This valuable source is in Italian.
Here are some machine translated excerpts.
CTX comments in brackets.
At 22.03, 10 April 1991, the ferry Moby Prince,
in service between Livorno and Olbia in Sardinia,
spring mooring for the crossing.
On board are the crew, consisting of 65 people
under the orders of the commander Ugo Chessa
and 75 passengers.
Shortly after departure, at 22:26,
the Marconia board launches MayDay
[probably meaning the Radio Officer (marconista) sent a MayDay];
start immediately the means of resue at sea,
but the wreck is not identified at that 23:35.
From the coast of Leghorn someone starts to notice
stranges flashes off (visible from the central Terrazza Mascagni).
What has happened has never been clarified,
and still form the most varied interpretations and assumptions.
The only certainty to emerge from the data collected
during the process are: the Moby Prince collides
with the sea tanker Agip Abruzzo
to a rather sustained speed
(the Moby covers more that 20 meters before you stop completely:
8 meters deformation of the bow,
and 14 m of penetration into the tank
with an impact angle of about 70 degrees.
Probably if the relief had been timely and coordinated,
it would be possible to save many lives;
at first it all means to rescue parties from the port of Livorno
focus on Agip Abruzzo (which is reached about 23:00),
because for reasons never sure of the May Day Moby Prince
arrives weak and disturbed,
in addition the the master of the Agip Abruzzo Renato exceed [Eccede?],
in a radio communication with rescuers at 22:36,
refers to impact with a lighter, not with a passenger ferry,
and then go to the Agip Abruzzo,
and especially the "non-exchange them for us"
because both vessels were in flames.
Even the first to achieve by pure chance the Moby Prince
to 23:35 are two mooring a small boat: Mauro Valli
and Walter Mattei, who collected the only survivor,
the mozzo (ship boy) Bertrand Alessio.
who was left hang from the parapet of the stern.
[The Wikipedia translation refers to Alessio as a "hub napoletano".
mozzo can mean either hub or ship-boy.
Other sources call him a cabin-attendant.
The Wikipedia entry claims Alessio told his rescuers
that there were still people alive on board,
and the rescue boat called for help.
Apparently, Alessio later retracted this statement.
In any event, nothing much was done,
and it was not until 03:30, that the first
rescuers boarded the Moby Prince
after the ship had been cooled by water cannons.]
[The Wikipedia entry then talks about
a completely carbonized body on the upper aft deck
which indeed is clearly visible in the helo clips
on Italian TV.
The entry casts doubt on the validity of this image,
but the translation is badly garbled,
and the reasoning behind this is not clear.]
[The Wikipedia entry then appears to criticize
the Captain of the Port, Admiral Albanese,
for lack of action and/or communication.
Once again the translation is badly garbled.]
[The enty then refers to "immediately launched
investigations by the Judiciary and the Harbor.
It also establised an administrative investigation,
but was closed after only 11 days."]
Among the official cause of the disaster
is attributed to the significant role
that fog that night were levied on the area.
The judges have spoken in favor of the so-called
phenomenon of fog by advection,
which can cause the sudden formation of a bench [bank?],
even very dense and localized,
due to the descent of warm air and moist
on the cold surface of the sea.
[Advection fog is extremely unlikely
in perfectly calm conditions at 2300,
when the atmosphere is becoming more stable.
Radiation fog is far more possible,
but radiation fog tends not to be localized
and often takes the form of a mist.]
The bench would fog suddenly fell on the sea area
surrounding the Agip Abruzzo,
preventing the Moby Prince to identify correctly the tanker.
However, there are some elements that make doubt
on the actual presence of the conditions of poor visibility.
The initial statements of the surviving hub [Alessio]
(later withdrawn) speak of good visibility.
Even an amateur video sent to news of the events
that seem to confirm the absence of fog
on the evening of the tragedy.
Then there is the testimony given in court
by the master of the Guardi di Finanza Cesar Gentile.
A leader of one of the rescue boat leaving the
port of Livorno around 22:35 says that
"at that time there was a beautiful time,
the sea calmissimo, and a wonderful vision".
[The entry then points out that anchored
in the same area as the Abruzzo
were five ships leased by the US Military
(Cape Breton, Cape Flattery, Cape Syros, Edfim Junior,
and Gallant II) bringing back muntions from
Gulf War I to Camp Darby, located just north of Livorno.
One of these ships, calling herself Therese
(probably a code name) decided to up anchor
and move away due to the flames.
She reported herself as moving at 22:45.
CTX guesses this was the Cape Breton
which according to the Italian TV series
was anchored closest to the Abruzzo.
Another Agip tanker, the Agip Naples
was anchored in the same area.
The presence of these ammunition ships,
plus later (several years later) evidence of arms trafficing
in the area has generated a school of thought
that somehow the US military/arms dealers
One form of this is the theory
that the Moby Prince had to change course to avoid a barge
that was illegally off-loading arms
from the American ships.]
On the Agip Abruzzo immediately before the accidents,
there are disputes.
The master said, immediately after the accident,
to be oriented with the bow facing south,
while the ship turned north appear in the hours after the collision.
Some see this discrepancy in a test of whether the Moby Price
returning to the same port
[almost certainly a mis-translation of "turning to port"]
or that had visibly changed its route in the minutes,
prior to the accident.
[This is an absolutely key point.
The Abruzzo was hit on the starboard side
just forward of the bridge at a high angle.
If the Abruzzo was headed south and the Moby Prince
was headed SSW, then the Prince had to make a 90 degree
turn to port to hit the Abruzzo the way she did.
Other sources confirm that the other anchored
ships were headed south.
The CTX sees no reason to question the Abruzzo master's
statement in this regard.
A later heading of north could be the result of the impact
or simply a change in the tide.]
It should be mentioned also
that the exact position of the Agip Abruzzo
has been a source of dispute in the investigation.
[The entry then talks about the fact that a ship called
the 21 October II was in dock for repairs at the time.
Several years later this ship was allegedly involved
in arms smuggling and a journalist investigating the matter
The entry hints that the 21 October II was loading
the night before.]
[The entry then claims that an amateur video
shot on board on the night of the casualty
which had survived and "comes into the hands of the magistrate"
had been altered by replacing a section with blank tape.]
Immediately after the collision, the Prosecutor of Livorno
opens a file for failure to rescue and manslaughter.
The first process can begin on November 29, 1995.
The defendents are 4: the third deck officer
of the Abruzzo Valentino Rolla, accused of manslaughter
and fire multiple fire: Angelo Cedro,
according to the commander-in-harbor
and the deck officer Lorenzo Checcacci,
charged with multiple manslaughter
not to have activated the rescue in a timely manner;
Gianluigi Spartano, sailor leverage,
charged for manslaughter for not having sent the distress call.
Investigation were stored in the positions of owner of Navarma,
and the commander of Agip Abruzzo, Renato exceed (Eccede?).
The process, full of moments of tension,
ending in two years after the sentence is pronounced
on the night between October 31 and November 1, 1997.
In a classroom full of police and carabinieri,
asked the court fot he protection of public order,
the President Germano Lamberti law of the sentence
by which they were acquitted all the defendents
because "the fact does not exist".
The ruling will, however, partially reformed in appeal:
the third section of the Criminal Florence
says not to proceed to action requirement of the crime.
Simultaneously with the main process, the then District Court judge
were withdrawn two positions:
that of the boatswain Ciro Di Lauro,
which is itself of tampering on the carcass of the ferry,
a piece of the rudder, and the technical maintenance of Navarma to,
Pasquale D'Orsi, called into question by Di Lauro.
The two were accused of fraud case,
for having altered the terms of the place of the crime,
or to have otherwise directed the gear wheel of the engine room.
At a dramatic hearing, Ciro Di Lauro confessed
that he had tampered with the rudder.
But the magistrates absolved of Livorno
for both defendents lack of offense.
The ruling will be upheld by the appeal process is Cassazione.
[The CTX thinks this is at the heart of the matter.
The translation is badly garbled and slightly ambiguous;
but by far the most likely reading is that employees or agents
of the owner tampered with the steering gear,
presumably to hide the fact that it had failed.
This reading is supported by the next source.]
In 2009, the association of relatives of victims,
the Association 140, in a letter addressed
to the President of the Republic, Giorgio Napolitano,
asking them to become ambassadors to the President
of the United States, Barack Obama,
a request to make public the radar, the satellite image,
or other material held by the US
authorities of the roadstead of the port
of Livorno during the hours of the disaster of the Moby Prince.
[The entry later calls Loris Rispoli the head of the association.
Perhaps the Freedom of Information Act
can be used to get the data?]
On 16, November 2007, a consultant in the field of telephone tapping
and environmental Fabio Piselli
while he was investigating the death of his cousin
used to the Defense Intelligence Agency at the Embassy American
University of Rome, had gathered useful information
to the tragedy of the Moby Prince
for this after having met the lawyer Carlo Palermo
to organize the hearing of a potential witness,
was attacked by four people that after they stunned
then closed in the car which was set of fire,
luckily the man was able to leave the car in time.
The prosecutor of Livorno has opened a case
of attempted murder in damage Fabio Piselli by unknown,
his car has been subjected to scientific studies
by the Carabineiri of the RIS.
Andrea Rispoli Affric and Loris, 140. The book by two men
who do not forget, the Association, 2003.
Elizabeth Arrighi, 140 The tragedy of the Moby Prince, Pisa, 1993.
Enrico Fedrighini, Moby Prince, One case still open,
Editorial Pauline Books, 2005.