# Most compelling maritime disaster stories **URL:** \ **Category:** Uncategorized\ **Created:** [July 18, 2017, 6:57pm UTC](https://forum.gcaptain.com/t/most-compelling-maritime-disaster-stories/45531 "2017-07-18T18:57:34Z")\ **Posts on this page:** 1\ **Showing post:** 31
**Author:** ![ombugge](https://sea2.discourse-cdn.com/flex016/user_avatar/forum.gcaptain.com/ombugge/32/11217_2.png) [@ombugge](https://forum.gcaptain.com/u/ombugge)\ **Post date:** [July 20, 2017, 4:20pm UTC](https://forum.gcaptain.com/t/most-compelling-maritime-disaster-stories/45531/31 "2017-07-20T16:20:46Z")
> [@Gryhpe](#): > > You raise a number of interesting points, and I can say that things improved quite a bit in the North sea when the ships got a bit bigger and more powerful. As far as the Towmaster’s legal responsibility is concerned the US Coast Guard ruled that after the Ocean Express sank the OIM/Toolpusher/Rig Superintendent was in charge and the Rig Mover an advisor. The UK HSE also seem to have taken the same view in the case of the Bourbon Dolphin, ruling that one of the errors was that the Towmaster never informed the OIM about the problems with the ship, which has existed for hours. I have also been given a document signed by an OIM appointing me as Towmaster, and I have been out as a “Marine Representative” effectively looking after the operator’s assets, and therefore being in charge of the ships the rig and the Towmasters. So clear as mud really. That is true. The major change was when the UT 704 AHTS was introduced and became the new standard for offshore vessels nearly everywhere. I posted on this subject in this forum some time back: [History of the UT 704](http://forum.gcaptain.com/t/history-of-the-ut-704/16163) Yes I have also been on all types of rigs and in many different positions during rigmoves and for other purposes. (Sometimes wearing two hats as well. If anything had gone wrong in such situation, it would have been difficult to “talk yourself out of it”) My general rule has always been to ensure that whoever were Person-in-Charge (PIC) were kept informed of any problems, if time permitted, which is not always possible. I also had as a principle that I did not operate any equipment myself, but always ask for somebody in the rig crew to do so. (Incl. the jacking or winch panels, except if I was the PIC) When “the sh\*t hit the fan” I could tell another person which button to press and when, but not doing it myself. Once I had a problem; I was acting as Marine Rep. with strict orders to be “hands-off” observer only. When I joined the first rig it was one were I had been many times before as MWS, but even so always took charge of “talking to the boats”, especially when positioning on platforms etc. They automatically gave me the radio as usual, which caused all kinds of consternation when I told them that I was not allowed to do so. I ended up taking over when tings was about to go wrong approaching a platform, with pipelines in all directions. A few rigmoves later when the same rig returned from a stint at a shipyard, I arrived on board a bit late due to heli-problem and found the rig being towed in circles, awaiting my arrival. --- _[View the full topic](https://forum.gcaptain.com/t/most-compelling-maritime-disaster-stories/45531)._