Great so we will endup with unlimited masters whose sum total of passage miles is 1 if they are lucky
The uk for example gives you half seatime with no possibilty of advancement.
Cruise ships do 8 hour watchs hence the large number of crew
[QUOTE=Johnny Canal;135782]Wrong.
DP MODU has no limitations for license advancements with USCG. AS PER USCG reply to IADC query.
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All the drilling contractors are behind the times. They view licenses as a necessary evil; we are lower than dirt to them. When the shit hits the fan who is going fall to the axe first the “Capt” or the OIM, the C/E or the Toolpusher?
Not a trick question.
Make no mistake, I’m not a waving a banner for any of them.[/QUOTE]
I agree, thats why no matter what, I will never want to work at a company where onboard I have to answer to any drilling personnel. That should be what we all push for at the other companies. At least then, you can make the decision that is needed when the time comes to make it.
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[QUOTE=powerabout;135784]Great so we will endup with unlimited masters whose sum total of passage miles is 1 if they are lucky[/QUOTE]
And yet those Masters are responsible for a vessel 6 times more than other blue water vessels costs. Ones whose day rates make a tanker or box boat rate look like chump change. Hmmm, I see your argument.
[QUOTE=powerabout;135784]Great so we will endup with unlimited masters whose sum total of passage miles is 1 if they are lucky
The uk for example gives you half seatime with no possibilty of advancement.
Cruise ships do 8 hour watchs hence the large number of crew[/QUOTE]
I know plenty of UK mariners that have upgraded on MODUs.
So no argument then there might well be unlimited masters whose longest passage might be as far as I can swim.
What a great system, of course if you have spent your career delivering modu’s thats a different story but their job is to be stationary after all thats where the money is.
Re the update
I think that argument is for my point of view…
Who put the unlimited masters on the modu’s, the paying client or the authorities?
I think you will find the modu with oim came first just what the client ordered?
I love playing devils advocate, its amazing what you learn.
Cheers
How about a new thread on a US only dp licence for unlicensed mariners on unclassed vessels?
Don’t forget harbor tug guys. They rarely even leave the port.
And on my drill ship the Captain is the guy responsible for the safety of the vessel and crew, period. Sure the OIM has a say, but the Captain is in overall command. Our Chief is over the RMS as well.
[QUOTE=powerabout;135784]Great so we will endup with unlimited masters whose sum total of passage miles is 1 if they are lucky
The uk for example gives you half seatime with no possibilty of advancement.
Cruise ships do 8 hour watchs hence the large number of crew[/QUOTE]
Wrong.
the UK makes it damn near impossible to do so. That is why some guys leave then come back after CM time in ships.
[QUOTE=powerabout;135784]Great so we will endup with unlimited masters whose sum total of passage miles is 1 if they are lucky
The uk for example gives you half seatime with no possibilty of advancement.
Cruise ships do 8 hour watchs hence the large number of crew[/QUOTE]
You are kicking my already dead horse. I already gave up the issue. There are more out there than you can possibly imagine. Just think about how many guys went from storekeeper to DPO to unlimited master on MODUs. Never worked as ABs because they got OS and AB time as DPO in order to upgrade to 3M and beyond. Never stood a deck watch, never pumped anything, never conned the vessel underway.
Such a warm, fuzzy feeling.
[QUOTE=Johnny Canal;135791]Wrong.
the UK makes it damn near impossible to do so. That is why some guys leave then come back after CM time in ships.[/QUOTE]
Not sure who you have been talking too, but I personally have dealt with guys who have upgraded with UK CoC with no issues. A UK Captain/OIM I previously worked with had no problem going from Chief Mate to Master with MODU time. Other officers I have worked with have had no issues at all to upgrade their UK CoC.
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[QUOTE=Johnny Canal;135793]You are kicking my already dead horse. I already gave up the issue. There are more out there than you can possibly imagine. Just think about how many guys went from storekeeper to DPO to unlimited master on MODUs. Never worked as ABs because they got OS and AB time as DPO in order to upgrade to 3M and beyond. Never stood a deck watch, never pumped anything, never conned the vessel underway.
Such a warm, fuzzy feeling.[/QUOTE]
Why knock someone down, who went through all of the training, all of the testing to better themselves and work towards their ticket. Just because they did their sea time, and their experience on a MODU, doesn’t mean they are any less a mariner than you or anyone else on this forum. They put the time in, they did what was needed and they succeeded. All of you holier than though mariners who think they are better than anyone else because they sailed around on a mud boat or a tug or anything other than a MODU and moved up the ranks, can go back to their meager little existence and when that storekeeper/Master/OIM tells you to go scrub a toilet, you will realize your err and maybe, just maybe you will give them the respect they have earned by doing what was needed to command a vessel of that magnitude.
[QUOTE=Johnny Canal;135793]You are kicking my already dead horse. I already gave up the issue. There are more out there than you can possibly imagine. Just think about how many guys went from storekeeper to DPO to unlimited master on MODUs. Never worked as ABs because they got OS and AB time as DPO in order to upgrade to 3M and beyond. Never stood a deck watch, never pumped anything, never conned the vessel underway.
Such a warm, fuzzy feeling.[/QUOTE]
I was thinking that while asleep in my cabin crossing the thames estuary, the master spent 10 years on a modu 100 miles from no-where on the same well but he has got collision avoidance experience from somewhere…
They dont know what they dont know…ahhh
[QUOTE=tugsailor;135745]I don’t know. Is it possible that she could have over ridden the riser, and could that have punctured the ballast tank?
What else, Defective structure of the ballast tank?[/QUOTE]
Kinda my thoughts and very interesting if it is the case. Seen some interesting failures over the years where linear corrosion along where the longs are welded to the shell plate. If the coatings were crap, this can get real carried away and the panel can fail as a unit, especially in hot sunny humid areas …
[QUOTE=PDCMATE;135794]Why knock someone down, who went through all of the training, all of the testing to better themselves and work towards their ticket. Just because they did their sea time, and their experience on a MODU, doesn’t mean they are any less a mariner than you or anyone else on this forum. They put the time in, they did what was needed and they succeeded. All of you holier than though mariners who think they are better than anyone else because they sailed around on a mud boat or a tug or anything other than a MODU and moved up the ranks, can go back to their meager little existence and when that storekeeper/Master/OIM tells you to go scrub a toilet, you will realize your err and maybe, just maybe you will give them the respect they have earned by doing what was needed to command a vessel of that magnitude.[/QUOTE]
Ever think about how many guys bust their ass for 60-90 days a time as crude/product/chemical tanker C/M in order to advance in their career and their license? THAT is working towards a ticket. I absolutely hold those guys in the highest regard. HOWEVER, I do agree with you about guys sitting in port for endless periods of time not being legitimate sea time, just like I don’t agree with guys sitting at anchor for eternity getting day for day. But then again, that is just as bad as day and half BS sea time.
[QUOTE=Johnny Canal;135762] Anadarko has NO req for 2 mates on watch on OSV contracted to them. They are the modern day cowboys of oil majors drilling in deep water.[/QUOTE]
I thought they only required 1 DPO but you needed 2 bridge officers. I can’t remember now, I’m no longer on that charter, but I have a feeling my company would have cut the bridge crew if they could have so they could make more money.
[QUOTE=+A465B;135819]Kinda my thoughts and very interesting if it is the case. Seen some interesting failures over the years where linear corrosion along where the longs are welded to the shell plate. If the coatings were crap, this can get real carried away and the panel can fail as a unit, especially in hot sunny humid areas …[/QUOTE]
WOW! Structure failure of the hull skin opening up an empty ballast tank to the sea? That would require each and every 8500 class semi be removed from service pending inspection and repairs. ENSCO must be shitting their pants right now…they deserve the runny stains in their shorts!
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[QUOTE=PDCMATE;135765]If my memory serves, wasn’t it one of the 8500 rigs that during Hurricane Katrina, they evacuated all personnel, placed the rig on autopilot with a shadow (OSV) nearby and called it a day?[/QUOTE]
No. that was the ENSCO 7500 when it was still in the GoM. 100% evacuated with generators running and on DP with no standby shadow vessel. They found it 85miles from where they left it. I believe John Konrad was on a TO drillship at the time and watched it drifting? Absolutely amazing the hubris on the part of the OIM to make such a hideous decision and the more amazing luck on the part of ENSCO that the rig didn’t hit anything and was found intact. Of course, they never were permitted to ever repeat that spectacle!
[QUOTE=c.captain;135855]WOW! Structure failure of the hull skin opening up an empty ballast tank to the sea? That would require each and every 8500 class semi be removed from service pending inspection and repairs. ENSCO must be shitting their pants right now…they deserve the runny stains in their shorts!
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Just wondering if that was the failure mode. I have no idea or information. It is however, one way to get sea water into a ballast tank unintentionally …
No need to remove anything from service. Just carry out regular visual exams. I know at least 2 operators have full time steel / coatings inspectors on staff.
[QUOTE=+A465B;135862]No need to remove anything from service. Just carry out regular visual exams. I know at least 2 operators have full time steel / coatings inspectors on staff.[/QUOTE]
If the other rigs have wastage in tanks or bad welds, they would have to be taken from service until repaired. The 8506 was the newest of 7 rigs so it would say that if there is coating failure, wastage or bad welds they will be worse on the others unless Keppel just did a shitty job on that one rig but not the others.
Your right, not connected with their subsea package below, hit by a large wave, could have taken them past stroke out on their DATs, then causing the riser to strike their pontoon. Makes sense, and I have heard of that before.
[QUOTE=PDCMATE;135968]Your right, not connected with their subsea package below, hit by a large wave, could have taken them past stroke out on their DATs, then causing the riser to strike their pontoon. Makes sense, and I have heard of that before.[/QUOTE]
if that is the case then it is an engineering miracle that they didn’t loose the riser and LMRP! if that is what happened why haven’t we heard that the riser is destroyed or at least badly damaged? how fast would a rig have to move to cause the riser to even reach a pontoon plus it means moving bodily sideways which would indicate that the DPOs were caught completely and utterly asleep at the switch!
if the DPO’s had taken the chief mate test this probably wouldn’t have happened.
[QUOTE=Fraqrat;136039]if the DPO’s had taken the chief mate test this probably wouldn’t have happened.[/QUOTE]
sure…they could have been studying for it online in between watching the Killing Animals Channel!
[QUOTE=c.captain;136004]if that is the case then it is an engineering miracle that they didn’t loose the riser and LMRP! if that is what happened why haven’t we heard that the riser is destroyed or at least badly damaged? how fast would a rig have to move to cause the riser to even reach a pontoon plus it means moving bodily sideways which would indicate that the DPOs were caught completely and utterly asleep at the switch![/QUOTE]
I believe these 8500 series are smaller, benign environment rigs. So, their safe mode of operation is not typical of a DP3 harsh weather semi/rig (like the GVA-7500’s/West Aquarius,etc). It would have been a slick joint at that period if the BOP was near bottom. Those joint are pretty tough, maybe some minor damage to it, but depending on where on the joint, or connection it hit and what force, could have punctured the hull.