INCIDENT TIMELINE: Bibby Offshore DSV Loses DP in 30 knots with divers below

Bibby Topaz:
Incident Date: 18/09/12.
Weather conditions: 30 knots, 316° Sea State: 5

The dive team of two men on the sea bed and a further man in the diving bell were carrying out testing within a subsea structure.

At 22.10 a series of alarms activated in the vessels wheelhouse in relation to the Dynamic Positioning (DP) system. The amber alarm was initiated by the Bridge and Dive Control was informed that the vessel had a problem with the DP System.

The Dive Supervisor immediately ordered the Divers to leave the structure and head back to the diving bell. Both divers had left the structure and were on top of the drilling template structure when there was loss of position by the vessel and it started to drift off location. The red light alarm was initiated; Dive control was informed and both divers instructed to get back to the bell stage as soon as and as safely as possible.

At this point Diver 2 noticed his umbilical had been snagged on the side of the subsea structure close to the top. He began trying to free his umbilical and requested slack.

At approximately 22:12 hrs, with the vessel still drifting all communications and video was lost to Diver 2. On the Bridge the DP operator, Chief Officer and Master were trying to regain control of the vessel by manual operation of the thrusters.

The Bridge was in communication with dive control and was informed that Diver 1 was safely back on the bell stage and that Diver 2’s umbilical had been severed. At this point Diver 2 had reverted to his standby breathing gas supply.

At 22.17 hrs the Bridge team had regained control of the vessel having drifted off approx 240m and made heading back towards a position directly above the subsea structure. The vessel was being driven manually by the Master.

The team monitored Diver 2’s locator beacon; this was seen to be located on top of the structure. The Remote Operated Vehicle (ROV) headed back towards the drilling template and confirmed Diver 2’s location on top of the drilling template structure.

At 22:40 hrs the vessel was back in a position close to the drilling template. The bell was lowered as close as possible above the structure to assist with the recovery of Diver 2.

Diver 1 left the bell stage to begin recovery of Diver 2 back to the bell with the ROV closely monitoring the operation. Both Divers were on the bell stage at 22:46 hrs, with Diver 2 being recovered into the bell at 22:48 hrs.

With Diver 2 safely recovered into the bell the Bellman (Diver 3) reported that Diver 2 was unconscious but breathing. However as soon as his diving helmet was removed Diver 2 regained consciousness and was provided with hot water to his suit to warm him up.

The bell, bell umbilical and the bell wires were surveyed by the ROV for signs of damage that could potentially impede the safe recovery of the bell. Once this was complete the bell was recovered as per normal procedure. All Divers were transferred to the chamber system and treatment was provided to Diver 2 which included being put on therapeutic oxygen.

The Medic was in attendance in saturation control and communication was also established with the shore side Diving Doctor. After consultation with the medical team a routine decompression schedule of the dive team commenced.

Decompression was completed on the 22[SUP]nd[/SUP] September following which all Divers were given a thorough check by a doctor. Diver 2 also attended hospital for further checks on 23[SUP]rd[/SUP] September and all Divers have received a clean bill of health.

Bibby Offshore would like to praise the skill, professionalism and expertise of the crew of the Bibby Topaz in carrying out the safe recovery of Diver 2.

Glad to hear everyone is ok. I’m sure there was a lot of puckering up in that wheelhouse. Good job guys.

Wow! What caused the DP to stop?

HOLY SHIT! This is exactly the scenario that every dpo and master of a saturation DSV always fears and dreads! I’ve had mutliple thruster failure with a diver out of the bell but thankfully the weather and current was good and we didn’t lose position by much but still it was a true asshole clenching few minutes. What happened with the BIBBY TOPAZ was truly a nightmare and it is a testament to the training and experience of all personnel that the diver with the severed umbilical was recovered alive. I can’t imagine what goes through the mind of a man deep down when he has to go to emergency breathing. I don’t recall they having an emergency disconnect to use but I imagine that they do.

All in all this was hell but it shows that even hell can be survived if the people know what to do then they face it. We all have to ask ourselves, “am I ready”? “What will I do if”?

It also shows that giving people dpo in 15 days and a bunch of simulator “experience” is a fallicy and it is ironic that this incident occurs at the same time that the discussion about this NMD/DnV proposal to reduce dpo desk time. This should be a wake up to the need to more not less experience to certify people in life critical positions!

I don’t think more time on DP would have helped anyone in this scenario, unless you mean practicing rapidly switching to manual control and actually DRIVING the vessel. I think more time practicing MANUALLY holding position would be of great benefit to a whole lot of mariners, particularly the ones who came to the industry after DP had become a mature technology, some of these guys can’t hold station for shit without a computer to do it for them.

[QUOTE=Jones Act;83668]Wow! What caused the DP to stop?[/QUOTE]

Dp doesn´t stop. When you have a sudden change in the weather or a rapid shift in wind direction and force, the DP takes some time to recalculate and counteract these forces. Especially if if you have a headwind and all of a sudden the wind shifts to your beam and picks up 20 knots or so, it´s very hard for the DP to pick up. This is the reason why DPO´s should ALWAYS be aware of what the wind is doing, especially during critical operations such as this was.

[QUOTE=Slowsailor45;83674]I don’t think more time on DP would have helped anyone in this scenario, unless you mean practicing rapidly switching to manual control and actually DRIVING the vessel. I think more time practicing MANUALLY holding position would be of great benefit to a whole lot of mariners, particularly the ones who came to the industry after DP had become a mature technology, some of these guys can’t hold station for shit without a computer to do it for them.[/QUOTE]

I agree with you entirely and to show proficiency in that ability should be required to earn a DPO certificate. Make a DP cert the same as a license I say with levels of proficiency to prove before advancement!

[QUOTE=Jones Act;83668]Wow! What caused the DP to stop?[/QUOTE]

That is the question. Was it engine problem, DP control problem, operator problem or a combination? We may never know, though I hope we do.

[QUOTE=tengineer;83687]That is the question. Was it engine problem, DP control problem, operator problem or a combination? We may never know, though I hope we do.[/QUOTE]

Could have been any number of failures but with 30kts of wind and 4m seas it doesn’t take much before your off station and moving fast!

I am glad everyone is ok!!

[QUOTE=tengineer;83687]That is the question. Was it engine problem, DP control problem, operator problem or a combination? We may never know, though I hope we do.[/QUOTE]

I would like to know what happened to, being in that business.

I looked up the specs on the boat, it was built in 08, Panama flag, class DNV, has a Kongsberg K-POS DP3 system with a entire Wartsila plant. To me that is all top of the line equipment and not very old. Seems strange to loose the DP system like that.

I worked SAT boats for 3 or 4 years, we had a few incidents but nothing like that. Most of our issues was from mates not paying attention to weather, and loosing the satelites and such, I had one captian on a old style Nautronix DP system that hit the hold position button once and never cleared the last position out from the previous location. What a ride that was when he hit ackowledge, the boat thought it was 6 miles off position. lucky no divers in the water yet. That was about 10 years ago when DP was still in it’s infancy

Congratulations to the bridge team! Unfortunately in our industry a license does not require proficiency in anything except test taking. Station keeping manually is a skill set that requires directed training and a great deal of practice.

[QUOTE=c.captain;83686]I agree with you entirely and to show proficiency in that ability should be required to earn a DPO certificate. Make a DP cert the same as a license I say with levels of proficiency to prove before advancement![/QUOTE]

7 minutes from alarm to recovery/ control; 23 minutes to get back on station. Too long, in my book, with a man on bottom in the north sea with no hot water or life support.

We were nearby when this happened but this is the first “report” I’ve heard. We have divers onboard as well (subsea 7) and we heard about it about an hour after it happened. Same basic story but the details are a bit different.

[QUOTE=Azimuth;84049]7 minutes from alarm to recovery/ control; 23 minutes to get back on station. Too long, in my book, with a man on bottom in the north sea with no hot water or life support.

We were nearby when this happened but this is the first “report” I’ve heard. We have divers onboard as well (subsea 7) and we heard about it about an hour after it happened. Same basic story but the details are a bit different.[/QUOTE]

You’re right there…way too long to get that diver back to safety! WTF happened on there?

Lucky, lucky and lucky!

I wonder if the insurance guys read these posts…

ouch unknown fault in Kongsberg RBUS

[QUOTE=powerabout;87010]ouch unknown fault in Kongsberg RBUS[/QUOTE]

I have heard that it is a problem resident in K-POS but not in SDP22. There was something similar happened on the CAESAR (or one of the other Helix vessels) I believe.

how come when they turned the switch to ind jstick or manual they still clearly didnt have control of the thrusters…
thats the big worry!

all quite on the the K Pos front…
I guess the Norwegian government DNV investigating the Norwegian government KB always keep quiet?
I hope the UK HSE dont accept no answer as an answer or some bull/s**t story on bus versus star networks that clearly is trying to say every DP system could have the same fault