Several websites post during storm season with the Mariner’s 1-2-3 rule avoidance areas superimposed right on the tracking chart.
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Very likely that the Deepwater Asgard would not flounder but as the third mate of El Faro put it to Capt. Davidson - “This ship is solid it’s just all the all the associated bits and pieces,” Riehm said. “The hull itself is fine — the plant no problem. It’s all the (expletive) that shakes and breaks loose.”
Lots of shit to shake loose there:
Hidden flaw are more likely to manifest themselves in heavy weather exactly when the crew is least likely to be deal with problems effectively .
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Ahh, so true.
This is a Drill ship that was in operation in deep water GoM, not a trading ship underway that could alter course and/or speed to avoid the storm.
When a storm warning is receive 48-72 hrs. in advance the predicted track is uncertain. The time it takes to get underway depends on the type of operation in progress and water depth on location, but COULD be 48-72 hrs. as well. (Pull out of the hole, secure the well, disconnect LMR, pull the riser and lay down drill pipes and riser joints)
To get back on location and resume operation COULD take an equivalent time.
That say something about the incentive to remain on location.
BTW; a drill ship like this, operating on DP can change heading while remaining on location. (360 degr. if necessary)
It may have been prudent to pull out of the hole, secure the well and disconnect as the storm approached and if the storm track indicated a close approach.
That would shorten the time to get away if a direct hit by a strong storm was likely.
Making a “Falling Object Survey” and lashing loose gear when bad weather is expected is just good seamanship
(Unfortunately not always available on Drill ships)
The possibility of a total propulsion failure is small on a DP3 classed Drill ship, with electric driven thrusters and multiple generator in two separate and redundant generator rooms. (No, I did NOT say impossible)
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The possibility of a TOTAL propulsion failure is small. What do you think are the possibilities of a partial propulsion failure sufficient enough to cause loss of position and/or heading? When the vessel is positioned within the 34 knot wind field of a storm system?
I never said it was the right decision. I actually said they should have run. But that decision ultimately rested with the Master based on anticipated track and knowledge of his vessels capabilities.
As for capabilities, these things are designed to continue working, holding station on DP typically in 50 knots of wind and 30 ft seas. They generally will hold station un-latched in 60+ knots and even higher seas. As for all that could shake loose, its not as much as you might think. There are dally inspections all that gear to reduce potential dropped objects to near zero. Thats an industry standard. It’s not unheard of to see micro-bursts out there and if things just broke loose all time we’d all be out of a job. I was on a moored DP semi at one point and we unlatched and held anchors with DP assist in 60ft seas and the anemometer pegged out at its max of 99kt. After it subsided we latched back up and went back to work. We certainly didn’t sue.
With the DP3 and power management system on that particular class of rig? Extremely small.
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DP3 means 100% redundancy for all systems involved in station keeping and power supply.
The possibilities of multiple failures, causing the ship to lose station keeping ability is small. I don’t have a figure to quote, but it should be close to zero.
The most like scenario where that MAY happen would be loss of reference, or simultaneously collapse of the DP computer systems . I don’t know if anybody can see a situation where that could happen. (??)
The Deepsea Asgard is a standard DMSE 12000 Ultra deepwater Drillship with the attached specs.:
???
We are talking about hurricane force wind (>64 kts.)
If you cannot stay in location and drilling in 34 kts. sustained wind you better not even be out there.
I was referring to latent errors in general, things that only become problems in heavy seas, not literally objects that are not properly secured. Could be equipment failure or human error.
It may have been filed is state court in Houston. You can get free access to pleadings filed in Harris County.
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I knew exactly what you meant by latent errors. And the reality is the latent errors never reveal themselves when everything is hunky dory. Mr. Murphy likes to ride in during a shitstorm.
Stena IceMAX - undesired events offshore Nova Scotia, Canada, 4th December, 2015
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With intact propulsion, sure. What about when in WCFDI status?
West Central Florida Driver Improvement] ???
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It’s not limited to West Central Florida, the whole state needs remedial training.
Yeah I was taking prior comments too literally. Certainly latent errors will be found at the most inopportune time. But still the worst case failure per the FMEA should really be limited. If you lose an entire switchboard or engine room to a fire, then yeah, losing two thrusters (swbd fire), or 33% of power (engine room fire) it will definitely drop your watch circle in a storm to zero pretty quick. Unlike that Stena rig, these TOI ones run closed bus, so they never would have lost thrusters just because engines tripped offline. And their engines run on a different (proprietary) philosophy so those hunting issues wouldn’t have been as catastrophic as the IceMax experienced.
I think we can all agree that by not taking early action it greatly increases risk of failure in face of a hurricane. But I’m still at a loss on the legal liability.
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Been on a few drillships in the GOM facing huriccanes. All closed in the well and went for safe areas to wait. Its not hard and its in the SMS or contingency plan of the oil company that hires the driller.
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I’d put the lawsuit in the “bits and pieces” category, one of the things that unexpectedly got shook loose was these crew members and their lawyers.
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Early action and avoidance is/was looked upon in early years as not warranted. I told the bean counters eff off. If I sailed/diverted course to avoid problems,no skin off their ass other than we may be late. Took a wide path with a slow rig. Yes, we broke some shit sometimes, but got there in one piece and delivered the cargo. Sue me.
The suits are filed in Texas state court in Harris County. Look at suit no. 2021-09534 / Court: 164.
The plaintiffs are American seamen, and the defendant is the Texas, USA arm of Transocean Drilling USA, the Houston, Texas branch of Transocean Offshore Deepwater Drilling, Inc., and Houston-based Beacon Offshore Energy, LLC.
They filed in state court in Texas so that they can get a jury trial, instead of only a judge in federal court. Texas juries are well known for their generosity. State courts are also much less likely than federal courts to grant summary judgment to the defense.
Texans against Texans. That will be a hoot. Chime in Davy Crocket, my hero of heroes.