Fraqrat wanted a response, I felt it was important to point out that this rule bending practice is idiotic and will end in a ugly accident when the luck runs out on a crew.
This time was pure dumb luck that it did not end up in a environmental disaster.
We all suffer because of retarded accidents and the rules that follow.
I know, but you are lucky there are at least a couple of Norwegians that can keep it interesting and grumpy old men with pointy sticks happy. The sea lawyers and black gang malcontents will NEVER be satisfied or happy.
Keeping Fraqrat busy looking for silly pictures also is a plus.
From gcaptain: Jake Shearer Incident: Stricken Fuel Barge Safely Anchored in British Columbia
Looks like a close call, crew on the barge got it anchored up inside a mile off.
Update ā The tug Gulf Cajun towing the previously-detached fuel barge have been safely anchored in Norman Morison Bay, BC for inspections, the Canadian Coast Guard said Tuesday. Booms have been placed around both vessels as a precaution and no pollution observed.
A fuel barge that had detached from an U.S.-flagged tugboat off of British Columbia in bad weather is currently under tow to protected waters, according to the latest information available on the incident.
The laden barge broke free from the American-owned articulated tug Jake Shearer on Sunday and came dangerously close to running aground near Goose Island rock grouping southwest of Bella Bella. The barge is laden with 3.5 million liters of diesel and 500,000 liters.
After becoming detached, two crew members on board the barge were able to drop anchor, bringing the barge to a halt less than one mile from Gosling rocks just to the south of Goose Island.
According to the Canadian Government, the rescue tug Gulf Cajun arrived on scene Monday morning and was able to attach an emergency attached tow line to the barge as additional equipment was being mobilized to the area.
As of Monday afternoon, the tug and stricken barge were underway with an escort from the CCGS Gordon Reid, which arrived on site on Sunday.
āTug & barge are in transit 3 miles off the #BC central coast CCGS Gordon Reid is escorting the tow. Given weather forecast, aim to position barge in protected waters to assess condition & await another pusher tug,ā the Canadian Coast Guard tweeted at 1:36 P.M. āNo pollution observed & no hull damage,ā the twee added.
The two crew members on board the barge are reported safe.
The Heiltsuk First Nation of Bella Bella said the incident highlights the need for greater marine response capabilities along B.C.ās inland passage and improvements to oil spill response in the region.
The incident comes barely a year after the tug Nathan E. Stewart ran aground and partially sank in the same area, releasing some 100,000 liters of diesel. It took salvors over one month to remove the sunken vessel from the area.
āDuring the response to the Nathan E. Stewart, three liberal cabinet ministers visited Bella Bella promising world-class spill response that has yet to materialize,ā Marilyn Slett, Chief Councillor of the Heiltsuk Nation, said on Monday.
The articulated tug Jake Shearer is owned by US-based Harley Marine Corporation and was en route from Washington to Alaska when it broke free in bad weather.
Western Canada Marine Response Corporation (WCMRC) has been tasked with the emergency response.
āWe are still working with local First Nations, the Province of BC and federal #partners Two crew remain on board the barge to assist in towing efforts. CCG and #partners are continuing to move in assets to Port Hardy and Shearwater,ā the Canadian Coast Guard said in a second tweet.
No argument here. It looks to me for them to end up where they did, they came up the regular route on the east side of Vancouver Island and then rolled the dice to save time. As Kraken says, it could have ended in an environmental disaster.
My Norwegian draft folder is epic!
#memessodanktheysmelllikebongwater
Statement from Harley Marine
SEATTLE, WA, Nov. 27, 2017 /CNW/ - On Sunday, November 26 at approximately 5 pm Pacific time an incident began when the articulated tug and barge, tug JAKE SHEARER and barge ZIDELL MARINE 277, reported a series of extreme waves hitting the vessels broadside while traveling northbound south of Goose Island, British Columbia. The large waves caused an alignment problem between the tug and barge and the unit was separated.
The barge was safely anchored approximately one mile from shore in 200 foot depth of water. No damage or contact with any shoreline or vessel occurred, and no environmental pollution has occurred or is suspected. The tug GULF CAJUN was dispatched and towed the barge to safe harbor with the JAKE SHEARER and the Canadian Coast Guard vessel GORDON REID escorting.
The double-hulled barge is loaded with approximately 67,000 barrels of diesel and 11,000 barrels of regular gasoline. The tug is loaded with approximately 2,500 barrels of diesel fuel.
āHarley Marine is working in cooperation with the Canadian Coast Guard, the Heiltsuk First Nation and provincial and federal government agencies to safely address the incident involving the JAKE SHEARER and barge. We are committed to successfully resolving this incident,ā said Captain Rich Softye, Deputy Incident Commander for Harley Marine.
The JAKE SHEARER and barge will be anchored in Norman Morrison Bay until it is determined safe for the vessels to proceed.
That System must have more than one weekness. I sailed on Tugs with the Intercon System and there is no way short of a major failure that you are coming out of the notch. Now Iām sure this is nothing like the weather up there but I have been in CONSTANT 30 footers. While I will never say it was a great ride, I never doubted the Intercon from holding.
V[quote=āLee_Shore, post:19, topic:46714ā]
This forum would be sooo boring without constant Norwegian ridicule riling up foul mouthed grumpy old men with pointy sticks, sea lawyers and black gang malcontents.
[/quote]
What say @Fraqrat , should we request @john put out a āblack gang malcontentā t-shirt? Iām in. Big thanks and tip of the hat to @Lee_Shore.
Prefer the logo on the back with perhaps a pocket T with some embroidery over the pocket like āquid est veritasā or āit should be alrightā. Of course as ambassador I expect you to come up with a nice sly but effective Norge Easter egg in the main malcontent logo.
The nearest weather buoy is Station 46204 - West Sea Otter
I think this is the weather data, it matches the current data
According to the company statement the incident was November 26 at approximately 5 pm Pacific time - but unless I missed something looking at the data below I donāt see much over 4 meters on the 26th.
#yr mo dy hr mn degT m/s m/s m sec sec degT hPa degC degC degC nmi hPa ft
2017 11 28 21 00 240 12.0 15.0 6.9 15 MM MM 1006.3 9.4 9.7 MM MM +3.0 MM
2017 11 28 20 00 240 13.0 17.0 8.1 13 MM MM 1005.0 9.2 9.7 MM MM +2.8 MM
2017 11 28 19 00 240 14.0 18.0 8.5 14 MM MM 1004.3 8.9 9.7 MM MM +3.4 MM
2017 11 28 18 00 230 12.0 16.0 7.3 14 MM MM 1003.3 8.9 9.7 MM MM +3.1 MM
2017 11 28 17 00 220 14.0 MM 7.2 12 MM MM 1002.2 9.4 9.7 MM MM +2.4 MM
2017 11 28 16 00 210 15.0 20.0 7.4 13 MM MM 1000.9 9.2 9.7 MM MM MM MM
2017 11 28 15 00 210 15.0 19.0 6.1 11 MM MM 1000.2 9.1 9.7 MM MM +1.3 MM
2017 11 28 14 00 200 14.0 17.0 5.2 10 MM MM 999.8 9.4 9.7 MM MM +1.4 MM
2017 11 28 13 00 210 14.0 MM MM MM MM MM MM MM MM MM MM MM MM
2017 11 28 12 00 200 15.0 20.0 4.7 9 MM MM 998.9 9.5 9.7 MM MM MM MM
2017 11 28 11 00 210 15.0 19.0 4.2 9 MM MM 998.4 9.5 9.7 MM MM +3.8 MM
2017 11 28 08 00 140 19.0 24.0 6.0 8 MM MM 994.6 7.7 9.7 MM MM -4.0 MM
2017 11 28 07 00 140 19.0 25.0 6.1 9 MM MM 996.8 7.7 9.7 MM MM -2.7 MM
2017 11 28 06 00 140 20.0 24.0 4.9 8 MM MM 997.5 7.7 9.7 MM MM -3.7 MM
2017 11 28 05 00 140 20.0 23.0 5.1 9 MM MM 998.6 7.4 9.7 MM MM -5.0 MM
2017 11 28 04 00 140 20.0 24.0 4.4 8 MM MM 999.5 7.4 9.7 MM MM -5.6 MM
2017 11 28 03 00 130 19.0 23.0 4.4 7 MM MM 1001.2 7.5 9.7 MM MM -5.2 MM
2017 11 28 02 00 140 17.0 21.0 3.9 7 MM MM 1003.6 7.2 9.7 MM MM MM MM
2017 11 28 01 00 140 16.0 21.0 3.6 7 MM MM 1005.1 7.5 9.7 MM MM -3.3 MM
2017 11 28 00 00 140 16.0 19.0 3.7 7 MM MM 1006.4 7.5 9.8 MM MM -2.7 MM
2017 11 27 22 00 150 14.0 18.0 3.1 6 MM MM 1008.4 7.7 9.8 MM MM -1.1 MM
2017 11 27 21 00 170 14.0 16.0 3.0 6 MM MM 1009.1 8.3 9.8 MM MM -0.1 MM
2017 11 27 20 00 170 12.0 15.0 2.7 10 MM MM 1009.6 8.5 9.7 MM MM +0.4 MM
2017 11 27 19 00 180 12.0 15.0 2.6 10 MM MM 1009.5 9.0 9.7 MM MM +0.3 MM
2017 11 27 18 00 180 11.0 14.0 2.5 10 MM MM 1009.2 9.1 9.7 MM MM +0.6 MM
2017 11 27 17 00 180 11.0 13.0 2.5 8 MM MM 1009.2 8.8 9.7 MM MM +1.0 MM
2017 11 27 16 00 190 8.0 10.0 2.6 11 MM MM 1009.2 8.1 9.7 MM MM +1.0 MM
2017 11 27 15 00 210 10.0 12.0 2.7 8 MM MM 1008.6 8.1 9.7 MM MM +0.8 MM
2017 11 27 14 00 210 8.0 10.0 2.7 10 MM MM 1008.2 8.1 9.7 MM MM +0.5 MM
2017 11 27 13 00 220 8.0 10.0 2.7 8 MM MM 1008.2 7.8 9.7 MM MM +0.8 MM
2017 11 27 12 00 210 6.0 8.0 2.8 8 MM MM 1007.8 7.5 9.7 MM MM +1.2 MM
2017 11 27 11 00 260 8.0 10.0 3.0 9 MM MM 1007.7 7.7 9.7 MM MM +2.1 MM
2017 11 27 10 00 260 6.0 9.0 3.3 9 MM MM 1007.4 6.8 9.7 MM MM +2.9 MM
2017 11 27 09 00 220 5.0 7.0 3.5 9 MM MM 1006.6 7.3 9.7 MM MM +3.2 MM
2017 11 27 08 00 270 9.0 11.0 3.5 10 MM MM 1005.6 7.3 9.7 MM MM +3.9 MM
2017 11 27 07 00 260 6.0 7.0 3.7 10 MM MM 1004.5 8.0 9.7 MM MM +4.7 MM
2017 11 27 06 00 260 7.0 10.0 4.0 9 MM MM 1003.4 7.3 9.7 MM MM +6.0 MM
2017 11 27 05 00 260 9.0 11.0 3.9 8 MM MM 1001.7 8.2 9.7 MM MM +6.7 MM
2017 11 27 04 00 270 12.0 15.0 4.2 11 MM MM 999.8 8.1 9.7 MM MM +7.9 MM
2017 11 27 03 00 270 12.0 15.0 4.0 10 MM MM 997.4 7.7 9.7 MM MM +9.6 MM
2017 11 27 02 00 270 12.0 14.0 3.9 10 MM MM 995.0 6.7 9.7 MM MM +9.4 MM
2017 11 27 01 00 270 15.0 18.0 4.1 10 MM MM 991.9 6.7 9.7 MM MM +4.9 MM
2017 11 27 00 00 270 16.0 20.0 4.7 10 MM MM 987.8 6.9 9.7 MM MM +0.0 MM
2017 11 26 23 00 180 15.0 19.0 5.1 11 MM MM 985.6 7.5 9.7 MM MM -3.0 MM
2017 11 26 22 00 180 16.0 21.0 4.4 10 MM MM 987.0 8.2 9.7 MM MM -2.1 MM
2017 11 26 21 00 180 16.0 20.0 4.5 11 MM MM 987.8 8.9 9.7 MM MM -0.4 MM
2017 11 26 20 00 190 16.0 20.0 4.2 8 MM MM 988.6 9.0 9.7 MM MM +1.6 MM
2017 11 26 19 00 190 14.0 18.0 4.4 11 MM MM 989.1 9.1 9.7 MM MM +2.9 MM
2017 11 26 18 00 200 16.0 20.0 4.3 11 MM MM 988.2 9.2 9.7 MM MM +3.5 MM
2017 11 26 17 00 200 14.0 17.0 4.0 7 MM MM 987.0 9.0 9.7 MM MM +4.9 MM
2017 11 26 16 00 200 15.0 18.0 4.2 9 MM MM 986.2 9.3 9.7 MM MM +7.1 MM
2017 11 26 15 00 200 14.0 18.0 4.5 7 MM MM 984.7 9.7 9.7 MM MM +6.9 MM
2017 11 26 14 00 200 17.0 20.0 3.9 9 MM MM 982.1 9.6 9.8 MM MM +1.7 MM
2017 11 26 13 00 180 16.0 19.0 4.1 8 MM MM 979.1 10.2 9.8 MM MM -3.5 MM
2017 11 26 12 00 130 19.0 25.0 3.7 7 MM MM 977.8 9.3 9.8 MM MM -6.9 MM
2017 11 26 11 00 90 12.0 15.0 2.9 8 MM MM 980.4 8.3 9.9 MM MM -6.9 MM
2017 11 26 10 00 80 10.0 12.0 3.1 7 MM MM 982.6 7.6 10.0 MM MM -7.1 MM
2017 11 26 09 00 100 11.0 15.0 3.4 15 MM MM 984.7 8.1 9.9 MM MM -7.2 MM
2017 11 26 08 00 100 15.0 MM 3.2 14 MM MM 987.3 8.2 9.9 MM MM -6.2 MM
2017 11 26 07 00 110 14.0 17.0 3.2 15 MM MM 989.7 8.3 9.9 MM MM -5.5 MM
2017 11 26 06 00 120 14.0 MM 3.3 14 MM MM 991.9 8.4 9.9 MM MM -4.8 MM
2017 11 26 05 00 120 14.0 18.0 3.7 16 MM MM 993.5 8.7 10.0 MM MM -4.8 MM
2017 11 26 04 00 130 14.0 17.0 3.5 14 MM MM 995.2 8.8 10.0 MM MM -4.1 MM
2017 11 26 03 00 130 13.0 17.0 3.5 11 MM MM 996.7 9.0 10.0 MM MM -3.8 MM
2017 11 26 02 00 150 12.0 14.0 3.5 15 MM MM 998.3 9.1 10.0 MM MM -2.9 MM
2017 11 26 01 00 140 11.0 14.0 3.6 15 MM MM 999.3 9.3 10.0 MM MM -3.7 MM
2017 11 26 00 00 160 13.0 16.0 3.3 12 MM MM 1000.5 9.7 10.0 MM MM -3.6 MM
Preach, brother
The canadian pacific pilotage association (ppa) came up with a bunch of new regulations after the Nathan Stewart. Basically loaded oil barges are prohibited transiting inside north of Cape Caution. Required to use Hecate (might be able to use principe/laredo in heavy wx, i canāt remember) cargo barges can still go inside, but capts required to be on watch for all the interesting parts. They also increased the number of transits required for āacting asā pilots. If they want to ship two pilots they might be able to transit inside.
Itās a pin boat. The only surface area that should be in contact is the pins. The real question is why any ATB operating in the gulf of Alaska in wintertime uses anything but intercon.
If I read this right at time of incident the significant wave height (Hs) was 4.0 m at a frequency of only 7 sec. which is quite short. (Maybe caused by opposing current?)
In that case the average wave height (Ha) could have been abt.2.5- 3.0 m. and maximum wave height (Hm) MAY have been as much as 7-8 m.
I obviously donāt have any experience with ATBs and the various pin systems, but what are the design criteria (max. holding power) for this type of pin system?
Are there any curves or whatever telling you what those criteria are under different conditions?
Are there any sensors/indication of the pin load while under way?
PS> For those with experience from ATBs, would Hm of 7-8 m. at 7 sec. periods and beam seas get you worried enough to take some action?
Presumably in thirty foot seas you would hove to with the seas ahead? In this case the seas were taken abeam: reported a series of extreme waves hitting the vessels broadside
Given that the tug/barge are free to pitch independently is it plausible that heavy rolling would put a higher load on the equipment?
A major drawback of the original ARTICOUPLE system was that hydraulics were relied on to hold the tug in position in the center of the barge notch. Large side forces out at sea could put a tremendous load on check valves holding the rams out, and failure of a hydraulic hose could lead to an unwanted disconnection.
One of the Bouchard units with the Intercom system was spit out of the notch. Iām not sure of the details myself. If I remember correctly Intercon pins can be manually operated with a socket wrench. May not be fast but a nice feature. If the Articouple system is strictly hydraulic several things could go wrong. Power failure, pump or motor come to mind first. Iāve only seen 18 to 20 foot seas on an Interco equipped boat myself. A little wet on deck but no worries and the tug and barge completely in sync. The Articouple boats Iāve been on seem to be out of sync a little bit on the rolls in 12 to 15 foot seas.
I think it has been said before that the Harley ATBs are not worth a shit and am beginning to see that there is some truth to this. Do I assume correctly that all the Crowley and Kirby ATBās working out here on the West Coast are fitted with Intercon systems?
All offshore barges have emergency pick up lines on them, both wire boat and ATBs. The question is, do officers have any wire boat experience or are they all professional ATB guys?
This was one of my worries before I retired. I was lucky to sail with some really great Boat Handlers but I have also sail with a couple of Captains that moved up the ranks on ATBās and had very little to no Wire experience. Iāve been retired for around 10 years now so I can only imagine that itās only got worse and some of the stories that Iāve heard from some friends I agree that only Intercon Systems should be used.
As far as I know Crowley only used Intercon. Kirby does have some Intercon but a lot of their boats have a much lighter system on them. Iāve heard them called a āWatch Pinā System.
Kirby has a mix of both to my knowledge on the west coast.
Revised Sept 15 2027