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Or. Maybe the Stadive ? Or the Tharus ? These weren’t drilling rigs however . So don’t think they had any large drilling towers . They were very manouverable vessels supposedly and had DP capabilities . However if as any vessel without power would be very cumbersome. JS
Tony if I remember correctly it was the Northern Producer.
Regards Michael
I was in McNultys a few times in 09, in summer time so cant remember exactly which platform it was, I did take a couple of pics though as there was a couple of men on the pontoons gave a little insight as to the scale. I was in the yard to inspect some vessels that were being prepared for BP Aurora project and the BP project team up in Falkirk asked me for pics.Quote:
Originally Posted by Michael Black
I got banned from the yard by the McNulty project manager as he thought I was a BP spy, he was in the brown stuff with BP regarding other issues so vented his frustration on me.
I know which project manager you are ta!king about. You are right about his attitude, I used to wonder at times how they ever got work in that yard.
I was charge hand rigger there from 93 ( apart from a spell at Amec's yard in Wallsend 02-04) to when it went into administration in 2012 finishing up as foreman. Tieing those rigs up was a nightmare, the module's we built were easier, although loading them onto the barges could be hectic.
Regards Michael
To give those not aware how the weather is measured at sea it is usually on the Beaufort Scale 1 to 12.
Without going into sea descriptions wave and swell heights the following is when it starts to get a bit queasy
1 to 5 nothing to worry about
Force 6....22 to 27 knots
Force 7 ...28 to 33 knots
Force 8....34 to 40. Knots
Force 9....41 to 47 knots
Force 10.. 48 to 55 knots.
Force 11...56 to 63 knots
Force 12.. 64 to the sky’s the limit hang on to your hat.
JS
10 nautical miles = 11.51 statute miles.
Hmmm – Nice one Ivan! You got it spot on.
I would love to see the mooring plan. Before you consider tying up a unit like this you must inspect the quay – check the SWL of the bollards; there is sufficient depth etc. Then your engineers will make a plan as to how you will moor the vessel. Your engineers should then produce a chart where: against the wind from every direction and every force up to the 10 year (depending on your policies) high for the area; the percentage of SWL on each of your moorings for said wind direction / force is calculated and shown. If your specific weather forecast shows that the percentage of the SWL will be above 50 (depending again on what your procedure is and what rules you are working to) then you have a contingency – usually move off the berth and weather it out.
So several things were not happening here. And when you look at the state of the company it is hardly surprising: This was the Valeris DS-4. I have reliable information that the Valeris DS-3; DS-5 and DS-6 (all drillships like the DS-4 built 2010 – 2011 for something like $725m each ) were sold to a scrapyard in Turkey in July of last year. So the Engineering Department will be rather thin – and the 8 persons left on board to look after this large expensive bit of kit will be run ragged.
I worked in the offshore industry; on chain and wired moored drillships, also DP as this was. I know what happens when one is laid up. Coastguard should slap a huge bill on them. The Hunterston port authorities should not let them back into the port before satisfying themselves that they have all procedures in place – and charge them (taking into account the above – I would get the money two or three months in advance) a healthy premium for berthing. ABS (who class this thing) need to get their act together.
As we used to say – unf***inbelievable in this day and age. Next to a nuclear power station…..
When I boarded a vessel for inspection/survey for whatever purpose that was ABS Classed, I knew that something would be wrong, their surveyors seemed to have the attitude of 'that'll do' Even Congress gave them and the USCG a slating a few years ago as being unfit for purposeQuote:
Originally Posted by Kenneth Crawford