ERRV Viking Islay - Marine Accident Investigation Branch

More documents

Recommendations

Info

Section 1- FACTUAL INFORMATION1.1 Particulars of Viking Islay and accidentVessel detailsRegistered owner : Viking North Sea Ltd, Aberdeen, UKManager(s) : Vroon Offshore Services Ltd, AberdeenPort of registry : AberdeenFlag : UKType : Emergency Response Rescue Vessel, Class B(up to 300 survivors)Built : 1985, SpainClassification society : Lloyd’s Register of Shipping, +100A1 OffshoreSupply/Standby VesselConstruction : SteelLength overall : 53mGross tonnage : 928Engine type and power : Two MAK Diesel engines, 2921kW totalOther relevant info : Twin screw CPP, one tunnel thruster at bowAccident detailsTime and date : 1100 GMT 23 September 2007EnvironmentalconditionsSwell 1.5m, sea 0.5m, 3/8th cloud cover,visibility goodLocation of incident : 53 42.22N 001 08.9EWhile standing-by rig ENSCO 92, at theAmethyst gas field, 25 miles off the EastYorkshire coast, Southern North Sea, UKPersons on board : TwelveInjuries/fatalities : Three fatalities. No other injuriesDamage : None2
1.21.2.1NarrativeEvents preceding the accidentOn Friday 21 September 2007 the Emergency Response and Rescue Vessel (ERRV)Viking Islay arrived at Immingham pilot station, following a duty period of about 28 daysoffshore. The ship had not anchored during the trip as anchoring was forbidden at theoffshore location.As was normal in preparation for arrival, Viking Islay’s starboard anchor had beenwalked out a short distance; it was not dropped clear of the hawse pipe, but just movedenough to confirm that it was free and clear to be run out in case of any emergency.Possible impediments to the anchor chain running free included the expanded foam,that was routinely used to seal the top of the spurling pipe 1 on the foredeck, and lightrope lashings used to secure the anchor chain within the chain locker (Figure 1).Figure 1For’d store access hatchExpanded foam used to seal spurlingpipes - no other chain locker ventsPortStarboardThe foam was used to prevent water entering the chain locker via the spurling pipe.Light lashings were sometimes applied inside the chain locker by the crew, in order toprevent the hanging part of the anchor chain from moving in rough weather (Figure2). Such movement could cause the chain to bang noisily against the spurling pipe, orother steelwork.1 Spurling pipe: The tube running from below the anchor windlass on the foredeck, through the foc’sle storedown to the chain locker, so enclosing the anchor chain3
Page 2 and 3: Extract fromThe United Kingdom Merc
Page 4 and 5: 1.13 The Vroon Offshore Safety Mana
Page 6 and 7: GLOSSARY OF ABBREVIATIONS AND ACRON
Page 8 and 9: Viking Islay
Page 12 and 13: Figure 2Chain locker - showing rope
Page 14 and 15: Figure 4StoreCabin & mess roomVikin
Page 16 and 17: Figure 5Foc’sle store - showing a
Page 18 and 19: At 1140, the master manoeuvred Viki
Page 20 and 21: 1.4.3 Medium term O2 depletionIn or
Page 22 and 23: Figure 7Position ofsign (Figure 6)H
Page 24 and 25: 1.6Actions by the Maritime and Coas
Page 26 and 27: 1.101.10.1PersonnelThe masterThe ma
Page 28 and 29: Figure 10Close fitting hoodBreathin
Page 30 and 31: on the EEBD as a means of supportin
Page 32 and 33: 1.141.14.1Entry into Dangerous Spac
Page 34 and 35: 1.16.2 Further guidance on dangerou
Page 36 and 37: y a crew member entering the space
Page 38 and 39: The EEBD training provided by Vroon
Page 40 and 41: would have continued to do so had i
Page 42 and 43: 3. Other spaces are not necessarily
Page 44 and 45: Section 44.1- action takenVroon Off
Page 46: Section 5- recommendationsVroon Off

ERRV Viking Islay - Marine Accident Investigation Branch

You also want an ePaper? Increase the reach of your titles

Delete template?

Save as template?