Cybercaptain: grounding

Showing posts with label grounding. Show all posts

Monday, January 28, 2008

Anatomy of a grounding

Wonder how they managed this...

An unfortunate accident happened when the Captain (not me) sailed onto an uncharted reef. We might consider us lucky because another 6m to port and we would have been sliced open like a can of sardines.

It might be added that several ships hit reefs in the Maldives every year but it is not largely shouted about.

Prudent Captains prefer to exit any atoll to deep waters and then re-enter it again (instead of sailing shortest route A to B inside the atoll), thus minimizing the risk of hitting an uncharted reef. Below is the initial report that was sent to the office and entered in the log book.

INITIAL GROUNDING REPORT

General

At 27^th January 2008 on voyage from Vakkaru Island to Kunfunadhoo Island vessel hit an uncharted reef enroute. At the time of impact weather and visibility was good with partly overcast skies, wind was N’ly 1-2 beaufort.

Chain of events

1240 Anchor hoisted into pocket and secured, voyage commenced under Master’s command, passengers and crew: 7/16, mean draft 2.5m;

1253 ship was on course 117º and speed 16kts, when suddenly a double impact was felt at φ=05º 08.1’ N, λ=072º 57.9’ E, ME’s clutched out, water tight doors closed;

1254 GA sounded, crew and passengers mustered on muster station with lifejackets, C/O, AB’s and Engineers started sounding of void spaces and tanks.

1300 Hull confirmed not leaking, no pollution resulted from the grounding. AB’s donned snorkeling gear and checking hull on outside, confirmed both port side stabilizer fins damaged with minor indents in hull resulting from impact of fin into hull;

1305 Emergency called off for crew and passengers;

1320 All crew out of the water, stabilisers centered from bridge;

1330 Continued voyage to Kunfunadhoo Island with continuous watch at stabilizer voids, no leaks detected;

1339 Owner informed by telephone;

1346 DPA informed, by telephone;

1420 Let go anchor at Kunfunadhoo Is, finished with engines.

Prologue

Ships tender surveyed area of impact and it was discovered that ship had hit an uncharted reef max area 15 x 30 m, with a 2 m² coral pillar rising to a depth of approximately 1,5 m at the edge of the reef. Rest of the reef has an average depth of 2.5-3.5m. Coral stone debris from the collision was seen scattered at the area.

Subsequent action

After anchoring at Kunfunadhoo following was done:

AB’s & Master surveyed both stabilizers more thoroughly with scuba gear. Fwd fin bent close to 90º, beyond repair, it can be deduced that most of impact energy was absorbed here. Aft fin damaged ;
C/E locked both fins with bolts into center position and turned off pumps;
Reef depth survey report will be prepared and sent to British Admiralty chart department for use in chart corrections.

All information above believed to be correct to the best of my knowledge.

Link to video

Friday, February 13, 2004

Grounding of Margarita L

Back in 2003 I was in Greece working for SETE yachts converting Columbus Caravelle to mega yacht Turama and we were alongside in Lamda shipyards where I had a good view of the laid up vessels in the sheltered Elefsis Bay, one of the interesting vessels out there was Margarita L, her imposing silhouette brought into my mind a lot questions of what is this ship doing here, where has she come from and what is she doing here. Little did I know that she was the property of the Latsis family.

After some research I learned that she was originally launched as Windsor Castle and sailed for the Union Castle lines from UK to South Africa. She was the last cruise ship ever built by Cammell Laird shipyard. Eventually after the advent of air travel cruising was no longer popular and she changed hands and became property of Mr John Latsis who used her mostly in Saudi Arabia where he had business interests. After that she was laid up in Elefsina Bay.

Then one night in the middle of the winter in 2004, Feb 12th she broke her anchor chain during a winter storm.

Margarita L on Salamina

Apparently the night watchman on Margarita L had numerous times asked office for a tug to unwind her chain but it was ignored or forgotten for some reason and as such during the storm she broke loose and drifted onto the Salamina Island.

I was in Elefsina onboard Columbus Caravelle (now renamed Turama) and can indeed confirm it was quite the storm. We had new a new accommodation section welded on the quay and covered up with staging frames wrapped in heavy duty shrinkwrap for working the filler and I was afraid the staging was going to blow away. It was lifting from time to time as the gusts came through the bay.

Anyway, the storm and night passed and then Margarita L was in the morning on the Salamina Island and soon enough after office opening hours my phone started ringing asking how many hands I had onboard, I gave them the figure and was then told to leave only the minimum for safety and send the rest to board a tugboat arriving soon. In about an hour more men converged onto the yard jetty as they had been procured from SETE yachts different vessels around the Athens and a tug came and we were all told to get onboard.

After that we then motored to another laid up tug with coils and coils of old mooring ropes, some of them with a hefty 9in diameter. They were all laid on the tugs aft deck and we went for Margarita L. Obviously she was a dead ship and thats why all the able hands were needed, we climbed aboard and went to her foredeck and started pulling onboard lines, she was a big lady and I think the foredeck was abt 15m high so we were nearly 50 men pulling the ropes up with muscle power only. Once the ropes were on forward and aft deck the tug engaged and she was pulled up alongside the Lamda shipyard in Elefsis (where Columbus Caravelle was being converted).

During the time after the lines were on deck and she was towed to the jetty I had some time to roam around the vessel and visited onboard every nook and cranny that I could. It was for me very interesting to see her old DC wiring and Frankenstein switches and the enormous machinery meant to power her systems as well as her massive propulsion and what not.

I did take some pictures of the magnificent view from the bridge wing. Even then in her dilapidated state she was an impressive vessel, sadly they don't make cruise ships as they used to anymore.

After she was brought alongside they spent a few days fixing up her anchor and towed her back to her usual anchoring spot.