that all of us have been distressed by the capsize of the South Korean ferry
the Sewol and the resulting loss of life. We might also have been angered by
the immediate arrest of the Captain and thereafter the whole of the deck
department. I wondered how one might approach this delicate situation and so
thought I might look at the operation of one of the many ferries on which I
The photo shows one of the several ferries which are employed to take
passengers and freight (as long as it is on wheels) across the Mekong. You
can see the crowds on the fore end of the ship, and the whole of the
interior was packed with people, bicycles, small trucks, and trailers full
of different sorts of animals. There were no internal divisions within the
space, although it was possible for unencumbered foot passengers to stand on
a sort of mezzanine deck along the sides. What appear to be windows were
actually just air holes. The ferries berthed bow up on one of multiple
accesses in a sort of daisy shape, and disembarkation and embarkation took
place without the benefit of any moorings. As can be seen the ships have
very little freeboard and their construction would pretty well ensure that
if there was a grounding or a collision the free surface would guarantee
capsize. Looking at the photo it looks as if there are life floats on the
roof, but I don’t remember there being any means of access, otherwise I
would probably have used it.
If one of these craft sank with considerable loss of life whose fault would
it be? It is unlikely that we could blame the Captain. Let’s face it he’s
just using the tool he has been given. Could we blame the company that owns
it? Probably. But the most likely culprit is the government who should have
ensured that the ferries were regulated, and that the regulations were
followed. In this case the owners and the government could be one and the
same. And lastly do I have some responsibility as an adult with some
specialized knowledge, to decide whether I travel or not? Maybe. As usual we
do not have the answers
NERC TO GET A NEW SHIP
other day it was announced that the British Antarctic Survey were to get a
new ship, and it was pointed out that the others The ’John Clarke Ross’ and
the ‘Ernest Shackleton’ were respectively 25 and 20 years old, and that we
have to keep up with the times. The ship is being estimated to cost $200
million, that’s today of course. But it pleases me to see that it seems to
have offshore genes, if this is what it is going to look like. It looks to
me as if you could get a lot of sofas on that triangular bridge.
Here is the icebreaking
anchor-handler the AIVIQ. Edison Chouest Publicity Photo.
December 2012 the mobile drilling unit KULLUK grounded on a beach on
Sitkalidak Island, Alaska, with no injuries or loss of life. The event was
investigated by the US Coast Guard and their report published in April
2014.It can be found on the USCG ‘Homeport’ website. There is a detailed
summary elsewhere on the
Ships and Oil website, We only have space here for the timeline of the
accident - so here it is.
The AIVIQ and the tow left Captain’s Bay on 21st December. Things begin to
deteriorate on 27th December.
AM. Wind SE 20-25 knots. AIVIQ’s winch control starts generating high
tension alarms. More wire is paid out and apparently the vessel slowed,
although later investigation was unable to determine that this took place. A
video taken by one of the watch keepers at about 0900 shows the tension in
the tow wire cycling between 35 tons and 228 tons.
Analysis carried out by Rolls Royce after the event determined that the
winch overload alarm occurred on 38 separate occasions.
1135. Loss of tow, due to the failure of the 120 ton shackle connecting the
tow line to the monkey’s face. The KULLUK is adrift 52 miles from Sitkalidak
Island. The AIVIQ recovers its tow wire. There is no sign of the shackle.
The tug GUARDSMAN and the NUNUQ (An AHTS but designated as an oil spill
response vessel) notified to get under way. Coast Guard vessel ALEX HALEY
instructed to proceed to assist.
1200+. It is decided to reconnect the tow using the emergency system.
1445. AIVIQ successfully reconnects to the emergency tow line. KULLUK towed
away from an ‘8 fathom patch’.
2255. The AIVIQ’s No 2 diesel is shut down for oil level checks and refuses
to restart. And soon afterwards the engineers note that the injectors are
failing on all engines.
0131. Wind SW 25-30 knots. ALEX HALEY arrives on scene.
0245. All the main engines have shut down, so the AIVIQ is propelled by the
2600 bhp azimuthing thruster and directed by the tunnel thrusters, provided
with power by the ship service generators. The ship is able to maintain
station ahead of the tow but all are being pulled astern.
ALEX HALEY attempts to take the AIVIQ (and therefore also the KULLUK) in
tow. This attempt results in in 800 ft of messenger line and part of the
towing hawser being picked up by the Coast Guard ship’s port propeller.
0600. 5 injectors are replaced on No1 main diesel and it is successfully
restarted. However the ship and tow are still being pulled astern.
1115. ALEX HALEY is instructed to depart for Kodiak for repairs.
1329. GUARDSMAN (A 1976 built traditional GOM tug) arrives on the scene.
1538. The GUARDSMAN has the AIVIQ and therefore the KULLUK in tow. But the
whole set is still being pulled slowly astern. The GUARDSMAN’s towing system
is of course commensurate with its available bollard pull.
2300. Wind SE 35-45 knots. Helicopters arrive on scene to attempt to
evacuate the KULLUK, but due to the pitch and heave of the unit and the
proximity of the derrick the attempt was abandoned.
0300-1000. Delivery of 74 new injectors in 12 lifts by Coastguard
helicopters to AIVIQ takes place.
0425. Tug ALERT departs from Port Etches near Valdez for the location.
0510. GUARDSMAN tow wire parts.
0630. NANUQ arrives on scene, and after daylight prepares to take the KULLUK
under tow, connecting to the rig by using a line throwing apparatus.
1150. NANUQ has the rig under tow using No 8 anchor wire connected to its 64
mm tow wire. AIVIQ is still towing the rig, with its azimuthing thruster.
1235. Evacuation of the 18 rig crew by Coastguard helicopter takes place.
AM. Winds SSW 40-50 knots.
1315. NANUQ’s tow parts, and shortly thereafter the AIVIQ tow parts at the
spliced eye of the emergency tow line. KULLUK adrift approximately 30 miles
1325. Tug ALERT arrives at the scene, and initially is unable to connect to
anything due to the clutter in the sea in the vicinity of the rig. 1630. It
is decided that the AIVIQ will grapple for the No 8 anchor wire, now
trailing on the seabed astern of the drifting rig, together with part of the
NANUQ’s tow wire.
0110. ALERT successfully connects to the emergency towline by recovering the
end to the deck and putting a bowline in it, and connecting it to their own
towing gear. It starts to tow the rig away from the shore.
0445. AIVIQ successfully grapples the No 8 anchor wire. There is no sign of
the NANUQ’s tow wire, or the connecting 150 ton SWL shackle.
0510. AIVIQ and ALERT now have the KULLUK under tow. They are proceeding
towards Port Hobron a safe harbour on the Northeast side of Sitkalidak
Island on instruction from the Unified Command. 1131. GUARDSMAN is released
from the area with gearbox problems.
1336. Wind ESE 50+ knots. A salvage team briefly deployed to the rig.
1530-1600. The master of the ALERT reported that he was required to take
evading action several times to avoid collision with the AIVIQ.
1600. The KULLUK begins to pull both vessels backwards towards Sitkalidak
Island and so they increase power.
1624. Wind SE 40-50 knots. AIVIQ’s tow parts – at the 76mm weak link. The
ALERT is now being pulled astern by the rig. By now the tug is attempting to
influence where the rig will go aground. The AIVIQ master considers that
there are no other possible means by which the tow can be reconnected.
1815. The ALERT master orders 100% power to influence the speed of drift of
the KULLUK, but due to engine alarms has to reduce power to 85%.
2010. The ALERT releases the tow with the KULLUK 3 miles from the shore on
instruction from the Unified Command, by spooling the tow wire off its
2040. KULLUK grounds on a stretch of shoreline near Oceans Bay, Sitkalidad
The Murzur on a beach in
the southwest. Photo: Off the internet.
The monthly Nautilus Telegraph usually contains an article about some ship
abandoned by its owners leaving the crew living in awful condition and not
receiving any wages.
This month was no exception, containing an article about the Turkish owned
and Panama registered Murzur. I googled for a picture, and found one of it
stuck on a beach off Teignmouth just north of Torquay.
It was detained during a flag state inspection in Fowey. To quote the
inspector: ‘The living conditions were totally unacceptable, with no hot
water, poor sanitary system, a communal shower area which is basically a
plumbed pipe with no shower head, non functioning washing machine, deckheads
hanging down in the cabin and a freezer of uncovered meat in the AB’s cabin.
In addition to the terrible conditions, and by the look of it the risks of
being aboard 10 of the crew were paid less than the ILO minimum. An AB on
board is paid $400 per month inclusive of overtime and leave. That would be
if they were getting any money, because salaries were subject to financial
sanctions, and in any case some were owed two or three months wages. The
inspector said that there was evidence that some had paid for their
positions on board.
It would be good if we could say that this was an isolated incident!!
THE CSS OLYMPIA
Some of you
might not believe it, but I search resolutely for good news. It may just be
that mariners are pessimists, that there is not much. If it hasn’t happened
already it’s going to soon.
This could be why the oil industry is not keen on us. They only like good
news, and they think that when things go wrong it was just bad luck. Really!
So here is a good news story, probably. I have reservations because this is
a completely new design of craft, designated as a ‘Compact Semi-submersible
vessel’. It is a ‘swath vessel’ I think. It is only 85 metres long and has a
32 metre beam and has a deadweight of 3900 tonnes. But is can accommodate
500 personnel. This sounds almost too good to be true, and in reality the
vessel, is it a ship? Has yet do go to work.
It is currently on its way to Brazil at 10.5 knots, where according to one
press release it will be delivered to its new owners ‘Gran Energy’. Once
more we are left with questions, since we thought that the vessel was owned
by Marine Assets Corporation (MAC).
Before it has been tested in earnest the company (MAC) have two other semis
under construction. The CSS Olympia was voted ship of the year by someone
the other day!
INFORMATION ABOUT THIS NEWSLETTER AND SHIPS AND OIL LTD
This newsletter expresses the views of the author Victor Gibson about marine
events which are considered to be worthy of interest. It is meant to be a
five minute read. Sources of information include:
International Tug and OSV Magazine
The Tugs, Towing and Offshore Newsletter.
The Nautilus Telegraph
The Nautical institute Magazine, Seaways
The BBC Home Page
The MAIB Website
World Maritime News
The Siberia Times
The Ships and Oil website contains comprehensive information about many
offshore vessels and approaching 10,000 images.
People have continued to send pictures of the day for which I am very
grateful. The photos brighten the days of our hundreds of visitors as they
sit at their desks – I have noticed that our numbers are considerably
reduced at the weekends. By the way I have been told that a number of
subscribers to the newsletter send it on to others – if you are one of the
others email me for your own copy! I have had one or two requests, but have
not always been successful in sending the newsletter. Maybe their systems
There have been a few company updates this month, these are:
Deep Sea Supply
Recent Pictures of the Day include:
UP Opal and Agate
Ken C Tamblyn
SHIPS AND OIL OFFERS THE FOLLOWING PUBLICATION FOR SALE ON ITS WEBSITE:
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Buy all three books for the bargain price of £52.5
If you would prefer not to receive further news letters please email me email@example.com
Vic Gibson. April 2014.
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