ARE YOU CRYING?"

AND THEN SHE TOLD
ME THAT, YOU KNOW,

YOUR DAD ALREADY PASSED AWAY.

I JUST KNEW THAT MY DAD
DIED IN AN ACCIDENT,

BUT NOT KNOWING HOW IT HAPPENED.

AS THE FLARE'S BOW
CONTINUES TO DRIFT AT SEA,

INVESTIGATORS WITH
THE TRANSPORTATION

SAFETY BOARD OF CANADA

LAUNCH AN INVESTIGATION TO
FIND OUT WHAT CAUSED THE SHIP

TO BREAK APART, AND WHY
SO MANY CREWMEN DIED.

OKAY GENTLEMEN,

I'VE GOT SOME AERIAL FOOTAGE
OF THE INCIDENT HERE.

THE FIRST THOUGHTS ARE,
OF COURSE, TO THE CREW.

YOUR MIND GOES TO WHAT
COULD HAVE HAPPENED.

IT WAS PRETTY REMARKABLE
WHEN WE HEARD THE DETAILS

OF WHAT HAD HAPPENED
TO, TO THE VESSEL.

I GUESS IT'S SURREAL
THAT YOU'VE GOT THIS HALF

A SHIP SORT OF DRIFTING ALONG.

WHY DID WE LOSE
SO MANY PEOPLE?

WHY AREN'T THERE MORE SURVIVORS?

WHY IN THE FIRST PLACE WOULD
THIS SHIP EVEN BREAK IN TWO?

INVESTIGATOR LEO
DONATI HAS COME TO NEWFOUNDLAND

TO JOIN FORMER SEA
CAPTAIN, BILL MCCONIE,

THE INVESTIGATOR IN CHARGE.

LET'S SEE WHAT THESE
GUYS CAN TELL US.

THEY'RE
HOPING THE SURVIVORS

CAN TELL THEM WHAT
CAUSED THE WRECK.

TAKE US THROUGH WHAT YOU
SAW ON THE SHIP THAT DAY.

YOU WANT TO INTERVIEW
SURVIVORS AS SOON AS POSSIBLE

BECAUSE OUR MEMORIES
AREN'T STATIC;

THEY CAN CHANGE OVER TIME.

WE WERE IN VERY HIGH
WATERS THE WHOLE TIME.

THEY FIND OUT
THE SHIP FACED TWO WEEKS

OF NEARLY CONSTANT EXTREME
WINDS AND HEAVY SEAS.

WE COULDN'T EAT.

WE COULDN'T SLEEP.

THE WAVES,
THEY ARE VERY BIG.

THEIR TESTIMONY
IS BACKED BY WEATHER REPORTS

OF WAVES AS HIGH AS 50 FEET,

A HEIGHT OF A
FIVE-STORY BUILDING.

YOU KNOW, THE SHIP IS,
IS BENDING LIKE, LIKE THIS.

YOU CAPTURE AS MUCH
INFORMATION AS YOU CAN.

YOU REALLY TRY AND GET
A CLEAR PICTURE OF,

OF ALL THE FACTS,
ALL THE DETAILS.

WHAT DID YOU SEE,
WHAT DID YOU HEAR?

WAS THERE ANY SORT OF A SOUND
OMITTED WHEN THIS HAPPENED?

IT'S LIKE A BIG,
BIG BOOM!

DURING THE NIGHT
OF THE ACCIDENT,

THEY HEARD A REALLY LOUD BANG.

CLEARLY, THAT'S WHEN
THE VESSEL SPLIT APART.

SURVIVORS HEARD
THE SAME EAR-SPLITTING SOUND,

BUT NONE OF THEM
SAW WHAT CAUSED IT.

HOW CAN A SHIP THAT
BIG SIMPLY BREAK IN HALF?

THAT'S WHAT WE'RE
HERE TO FIND OUT.

INVESTIGATORS
HAVE A DEADLY MYSTERY

ON THEIR HANDS.

THEY ALSO HAVE UNUSUAL EVIDENCE.

IMAGERY OF THE FLARE'S
BROKEN BOW TAKEN

OVER A FOUR-DAY PERIOD
BEFORE IT EVENTUALLY SANK.

UNBELIEVABLE.

WE DEFINITELY NEED TO TAKE
A CLOSER LOOK AT THIS.

JOHN GARSTANG
IS A MECHANICAL ENGINEER

AND EXPERT IN METAL
FAILURE ANALYSIS.

HE BELIEVES THE
IMAGERY MAY HOLD CLUES

TO WHY THE MASSIVE
SHIP SNAPPED IN HALF.

YOU CAN ACTUALLY PULL
OUT A TREMENDOUS AMOUNT

OF INFORMATION FROM IMAGERY.

PHOTOGRAPHS AND VIDEO
ARE VERY VALUABLE

FROM AN INVESTIGATIVE
POINT OF VIEW.

IT'S A REALLY CLEAN FRACTURE.

AS HE EXAMINES
THE EDGE OF THE BREAK,

GARSTANG MAKES A
SURPRISING DISCOVERY-

IT'S ALMOST LIKE I
HAD A KNIFE AND A SCALPEL,

AND I CUT, QUITE PRECISELY,
AND IT JUST CAME APART.

THIS TYPE
OF BREAK IS KNOWN

AS A BRITTLE FRACTURE.

A BRITTLE FRACTURE IS
SOMETHING LIKE HOW GLASS BREAKS.

WHEN IT BREAKS, IT BREAKS
BUT IT DOESN'T DEFORM MUCH,

TWIST OR BEND.

IT BREAKS QUICKLY.

THE THEORY MATCHES
THE SURVIVORS' ACCOUNTS.

BUT TO INVESTIGATORS,
IT DOESN'T MAKE SENSE.

IT SAYS HERE THIS IS
MADE WITH GRADE D STEEL.

WHICH MEANS, IT'S
NOT SUPPOSED TO SNAP.

LIKE
MANY BULK CARRIERS,

FLARE'S DECK AND UPPER
HULL ARE CONSTRUCTED

FROM FRACTURE RESISTANT STEEL.

IT'S MADE TO BE
FLEXIBLE, NOT BRITTLE,

SO IT CAN BEND AND
TWIST TO ABSORB

THE PUNISHMENT OF HEAVY SEAS.

THIS SHIP HAS GOT
METAL THAT SHOULD BE BEHAVING

IN A DUCTILE MANNER
ABSORBING MORE ENERGY.

IT'S SOMETHING LIKE, IF
I HAD A PIECE OF LICORICE

AND I PULLED ON IT AND
BENT, IT WOULD DEFORM,

NARROW DOWN BEFORE IT BREAKS.

SO, WE'RE SEEING THINGS
THAT ARE UNEXPECTED;

THAT WE DON'T UNDERSTAND.

DOESN'T
MAKE ANY SENSE.

INVESTIGATORS
FIND THEMSELVES

WITH A DEEPER MYSTERY TO SOLVE.

KEEP IT
ON THE STARBOARD BOW.

WHY DID A SHIP,
DESIGNED TO FLEX AND BEND,

FAIL WHEN THE CREW
NEEDED IT MOST?

THE INVESTIGATION INTO
THE BREAK-UP OF THE FLARE

IS NOW FOCUSED ON THE SHIP'S
FLEXIBLE STEEL STRUCTURE,

THAT SHOULD HAVE ENABLED
IT TO RIDE OUT THE STORM.

HOW CAN THIS DUCTILE
MATERIAL BEHAVE BRITTLELY?

WE'RE STILL TRYING
TO FIGURE THIS OUT.

THERE'S SOMETHING ELSE GOING ON.

LOOKING FOR ANSWERS,

INVESTIGATORS EXAMINE
THE SHIP'S HISTORY

AND HOW IT WAS OPERATED.

THE FLARE WAS
BUILT IN 1972.

SO, AT THE TIME
OF THE OCCURRENCE,

IT WAS 26 YEARS OLD WHICH,

FOR A BULK CARRIER, IS
PROBABLY ABOUT EIGHT YEARS PAST

ITS NORMAL SERVICE LIFE.

PRETTY OLD FOR A BULK CARRIER.

INVESTIGATOR KEN POTTER

IS A MARINE SAFETY
ANALYST ON THE TEAM.

BULK CARRIERS DO LEAD
A TOUGH LIFE AND SOME

OF THE MATERIALS
THEY'RE CARRYING CAN

BE VERY HARD ON THE VESSEL.

FOR EXAMPLE, IRON ORE
COMES ON BOARD IN PELLETS

THAT ARE OFTEN VERY HOT,

AND THEY'RE DISCHARGED WITH
BIG GRAB BUCKETS THAT ACTUALLY

CAN DAMAGE THE VESSEL ITSELF.

THE
FLARE HAS HAD A LONG

AND BRUTAL SERVICE LIFE.

HERE'S SOMETHING.

WHAT HAVE YOU GOT?

IT TURNS
OUT THAT BULK CARRIERS

LIKE FLARE ALSO HAVE
A DEADLY HISTORY.

OVER THE PREVIOUS SEVEN YEARS,

A TOTAL OF 99 BULK
CARRIERS WERE LOST,

TAKING WITH THEM OVER 650 LIVES.

ALL OF THESE
ARE BULK CARRIERS.

THAT'S INSANE.

THE
NUMBERS ARE SHOCKING.

ON AVERAGE, THAT'S
ROUGHLY ONE BULK CARRIER

WOULD BE LOST A MONTH.

THEY WOULD OCCUR SO SUDDENLY,

SOMETIMES THERE WAS NO MAYDAYS.

THE
INVESTIGATORS CONSIDER

A TERRIFYING POSSIBILITY,

OTHER BULK CARRIERS MAY
ALSO HAVE SNAPPED IN HALF.

NO ONE KNOWS WHAT
HAPPENED TO THOSE VESSELS.

THE CREW DIDN'T SURVIVE.

THEY JUST, THEY DISAPPEARED.

IF THEY'RE RIGHT,

OTHER BULK CARRIERS
MAY BE IN DANGER.

SEARCHING FOR A NEW LEAD,
INVESTIGATORS FIND ONE

IN THE PORT OF ROTTERDAM
IN THE NETHERLANDS.

IT'S HERE WHERE THE
FLARE'S FINAL VOYAGE BEGAN.

WE HAD TO TALK TO
THE PILOT IN ROTTERDAM

THAT HAD GUIDED THE
SHIP OUT OF ROTTERDAM.

BILL MCCONIE.

THANKS FOR TAKING THE
TIME TO TALK TO ME.

ABSOLUTELY,
HOW CAN I ASSIST YOU?

THE ROLE OF THE PILOT
IS TO SAFELY GUIDE

THE VESSEL OUT OF PORT.

HE WAS AN IMPORTANT
SOURCE OF INFORMATION.

I KNOW IT WAS A WHILE AGO.

HARBOUR PILOTS
NAVIGATE THOUSANDS OF SHIPS OUT

OF THIS PORT EACH YEAR.

BUT SOMETHING ABOUT
THE FLARE STOOD OUT.

THE FLARE, YES, I
DO REMEMBER THIS SHIP.

SHE WAS EMPTY.

I ALSO REMEMBER SHE HAD A
LIGHT FORWARD DRAFT ON HER.

A LIGHT
FORWARD DRAFT,

MEANS THE BOW OF THE SHIP
FLOATS HIGH OUT OF THE WATER -

PERFECTLY SAFE
WHEN SEAS ARE CALM,

BUT IN A STORM, IT CAN
CAUSE SERIOUS PROBLEMS.

PICTURE A VESSEL
AS A TEETER-TOTTER,

AND IN THIS CASE, A
700-FOOT-LONG TEETER-TOTTER,

AND THE BOW TEETER TOTTERS OR
TIPS FORWARD INTO THE TROUGH.

IT COMES DOWN WITH A BANG.

OVER TIME,
THIS CAN DAMAGE THE SHIP.

WITH THE CONTINUAL
POUNDING THROUGH THE WAVES,

YOU GET BENDING THIS WAY
THEN BENDING BACK THAT WAY,

BENDING THIS WAY,
BENDING BACK THAT WAY.

MUCH LIKE A PAPERCLIP
BEING BENT BACK AND FORTH,

IT CAN START TO FATIGUE
AND THEN CRACK AND FAIL.

INVESTIGATORS
WONDER IF FLARE'S BOW

WAS RIDING TOO
HIGH IN HEAVY SEAS.

CHIEF, DECREASING
SPEED TO FIVE KNOTS.

AND DID
THE CONTINUAL POUNDING

ULTIMATELY CAUSE IT TO SNAP?

TO REDUCE STRESSES TO
THE HULL IN BIG WAVES,

SEAWATER IS PUMPED INTO
A SHIPS BALLAST TANKS.

THE WEIGHT MAKES IT
SIT LOWER IN THE WATER

TO PROVIDE A SMOOTHER
RIDE IN THE WAVES.

KEEP HER ON
THE STARBOARD BOW.

INVESTIGATORS
KNOW THE FLARE LEFT PORT

IN AN EXTREMELY LIGHT CONDITION.

WHAT THEY DON'T KNOW IS HOW
MUCH BALLAST THE CAPTAIN

HAD ADDED TO THE TANKS JUST
BEFORE THE SHIP BROKE IN HALF.

WE KNEW SHE WAS EMPTY
SO HOW MUCH BALLAST,

WHERE IT WAS PLACED WAS VERY
IMPORTANT FOR US TO FIND OUT.

THEY COME UP WITH
AN INGENIOUS WAY TO FIND OUT.

LOOK AT HOW
THE ICE IS FORMED.

BY LOOKING AT IMAGES
OF THE FLARE'S MAIN DECK.

YOU SEE
THOSE SQUARE EDGES?

YOU COULD SEE WHERE THERE
IS SNOW AND ICE PATTERNS,

AND THAT WAS VERY
VALUABLE TO ASSIST US

IN DETERMINING BALLAST.

BECAUSE IF YOU
HAVE WATER BALLAST,

IT CONTAINS HEAT LONGER
THAN AN EMPTY AIR TANK.

A BALLAST TANK
FULL OF SEAWATER RETAINS

ENOUGH HEAT TO MELT SNOW
THAT LANDS ON ITS SURFACE.

EMPTY TANKS WILL GET
COLDER AND ALLOW SNOW

AND EVEN ICE TO BUILD
UP ON THE DECKS ABOVE.

THERE'S NOT ENOUGH
SEAWATER IN THESE TANKS.

YOU CAN SEE ON THE
IMAGERY WHERE THERE IS SNOW

AND ICE BECAUSE THAT TANK
WAS MOST LIKELY EMPTY.

WHY GO INTO A STORM
WITH EMPTY TANKS?

THAT DOESN'T MAKE SENSE.

AS THEY
SEARCH FOR AN ANSWER,

SOMETHING CATCHES
THEIR ATTENTION.

IN FLARE'S LAST SURVEY, MOST
OF THE SHIP'S BALLAST TANKS

WERE FOUND TO BE SEVERELY
CORRODED AND IN NEED OF REPAIR.

IN PARTICULAR, THERE
WERE SOME REPAIRS

THAT WERE BEING DONE IN SOME
OF THE UPPER WING TANKS,

AND THAT WOULD REQUIRE THEM
TO REMOVE THE BALLAST WATER

IN ORDER TO EFFECT
THOSE REPAIRS.

THEY'D BEEN GIVEN WHAT'S
KNOWN AS A CONDITION OF CLASS.

THAT IS A SPECIFIC PERIOD OF
TIME IN WHICH THEY'RE ALLOWED

TO CONTINUE TO SAIL BUT
MUST HAVE THE REPAIRS DONE.

THEY'VE ONLY GOT WEEKS
TO GET THE REPAIRS DONE.

THAT'S A LOT
OF PRESSURE.

YEAH.

WITH
TIME RUNNING OUT,

SOME REPAIRS WERE
TO BE DONE AT SEA.

BUT THE NORTH ATLANTIC
HAD OTHER IDEAS.

THE WEATHER CONDITIONS
THEY EXPERIENCED,

THE HEAVY SEAS,

THE STORM AND A NEAR
HURRICANE FORCE WINDS,

WOULD HAVE MADE IT VERY,

VERY DIFFICULT TO CONDUCT
ANY REPAIRS ON THE VOYAGE.

IT'S POSSIBLE
UNFINISHED REPAIRS MEANT

SOME BALLAST TANKS
COULDN'T BE FILLED AND LEFT

THE ALREADY EMPTY SHIP POUNDING
HEAVILY THROUGH RAGING SEAS.

DID THE FORCE OF A MASSIVE
WAVE SIMPLY RIP THE SHIP APART?

A CLOSER LOOK AT FLARE'S
PLANS SHOWS IT WAS BUILT

TO TAKE THE WORST ANY
OCEAN HAS TO OFFER.

IT WAS STRENGTHENED,

ITS HULL WAS
STRENGTHENED TO TAKE ORE.

SO, THIS VESSEL WAS STRONGER
THAN OTHER BULK CARRIERS

AT THE TIME,

YET IT CATASTROPHICALLY
FAILED WHILE EMPTY.

SEARCHING
FOR ANSWERS,

INVESTIGATORS DIG DEEPER
INTO THE SHIP'S STRUCTURE

MAYBE THERE WAS
A PROBLEM THAT

WE COULDN'T SEE ON THE IMAGERY.

SO, WE REALLY ARE IN A POSITION
NOW YOU CAN'T ANSWER THIS

UNLESS YOU GET EYES ON THE
WRECKAGE ITSELF AND ANALYZE IT.

INVESTIGATOR
JOHN GARSTANG BOARDS

THE CANADIAN COAST
GUARD VESSEL, EARL GRAY,

AND VENTURES OUT TO THE SUNKEN
WRECK OF THE FLARE'S BOW,

ABOUT 90 MILES OFF THE
COAST OF CAPE BRETON.

HE HAS AN ROV EQUIPPED

WITH A HIGH RESOLUTION
VIDEO CAMERA

TO SCAN THE WRECKAGE FOR CLUES.

WE'VE ONLY
GOT A LIMITED

WEATHER WINDOW AND WE HAVE

TO MAKE THE BEST OF
EVERY MINUTE WE'VE GOT.

AS THE ROV
GOES INTO THE WATER,

GARSTANG KNOWS THIS MAY BE THE
INVESTIGATION'S LAST CHANCE

TO FIND OUT WHAT CAUSED
THE FLARE TO BREAK APART.

INVESTIGATOR JOHN
GARSTANG WATCHES THE ROV DESCEND

TOWARDS THE WRECKAGE
OF FLARE'S BOW SECTION

MONTHS OF INVESTIGATION HINGE

ON WHATEVER PHYSICAL
EVIDENCE HE CAN FIND.

THIS IS A
RISKY OPERATION

BECAUSE YOU'RE GOING
ON A WRECK

AND THERE'S CABLES
AND TWISTED METAL

AND EVERYTHING YOU
CAN ENTANGLE ON.

WE MAY ALL OF A SUDDEN
LOSE $100,000 VEHICLE,

IN ADDITION TO
ACCOMPLISHING NOTHING.

250 FEET
BELOW THE SURFACE,

FLARE'S BOW LOOMS INTO VIEW.

YOU NEVER DO GET USED
TO COMING UP ON A WRECK

OUT OF THE DIM AND
DARK AND THEN SEEING

THIS MASSIVE STRUCTURE.

YOU CANNOT HELP BUT NOT
BE PERSONALLY AFFECTED.

BASICALLY, YOU'RE
AT A GRAVE SITE

OF THOSE WHO DIDN'T MAKE IT.

THE
SUNKEN BOW HAS LANDED

ON THE SEAFLOOR
NEARLY UPSIDE DOWN.

IT ACTUALLY ROLLED AND
WAS UPSIDE DOWN TO SHOW US

THE STUFF WE COULDN'T
SEE WHEN IT WAS FLOATING.

OKAY, MOVE IN.

RIGHT THERE!

AS THE HULL FRACTURE
COMES INTO VIEW EDGE-ON,

GARSTANG SEES A SERIES
OF TELL-TALE MARKINGS

WITHIN THE THICKNESS
OF THE STEEL.

TO OUR SURPRISE,

WE START ENCOUNTERING
CLAM SHELL MARKS,

WHICH ARE CHARACTERISTIC OR
INDICATIVE OF FATIGUE CRACKS.

THESE SMALL
FATIGUE CRACKS HAVE

AN IDENTIFIABLE CLAMSHELL
PATTERN THAT CAN BE CAUSED

BY THE CONTINUED FLEXING
OF STEEL OVER TIME.

THOSE LINES
THAT MAKE UP

THAT SERIES OF CONCENTRIC MARKS

ARE ACTUALLY CRACK AND
REST LINES WHERE THE CRACK

WOULD ADVANCE, STOP,
ADVANCE, STOP, ADVANCE,

STOP IN LITTLE INCREMENTS
SO IT'S SLOWLY GROWING.

THIS COULD BE
WHERE IT ALL STARTED.

GROWING
INSIDE THE STEEL,

THESE FATIGUE CRACKS
WERE ALL BUT INVISIBLE

TO FLARE'S CAPTAIN AND CREW.

THEY'RE SMALL, BUT
THOSE CRACK PATTERNS AND CRACKS

ARE TICKING TIME BOMBS.

ALL THESE CRACKS ARE
STARTING GETTING BIGGER,

JOINING, EVENTUALLY
JOINING TO THE POINT

THAT THEY'RE CRITICAL IN SIZE.

ONCE YOU HAVE THAT, IF YOU
THEN HAVE A SHOCK LOADING,

WHICH IS THE POUNDING OF THE
WAVES, THIS SUDDEN BENDING,

THAT COMBINATION CAN
THEN SUDDENLY CREATE

A RAPID, FAST FRACTURE, SO
RAPID THAT IT'S CATASTROPHIC.

THE ACTUAL CRACK ON
BOARD THE FLARE

WOULD HAVE STARTED

AND PROPAGATED ALL THE WAY
AROUND THE HULL IN FRACTIONS

OF A SECOND, LITERALLY
AT THE SPEED OF SOUND.

SIX MONTHS AFTER THE
SINKING OF THE BULK CARRIER,

FLARE, INVESTIGATORS HAVE
FOUND THEIR SMOKING GUN.

AND SIGNS OF CORROSION
ON SOME FATIGUE CRACKS

REVEAL THEY MAY HAVE
BEEN GROWING FOR YEARS.

MAYBE IT MIGHT TAKE
A YEAR, TWO YEARS,

THOSE CRACKS SLOWLY PROGRESSING.

THE RIGHT CIRCUMSTANCES AND
THEN CATASTROPHIC FAILURE

AS WE SAW ON THE FLARE.

THE FLARE'S
CREW DIDN'T KNOW IT,

BUT THEY LEFT ROTTERDAM
ON A SHIP THAT

WAS ALREADY PRIMED
TO BREAK APART.

DECREASING SPEED
TO FIVE KNOTS.

THE POUNDING
TRANS-ATLANTIC VOYAGE WEAKENED

IT FURTHER, BEFORE THE FINAL
STORM NEAR THE CABOT STRAIT

PROVED TO BE THE KNOCKOUT PUNCH.

THE SHIP WAS
INSPECTED, AND IT PASSED.

FLARE HAD ULTRASONIC
TESTS DONE ON ITS HULL,

BUT THE DEADLY FATIGUE
CRACKS WERE NEVER DETECTED.

NOW IT BRINGS INTO
QUESTION WHO DID THE INSPECTION?

HOW WELL IS THE
INSPECTION BEING DONE?

MAYBE IT'S A PERSON
WHOSE EQUIPMENT

ISN'T WHAT IT SHOULD BE.

SO, THIS TRIGGERS A SAFETY
RESPONSE, WITH URGENCY.

THERE'S OTHER VESSELS
ALL OVER THE WORLD

THAT MAY BE IN DANGER.

WE GOTTA WARN
THOSE OTHER SHIPS.

THOSE CRACKS ARE LIKE
TICKING TIME BOMBS.

THE SAME TYPE
OF HIDDEN FATIGUE CRACKS

THAT BROKE THE FLARE COULD SINK

ANOTHER BULK CARRIER
AT ANY MOMENT.

THE FLARE INVESTIGATORS
SEND AN ALERT TO FLAG STATES

ALL OVER THE WORLD WARNING
OF THE DANGER POSED

BY FATIGUE CRACKS
IN BULK CARRIERS.

THE CRACKS ARE SO SMALL,

THEY CAN EASILY BE
MISSED BY INSPECTION.

THERE'S A
VERY LARGE FLEET

OF SIMILAR DESIGNED VESSELS.

DO THEY HAVE CRACKS,
AND WE CAN TELL THEM

THAT LOCATIONS THAT
WE'RE FINDING THESE.

THE
RESPONSE IS ALARMING.

14 BULK CARRIERS
SIMILAR TO FLARE

ARE IMMEDIATELY
FLAGGED AS HIGH RISK.

TWO VESSELS
OF SIMILAR DESIGN

THAT COME INTO CANADIAN WATERS,

ONE OF WHICH WAS INSPECTED,
HAD CRACKS LIKE THE FLARE.

IF THEY WERE NOT FOUND,

JUST AS THEY WERE NOT
FOUND IN THE FLARE,

THE SAME CATASTROPHIC THING

COULD HAVE HAPPENED
TO THAT VESSEL.

SO, THIS WAS A,
FOR ME PERSONALLY,

AND I KNOW WITH THE OTHER TEAM
MEMBERS, THIS WAS A BIG DEAL.

THE NEED
TO IMPROVE INSPECTIONS

ISN'T THE INDUSTRY'S
ONLY WAKE-UP CALL.

THE NIGHT OF THE DISASTER,

NONE OF THE CREW WERE SEEN
WEARING IMMERSION SUITS

WHEN THEY ABANDONED SHIP.

THE INSULATED NEOPRENE
SUITS ARE DESIGNED

TO HELP VICTIMS SURVIVE
ON THE OPEN OCEAN.

IT'S NOT UNCOMMON FOR
SEAMEN OR CREW ON SHIPS

TO ACTUALLY PREPARE THEMSELVES
FOR AN EMERGENCY LIKE THAT.

AND I WILL SAY MYSELF, I
HAVE BEEN IN SITUATIONS

WHERE I'VE HAD MY SURVIVAL
SUIT OUT OF THE CLOSET

JUST IN CASE SOMETHING HAPPENED.

IMMERSION
SUITS ARE STANDARD ISSUE

ON CANADIAN SHIPS, BUT OTHER
COUNTRIES HAVE DIFFERENT RULES.

THANK YOU
FOR MEETING WITH ME.

CHIEF
INVESTIGATOR, BILL MCCONNIE,

TRAVELS TO GREECE TO
QUESTION THE FLARE'S OWNERS.

I'D LIKE TO TALK TO
YOU ABOUT THE FLARE.

IN PARTICULAR, I'D
LIKE TO TALK ABOUT

THE NUMBER OF IMMERSION SUITS.

THERE WERE SIX
SURVIVAL SUITS ON BOARD

AS REQUIRED BY LAW.

25 GUYS; WHAT ARE THEY
SUPPOSED TO DO, DRAW STRAWS?

IT WAS A BIT OF A
SHOCKER FOR ME TO LEARN

THAT INTERNATIONAL
REGULATIONS DID NOT CALL

FOR SURVIVAL SUITS
FOR ALL OF THE CREW.

WE'RE GOING TO HAVE
TO WORK ON THE LAW,

AND I'M HOPING THAT
YOU'LL HELP ME OUT.

WITH
THOUSANDS OF SHIPS

WORKING BITTERLY COLD
OCEANS EVERY DAY,

INVESTIGATORS KNOW THE
RULES HAVE TO CHANGE

OR MORE SEAFARERS WILL DIE.

I'LL BE IN TOUCH.

TO MAKE THEIR CASE,

THEY USE DATA ON COLD
WATER SURVIVAL DEVELOPED

FOR THE CANADIAN MILITARY.

WE USE A COMPUTER MODEL

THAT CAN SIMULATE THE
VARIOUS SCENARIOS.

WE CAN PUT INFORMATION
ABOUT WATER TEMPERATURES,

AIR TEMPERATURES, THE TYPE
OF CLOTHING THAT WAS WORN,

WHETHER OR NOT THEY
HAD LIFE JACKETS.

WOULD THESE INDIVIDUALS
HAVE SURVIVED

HAD THEY BEEN GIVEN
IMMERSION SUITS?

THEY THEN COMPARE
THE PREDICTED SURVIVAL TIMES

WITH OR WITHOUT A SURVIVAL SUIT.

THE INDIVIDUALS WITH
LIGHTER CLOTHING WOULD

HAVE SURVIVED AROUND TWO
TO TWO AND A HALF HOURS.

WHEN WE RAN THE MODEL
WITH IMMERSION SUITS,

SURVIVAL TIMES INCREASED
BY 12 TO 14 HOURS.

THE RESULTS
ARE NO SURPRISE.

WITH IMMERSION SUITS,
MORE OF THE FLARE'S CREW

WOULD PROBABLY HAVE SURVIVED.

YOU ALWAYS HOPE THAT
YOU CAN MAKE A DIFFERENCE.

OF COURSE, THERE'S THE
FAMILIES TOO, CLOSURE.

LIKE WHAT HAPPENED?

WHY DID THIS HAPPEN?

THE
INVESTIGATION AND RESULTS

OF THE SURVIVABILITY
MODEL ARE PRESENTED

TO THE INTERNATIONAL
MARITIME ORGANIZATION,

DEMANDING CHANGE.

THE IMO AND THE 150
MEMBER NATIONS AGREED WITH US

AND THE RULES WERE CHANGED

REQUIRING ONE SURVIVAL
SUIT PER CREW MEMBER.

SADLY, IN
TOO MANY CASES,

YOU NEED A VERY TRAGIC
EVENT WITH FATALITIES

TO CREATE TRUE CHANGE.

THE FLARE IS PART OF A
LEGACY OF TRAGIC EVENTS.

21 YEARS
AFTER THE TRAGEDY,

REMARLO AND CYRUS
MEET ONCE AGAIN.

THE TWO MEN SURVIVED

A TRAUMA THEY'LL NEVER FORGET,

AND IT CHANGED
THEIR LIVES FOREVER

MY
GOAL WAS, BY AGE 35,

I WANTED TO BE A CHIEF ENGINEER
BECAUSE THAT WAS MY DREAM.

NOT ANYMORE.

I NEVER WENT ABOARD
A SHIP EVER AGAIN.

SINCE THEN,

THEY'VE ENJOYED WATCHING
THEIR FAMILIES GROW.

BUT MOST OF THEIR
CREWMATES WEREN'T SO LUCKY.

IT SHOULD
HAVE BEEN AVOIDED.

SO, I'M HOPING THAT AFTER
THE ACCIDENT ON THE FLARE,

THE MARITIME INDUSTRY
SHOULD HAVE HAD A LESSON.