gCaptain has staff in Kenner and is currently live blogging the first day of the hearings.
Today’s hearings:
Deepwater Horizon Hearings – Live Blogging
Tomorrow’s, and future, hearings will be posted here:
Deepwater Horizon Investigation - Live Blogging
I missed Capt Smith’s testimony. What were each of the parties hinting at about the Master / OIM relationship? I don’t think it was an issue in this incident.
Who is the guy doing most of the questioning from the podium? Is he an MMS hand or Coastie… or just someone reading from a list of board pre-determined questions?
the podium is for people of “special Interest”. The most active (and uninteresting) of which is the Marshall Islands rep… but the TOI and BP lawyers have been fairly active as well.
Here we go again. Underway versus not underway. An OIM is not going to understand Rules of the Road definitions. The definition of underway is in the COLREGs. Someone needs to point out to Capt H on the board that the MODU Code exempts MODU’s from the COLREGs when on location. “On location” is defined by U.S. Customs interpretation.
When I was a new Transocean Captain, I was told I was in charge of the vessel’s safety and security, ALL the time. My boss, the OIM just happened to be down the hall instead of a Port Captain at a desk. There’s no difference in the Captain’s responsibilities between a Transocean Captain and other ship.
I’ll admit I don’t know my MMS rules very well. I went looking after watching the MMS board member go on about an LTA on a crew boat alongside the DWH. I can’t find the reporting requirements like the USCG has in 46 CFR 4 and 5. Anybody know where to find this?? It’s pretty clear who reports what in Title 46.
Those of you offshore may want to ask for copies of accident reports the client submits to MMS. It may not look the same as what you write on the 2692.
[QUOTE=Orniphobe;33813]Here we go again. Underway versus not underway. An OIM is not going to understand Rules of the Road definitions. The definition of underway is in the COLREGs. Someone needs to point out to Capt H on the board that the MODU Code exempts MODU’s from the COLREGs when on location. “On location” is defined by U.S. Customs interpretation.
When I was a new Transocean Captain, I was told I was in charge of the vessel’s safety and security, ALL the time. My boss, the OIM just happened to be down the hall instead of a Port Captain at a desk. There’s no difference in the Captain’s responsibilities between a Transocean Captain and other ship.[/QUOTE]
I agree that the Captain is in charge of safety and security at all times, however who was signing the Permit To Work, was it the OIM or he Master?
Very interesting wrap up from BP:
http://energycommerce.house.gov/documents/20100527/BP.Presentation.pdf
[QUOTE=Orniphobe;34160]Those of you offshore may want to ask for copies of accident reports the client submits to MMS.[/QUOTE]
No need, they can all be viewed online:
http://www.gomr.mms.gov/homepg/offsh...ctreports.html
Here is the MMS guidance on incident reporting from the Federal Register:
http://www.mms.gov/federalregister/P...57-4-17-06.pdf
[QUOTE=Orniphobe;33813]Here we go again. Underway versus not underway. An OIM is not going to understand Rules of the Road definitions. The definition of underway is in the COLREGs. Someone needs to point out to Capt H on the board that the MODU Code exempts MODU’s from the COLREGs when on location. “On location” is defined by U.S. Customs interpretation.
When I was a new Transocean Captain, I was told I was in charge of the vessel’s safety and security, ALL the time. My boss, the OIM just happened to be down the hall instead of a Port Captain at a desk. There’s no difference in the Captain’s responsibilities between a Transocean Captain and other ship.[/QUOTE]
Sadly, your not joking. Today in email world, it’s just as easy to micromanage from shore as well as down the hall.
You must face the reality…as a captain in the oilfield, you will always be a prostitute of the dinosaur drilling culture that will always run the oilfields, independent of their location, down the hall or ashore.
They only need your license.
There is very much a cultural difference between deepsea and offshore, I have to assume you have never sailed (as a captain) deep sea?
Your responsibilities may be the same, or similar, but your command of the vessel is an illusion…I can assure you.
By the time the OIM has the rig on fire, how effective is your control of the “safety”? How much time do you have to be “in charge of safety”
whenever I see people tell me they are “in charge” of something offshore…it makes me chuckle.
I loved the captains testimony…Showing the bp guys how to play with the dp simulator…whilst the wellsite leader (polished name for company man) was turning the rig into a crematorium.
It looks like that Colreg is quite clear about who is in charge of a vessel underway. My question now is, how is it possible that a flag state issue a Minimum Safe Manning certificate which requires only an OIM while “in location” and no Master on a self-propelled dynamic positioned Vessel?
I now learn that for Marshall Islands is it perfectly safe to leave a self-propelled, dynamically positioned vessel without a Master. Why the Coast Guard did not question this MSM? Is it “on location” a legal maritime term? And by the way, Mr. Bnhpr, a SELF-PROPELLED MODU is not exempted by the COLREG when in location: a question, do you display your Red-White-Red? I hope so, these are in fact the lights signal for vessel restricted in her ability to manoeuvre, as per COLREG Rule 27.
Why don’t we have on airplanes an “Airline Installation Manager” without the wildest idea about air navigation, without pilot license so that we can leave the pilots at home because a piece of paper says that we do not need them, does it sound like a great idea? Of course only when the plane is “in location”, which is ONLY when cruising at an altitude of 5,000 ft. what a wonderful idea.
[QUOTE=CaptVal;34681]http://www.dvidshub.net/?script=video/video_show.php&id=86721
do you display your Red-White-Red? I hope so, these are in fact the lights signal for vessel restricted in her ability to manoeuvre, as per COLREG Rule 27.
.[/QUOTE]
No, you should display your obstruction lights per 33 CFR 67. See MODU Code 14.7.1 “The requirements of the Convention on the International Regulations for Preventing Collisions at Sea in force should apply to each unit except when stationary and
engaged in drilling operations.”
I’ve had this discussion with USCG District 8 (moc) who actually talked to their legal folks for me. They use the U.S. Customs interpretation of on location. If you were underway, everyone and all cargo coming to the rig would have to clear customs. Transocean last year sent us a court ruling that cleared it up some. You have to be spudded in to be on location. We previously considered ourselves on location once transponders were deployed.
This is actually consistent with what other countries do, Canada at least. Instead of having Inland and International rules like the U.S., they tack on extra rules at the end. There’s one that says in Canadian waters in lieu the lights for a vessel underway, a MODU on location shows these obstruction lights and these sound signals.
Not sayiing it’s right, but that’s my read on it.
[QUOTE=Orniphobe;34782]No, you should display your obstruction lights per 33 CFR 67. See MODU Code 14.7.1 “The requirements of the Convention on the International Regulations for Preventing Collisions at Sea in force should apply to each unit except when stationary and
engaged in drilling operations.”
I’ve had this discussion with USCG District 8 (moc) who actually talked to their legal folks for me. They use the U.S. Customs interpretation of on location. If you were underway, everyone and all cargo coming to the rig would have to clear customs. Transocean last year sent us a court ruling that cleared it up some. You have to be spudded in to be on location. We previously considered ourselves on location once transponders were deployed.
This is actually consistent with what other countries do, Canada at least. Instead of having Inland and International rules like the U.S., they tack on extra rules at the end. There’s one that says in Canadian waters in lieu the lights for a vessel underway, a MODU on location shows these obstruction lights and these sound signals.
Not sayiing it’s right, but that’s my read on it.[/QUOTE]
Colreg, rule 3:
i) [I]The word “underway” means that a vessel is not at anchor, or made fast to the shore, or aground.[/I]
Is this applicable to a self-propelled, dynamic positioned MODU? My answer is yes. For custom purposes the MODU can be considered “in location”: however in case of a DP vessel, she is underway at all times and an unlimited STCW Master must be in charge.
[QUOTE=bnhpr;34475]
Your responsibilities may be the same, or similar, but your command of the vessel is an illusion…I can assure you.
By the time the OIM has the rig on fire, how effective is your control of the “safety”? How much time do you have to be “in charge of safety”
whenever I see people tell me they are “in charge” of something offshore…it makes me chuckle.[/QUOTE]
Attached is an older (it’s what I have with me) version of Transocean’s “Designation of PIC” letter that is posted on the bridge of every Tranoscean rig. It is Transocean’s official policy regarding who is in charge and when for that vessel.
But, I’m sorry, bnhpr, Orniphobe and the letter all all wrong. It’s not the Captain or OIM, it’s the Rig Manager that’s in charge and anyone who says otherwise is clueless.
That they hearing committee did not question him (I don’t even know his name) is nuts.
(Orniphobe: can you upload that court ruling as an attachment, I’d like to take a look)
One more point…
The designation as a Self Propelled MODU was created for moored rigs that had propellers (Think the original d534, Seven Seas before they got DP, and there are still moored drillships out there).
But the DWH was dynamically positioned… so their manning requirements should have fallen under [FONT=Times New Roman]Schedule DPV of MI Document 7-038-2 .
So why did the the MI lowered the designation of the DWH to Schedule A?[/FONT]
[QUOTE=cmjeff;34846]Attached is an older (it’s what I have with me) version of Transocean’s “Designation of PIC” letter that is posted on the bridge of every Tranoscean rig. It is Transocean’s official policy regarding who is in charge and when for that vessel.
But, I’m sorry, bnhpr, Orniphobe and the letter all all wrong. It’s not the Captain or OIM, it’s the Rig Manager that’s in charge and anyone who says otherwise is clueless.
That they hearing committee did not question him (I don’t even know his name) is nuts.
(Orniphobe: can you upload that court ruling as an attachment, I’d like to take a look)[/QUOTE]
Actually, your wrong, the accountant that the rig manager works for is actually in charge!
Who is responsible and accountable? Is what the govt lynch mob will decide…
Should be interesting…
[QUOTE=cmjeff;34848]One more point…
The designation as a Self Propelled MODU was created for moored rigs that had propellers (Think the original d534, Seven Seas before they got DP, and there are still moored drillships out there).
But the DWH was dynamically positioned… so their manning requirements should have fallen under [FONT=Times New Roman]Schedule DPV of MI Document 7-038-2 .
So why did the the MI lowered the designation of the DWH to Schedule A?[/FONT][/QUOTE]
It all depends on what the flag state requires on their Minimum manning certificate. It’s something that the USCG and flag state agencies have turned a blind eye to for a long time. The rationale is that “those boys know what they are doing”
For Marshall islands, sadly, the vessel owner tells them what to put on the minimum manning certificate. Every vessel is different, but typically, they only require OIM, Captain and a maintenance supervisor and asst maintenance supervisor. All aforementioned licenses are what we call “wipe yur arse” tickets. The night cook can get one with a few rig moves, a couple classes and a creative sea letter…takes about 4 years offshore in nearly any capacity. I suspect this will change drastically.
Inversely, TOI have 1 US flag drillship, and she is manned very different. The Vanuatu flagged vessels are manned slightly better, because of minimum manning requirements (Capt, Mate, Chief eng, 1st,2nd etc) And unlimited licenses only. Vanuatu doesn’t recognize any wipe yur ass tickets except OIM.
[QUOTE=cmjeff;34846]Attached is an older (it’s what I have with me) version of Transocean’s “Designation of PIC” letter that is posted on the bridge of every Tranoscean rig. It is Transocean’s official policy regarding who is in charge and when for that vessel.
But, I’m sorry, bnhpr, Orniphobe and the letter all all wrong. It’s not the Captain or OIM, it’s the Rig Manager that’s in charge and anyone who says otherwise is clueless.
That they hearing committee did not question him (I don’t even know his name) is nuts.
(Orniphobe: can you upload that court ruling as an attachment, I’d like to take a look)[/QUOTE]
Two roosters, one henhouse…recipe for disaster.
How does the crew know whos “in charge” at any point in time?
Does the well have to be secured before change of command?
Lots of interpretation there. I expect the USCG to eat them alive.
Sounds like the subsea engineer finally gave up on trying to figure out who was in command, and hit the button himself.
Read below:
[B]Testimony of Chris Pleasant, Transocean, subsea supervisor:[/B]
Chris Granger / The Times-PicayuneMembers of the Deepwater Horizon Joint Investigation team, from left, are: Lt. Robert Butts, USCG; Ross Wheatley, USCG; Capt. Hung Nguyen, USCG; David Dykes, MMS; Jason Mathews, MMS; and John McCarroll, MMS.
Moments after explosions rang out and set the Deepwater Horizon on fire April 20, the man in charge of the blowout preventer that’s supposed to close the well on the sea floor said he asked the captain to hit an emergency disconnect system.
“Calm down! We’re not EDS’ing,” Capt. Curt Kuchta told subsea engineer Chris Pleasant, according to Pleasant’s testimony Friday before a Marine Board panel investigating the incident.
But about 30 seconds later, with total chaos on the rig, Pleasant decided on his own to hit the emergency button, which would trigger the blowout preventer’s shear rams to close the well and unhitch the rig. It didn’t work.
“It went through the sequence at the panel, but it (the signal to disconnect) never left the panel. I had no hydraulics,” Pleasant recalled.
He said it was about four or five minutes later when Kuchta decided it was time to get the rig off the well.
"The captain asks Daun Winslow (a visiting Transocean official), ‘Do we EDS?’ The captain comes over and tells me to EDS, not knowing I already hit the button."
Pleasant said he had the authority to activate the emergency disconnect.
“I am the authority,” he said. “It’s my equipment.”
[QUOTE=bnhpr;34891]Two roosters, one henhouse…recipe for disaster.
How does the crew know whos “in charge” at any point in time?
[/QUOTE]
Very relevant point!
[QUOTE=bnhpr;34891]But about 30 seconds later, with total chaos on the rig, Pleasant decided on his own to hit the emergency button, which would trigger the blowout preventer’s shear rams to close the well and unhitch the rig. It didn’t work.
“It went through the sequence at the panel, but it (the signal to disconnect) never left the panel. I had no hydraulics,” Pleasant recalled.
He said it was about four or five minutes later when Kuchta decided it was time to get the rig off the well.
"The captain asks Daun Winslow (a visiting Transocean official), ‘Do we EDS?’ The captain comes over and tells me to EDS, not knowing I already hit the button."
Pleasant said he had the authority to activate the emergency disconnect.
“I am the authority,” he said. “It’s my equipment.”
[/QUOTE]
So the Subsea is the authority… what a big mess…
[QUOTE=CaptVal;34909]Very relevant point!
So the Subsea is the authority… what a big mess…[/QUOTE]
Although sadly, too late…at least someone had the sense to try to get off the well.
When he said “I had no hydraulics”, I realized they waited too long, deliberating. Surface controls were gone, engines offline.
Checkmate