PICTURE OF THE DAY
PIC OF THE DAY ARCHIVES
2007 - 77
2008 - 101
2009 - 124
2010 - 118
2011 - 100
- 97 Photographs
EUROPE PAGE 1
Acergy, Active, Acomarit,
Aries Offshore, Arctia, Arktik-
more, Bibby, Boa, Branding,
BUE, Boston Putford, Bourbon Offshore, Deep Sea Supply, DOF, Eide, Eidsurf,
Eidesvik, ER Schiffart
EUROPE PAGE 2
Esvagt, Fairmount, Fairplay, Farstad,
Femco, Fletcher Shipping, Fratelli d'Amato, Geoconsult, Gulf Offshore,
Harmsbergung, Harrisons, Hartmann, Havila
EUROPE PAGE 3
Heerema, Island Offshore, JP Knight, K
Line, Lauritzen Offshore, Maersk Supply, Marine Subsea, ITC, Noorhoek, Nordane,
Mokster/Eidesvik, Myklebusthaug, North Star, Nomis, O.H.Meling, Olympic
Shipping, OOC Offshore, Ostensjo Rederi, Petrobaltic, REM Offshore, Sartor
EUROPE PAGE 4
Sea Mar Shipping, Sealion, Siem Offshore,
Simon Mokster, SMS, Solstad Offshore, TFDS, Telco, Trico, Varada, Viking Supply
Astro Maritima, Bourbon Maritima, CBO,
Delba Maritima, Finarge Brasil, Gulf Brasil, GulfMark Trinidad, Norskan,
Saveiros Camuyrano, Sea Trucks Group
Garware, Greatship India, Great Offshore,
Procyon Offshore, Varun Shipping
Abdon Callais, Atlantic Towing,
Boluda, C&G Boats, Deepocean, Edison Chouest, Harvey Gulf Marine, Hornbeck, L&M
Botruc, Naviera B Tamaulipas, Oddyssea, OIL, Otto Candies, Rowan, Seacor, Sea
Nar Inc, Secunda, Tidewater.
NORTH AMERICA PAGE 2
FAR EAST & AUSTRALIA
Alam Maritim, Allied Marine,
Britoil, CH Offshore, Go Offshore, Hallin, Huawei Offshore, IOS, Jaya Holdings,
Mermaid Marine, NOR Offshore, Petra Perdana, Swire Pacific,
MED & MIDDLE EAST
Adams, Augusta, Augustea, Brodospas, EDT
Offshore, Finarge Genova, Five Oceans Salvage, Mar Sol, MCT, Med Offshore, NJSC
Chornomornaftogaz, Portosalvo, Remolques Maritimos, Seaways International,
GLOSSARY OF TERMS
NEWS AND VIEWS
THE HISTORY OF THE
SUPPLY SHIP OPERATIONS
GREENPEACE AT WORK IN
against environmental campaigning, but I am against people putting their
lives at risk in the pursuit of publicity, because let’s face it, much of
what environmental campaigners do is either to engender support, or for fun.
Here is a still taken from a video which was filmed by Greenpeace activists
as they boarded a bulk carrier taking a cargo of coal from Australia to
Korea. It was initially a bit difficult to see why they were doing this. Was
it to improve safety in the Australian coal mines? Was it to reduce the
carbon footprint developed by the ship as it took the coal to Korea? Or was
it because they could do it? It might have been the last. They boarded the
ship and put a banner across the bow, and filmed the event.
Apparently the real reason is, according to them, to publicize the fact that
if you burn coal you do damage to the environment. We would agree? But to we
seafarers would suggest that there may well be places closer to Korea where
you could mine coal and ship it. Even when coal was still being mined in UK
power suppliers imported coal from Australia, so obviously it should have
cost more to ship.
But back to safety. These Greenpeace people often perform stunts like this,
and in my view the only reason there have not been any accidents so far is
that they do not do it quite often enough, with quite enough people, but it
will happen. You can’t keep on doing dangerous stuff at sea without
eventually having an accident. (Should I be addressing the intrepid FRC
crews at this point?). Also featured in the video, dare I say ‘starring’ was
the captain of the Greenpeace ship, the Esperanza. He was wearing a denim
shirt ripped off at the shoulders and wrap around sunglasses. Is that what
the cool captain is wearing these days? He probably has a teenage following
THE INDUSTRY UNITES!
As I was
in the process of compiling this newsletter my copy of “The Telegraph” the
Nautilus paper arrived, and it is full of stuff as usual. On the front page
it reports that the Unions and owners are jointly to approach the IMO to
demand the publication of accident investigations. They are also to be
harangued by the International Federation of Shipmaster’s Associations in
the near future. Nautilus has a particular interest into the loss of the
Danny FII in 2009 in which two of their members died, as well as forty other
crewmembers. I am particularly interested in the loss of the Demas Victory,
in which 28 people lost their lives, mainly because no-one else is
interested. Will anything change? I would love to be able to say yes, but I
doubt it while ship registers proliferate purely as a means of making money.
THE JOLLY NERO ACCIDENT
The Jolly Nero – photo from one
of many sources on the Internet.
At 2300 on
Tuesday 7th May the multirole container ship the Jolly Nero crashed into the
coastguard control tower in Genoa, causing it to collapse completely;
partially into the harbour. Eight people were killed and a number injured.
The captain of the ship seems to have been taken into custody and a team of
investigators into the accident have been set up. According to the Italian
news technical consultants appointed by the ‘prosecution’ include an Italian
navy admiral and a rear-admiral.
There have been many photographs of the collapsed tower in the news, and one
or two of the tower before the collapse. The tower was constructed on a mole
sticking out into the harbour, more or less at the end of the channel from
the berths. Even though it was out of the direct line of the approaching or
departing vessels, it would not have taken much of a risk assessment to
determine that it should have been positioned sufficiently far away from the
edge of the quay for it to be safe from the possibility of collision (this
may be the wrong word but it described the event).
The Jolly Nero is a thirty year old ship equipped according to the reports
with a single two stroke diesel. In addition using a system which is at
variance with modern engine controls it has a telegraph on the bridge which
is rung by those in control there, and is answered by the engine room who
then operate the engine. It is also suggested in one report that a pneumatic
valve was not operating properly.
So if we assume these journalistic comments to be true the progress of the
accident might have been as follows.
The ship would have been pulled astern from the berth by a tug attached to
the stern. There was also a tug attached to the bow. One assumes that the
ship was then turned to starboard to make its way past a number of other
berths towards the gap in the breakwaters and the sea. At this time the
control tower was off to port out of the line of approach.
It is possible that the pilot then gave an instruction for an increase in
speed, and maybe some-one rang half ahead. This is guesswork, and an Italian
report suggests that there was a problem with the telegraph, maybe that the
acknowledgement from the engine room was none operational, and that they
were using radios.
Anyway, regardless of the means of communication, there was probably an
instruction to increase speed. And then shortly thereafter for some reason
the ship altered course to port in the direction of the control tower.
And here we get to the means by which the ship could go astern. Those in
control on the bridge would give an instruction to stop the engine and then
to go full astern, by what-ever means. Telegraph, radio or shouting.
This would require the engineers to stop the engine, and then to restart it
in the reverse direction. If the reports in the Italian papers are to be
believed the engineers succeeded in stopping the engine, but of course the
ship was still storming towards the tower, but when they attempted to
restart it in the reverse direction using compressed air, the system failed,
and the ship continued onwards to hit the tower. This is all guesswork
but if we don’t try to put something in the public domain the poor captain
and pilot will be nailed up regardless.
THE MAERSK EEE (MAERSK SEEM TO FEATURE A LOT, BUT THEY ARE THE BIGGEST
SHIPOWNERS IN THE WORLD)
The Maersk Triple E
from the Internet
telling us that they are within a few weeks of presenting the first of their
18000 teu container ships to the world. I find myself looking for good news,
to make a change from what I mostly seem to comment on which are marine
accident events. This may be because they make the news more often.
But the Triple E is quite something, a vast ship 400 metres long, so large
that they have separated the superstructure topped by the bridge and the
superstructure topped by the funnels. This class of ship, of which there
will be twenty when construction is completed in a few years time, also has
two engines two propellers, and two rudders. The company has initiated a
special training programme on simulators to train pilots and the masters who
will be in charge of these craft.
As well as the unique design of providing two propellers, they have also
come up with a unique idea of operating the ships at a slower speed in order
to save fuel, no, to reduce the carbon footprint.
But is this actually good news? Not for seafarers I suspect. It was
suggested that the previous class of Maersk container ships would be
operated by a crew of 13. I don’t know whether they were able to stick to
this proposal but if they got anywhere close one assumes that the same
number of people would be suggested for the EEEs. So the very small crew
will only meet occasionally, mostly at the time of the change of the watch
when someone who has just got up meets someone who is just going to bed. But
with a bridge width of 59 metres you only have to walk across it 17 times
for a kilometre.
THE SKANDI FOULA AND THE OMS RESOLUTION
The Skandi Foula in the
Aberdeen Tidal Basin some years ago. Photo Victor Gibson
I was looking for information about the OMS
vessels the other day, in order to update the relevant page of the website,
with not too much success I have to say, when I discovered this accident
report from the MAIB.
Back in May 2010 the Skandi Foula, one of the DOF platform ships on hire to
Shell, was moving from the Upper Dock in Aberdeen probably back to the River
Dee berths. The ship had to pass between a berthed ferry and another vessel
across the dock from it, through a gap which the report says allowed for a
six metre gap on either side.
To do the job the master stood at the after controls while the Chief Officer
drove the ship ahead from the forward controls. The MAIB report says that
little time was given in preparation for the operation, and the checklist
carried out failed to mention a mismatch between the control position and
the readout for the port azimuthing thruster. Oh, salient, point this class
of ship is provide with azimuthing thrusters at the stern rather than props
and rudders, and for the move they were positioned about 20º out, so
typically an increased thrust on the starboard thruster would result in the
bow swinging to starboard. A description from the report follows:
As Skandi Foula navigated at less than 2 knots (kts) between the moored
vessels her starboard quarter began to close on Hrossy. The chief officer
briefly increased the power on the starboard azimuth thruster to compensate.
This had the effect of then moving Skandi Foula’s port quarter closer to Geo
Challenger and also increasing her speed. The master told the chief officer
that the vessel’s port quarter was now closing rapidly on Geo Challenger,
causing him to apply power on the port azimuth thruster to take Skandi
Foula’s port quarter clear of Geo Challenger and neighbouring Amadeus. This
increased Skandi Foula’s speed to over 4 kts and started a turn to port that
offered her stem towards OMS Resolution. The chief officer applied full
power to the tunnel bow thruster to initiate a starboard swing, but without
any apparent effect. He shouted to the master that the ship was not
responding, while simultaneously demanding maximum counteracting power to
both azimuth thrusters as the master came to take control at the forward
station. The master noted that both azimuth thrusters were in astern
position and checked the bow tunnel thruster was fully engaged. In
accordance with the vessel’s power management system, only 70% of the
available power was allocated to the azimuth thrusters and the system
automatically started an additional generator to cater for the increased
power demand. However, before extra power could be delivered, Skandi Foula’s
bow made heavy contact with the bridge wing of the moored PSV, OMS
Resolution, shattering windows and damaging metalwork. Skandi Foula
sustained damage mainly to her port bulwark area.
People used to do the same with the rudders on UT 704s. I always wondered
why they did not used the rudders. It’s easier.
INFORMATION ABOUT THIS NEWLETTER 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
Maritime Bulletin (Now apparently no more)
The Tugs, Towing and Offshore Newsletter.
The Nautilus Telegraph
The Nautical institute Magazine Seaways
The BBC Home Page
The MAIB Website
Felixstowe Dockers Blog
The Ships and Oil website contains comprehensive information about many
offshore vessels and approaching 10,000 images.
By this month I have done quite a bit of work on the website, since I am
taking a bit of a rest from using the brain. There is more ship information,
slightly more frequent Pictures of the Day, and hopefully a better means of
moving from one page to another, up to now in the News and Views.
People have continued to send pictures of the day for which I am very
grateful. I am getting into my stride again and regular updates are taking
place. 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
Recent Pictures of the Day include:
The Misr Gulf IX
The Ievoli Amaranth
The Lundstrom Tide
The Blue Power
The Arctic Shore
The Toisa Envoy and Explorer
The Swift 10
The Seven Wave
Company Information updated:
North Sea Shipping
Naviera Bourbon Tamaulipas
Neches Gulf Marine
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