Maritime Safety News Archives - Page 35 of 258 - SHIP IP LTD

Transport for NSW (TfNSW) has recognised volunteer Ian Baker of Marine Rescue NSW with the NSW Maritime Medal 2021 for Safety.

The Safety Medal is awarded every two years to a person or group demonstrating outstanding and sustained effort that promotes safety for the boating and/or maritime community of NSW.

Transport for NSW Deputy Secretary Safety Environment and Regulation Tara McCarthy congratulated Mr Baker for his outstanding and sustained contribution to the boating and maritime community.

“The selection panel agreed that Mr Baker, who has volunteered for more than 45 years in maritime safety, was the stand-out nominee for the Safety medal,” Ms McCarthy said.

“He joined the Australian Volunteer Coast Guard Association in 1975 – one of three services which later merged to form Marine Rescue NSW – and has been dedicated to saving lives on NSW waters ever since.

“As an operational Search and Rescue Support Officer and Coxswain, Mr Baker has participated in more than 400 rescues – which is an amazing achievement.

“He has served in every unit role and earned the respect of everyone he has volunteered with, including members he mentors.

“His passion for boating safety is evident in his running of boat licence and radio courses for the public, as well as courses for Marine Rescue NSW members, plus his devotion of entire weekends to conducting training or rostered boat duty as a skipper.

“TfNSW thanks Mr Baker for his professionalism, dedication and extensive maritime safety expertise.

“These valuable attributes inspire other volunteers to maintain and extend their skills and knowledge in maritime safety for the benefit of the wider community.”

Source: https://www.transport.nsw.gov.au/news-and-events/media-releases/volunteer-of-more-than-45-years-awarded-nsw-maritime-medal-for

A 100-year-old, out-of-service passenger ferry Tourist No. 2 capsized in the Columbia River while moored near Astoria, Ore. on Thursday. There were no passengers on board.

The U.S. Coast Guard said it is responding and that an investigation into the cause of the sinking is underway.

A good Samaritan deployed a boom to contain an initial oil release and minimize potential impact to the environment, said Petty Officer 3rd Class Diolanda Caballero, 13th Coast Guard District External Affairs, who added no oil is being discharged currently.

Photos shared on social media show the vessel listing badly to its starboard side.

The amount of oil spilled and quantity still on board is unknown, Caballero said.

The Coast Guard opened the Oil Liability Trust Fund to hire Global Diving and Salvage to help assist in the cleanup effort, which is set to begin on Friday.

Built in 1924, the wood-hulled ferry Tourist No. 2 has carried passengers throughout the Pacific Northwest, and was even used by the U.S. Army during World War II.

The historic vessel, which is listed on the Washington Historic Register and the National Register of Historic Places, has undergone several refurbishments and a number of name and ownership changes throughout the years. It is currently owned by Christian Lint and had been moored near Wilcox fueling pier in Astoria for approximately a year.

Source: https://www.marinelink.com/news/yearold-ferry-sinks-astoria-ore-498400

Fire erupted on board of passenger ship KM CIREMAI on Jul 28, black smoke billowed from Economy Class Passengers Quarters, where fire started. The ship was said to run trials off Jakarta after repairs including dry docking, she was to enter scheduled service on Aug 3. Undoubtedly, fire and following repairs, will delay her deployment. No injures reported.

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A loaded general cargo vessel had left berth but went to anchor in the river for repairs before proceeding to sea. The pilot showed the Master and Chief Officer his intended anchoring position on the ship’s ECDIS and informed them of his plan to use both anchors, establishing a ‘good spread’ between the port and starboard anchor chains. There were thunderstorms forecast for that afternoon that could bring strong and gusty winds to the area and river water levels were high, causing an outflow current of about four to five knots.

The starboard anchor was let go (position 1 in the diagram). The vessel then manoeuvred to port and, five minutes later, the port anchor was also let go (position 2). The starboard anchor was heaved to four shackles on deck and the port to three shackles in the water. About 15 minutes after the port anchor was let go the pilot informed the Master that the anchoring was finished. The pilot was satisfied with the situation (position 3), but recommended keeping the engine on short standby due to the inclement weather that was due to arrive and the strong river current. Another issue was that the vessel’s stern was only 150 metres from the bow of another ship anchored astern (shown in red in the diagram).

The pilot left the vessel a few minutes later. Unknown to him, the vessel was not in a stable condition and continued to yaw between the anchors.

Even though the vessel astern was only 150 metres away, the OOW set the anchor watch alarm on the ECDIS for a radius of 180 metres. Soon, the vessel was moving astern at a speed over the bottom of about 1.8 knots. At 1602 there was a watch handover; the relieving officer, unfamiliar with the vessel’s ECDIS because he was new, asked why the ship was not in the middle of the ECDIS ‘anchor watch’ circle.

The officer being relieved offered to help familiarise the relieving officer with the ECDIS, but they did not further discuss the vessel’s position at anchor as they went on to other business. About 10 minutes later, the OOW aboard the vessel anchored astern called on VHF radio giving a warning – he had noticed that the general cargo vessel was moving astern toward his vessel.

At 1639, the OOW became aware that they were now too close to the other anchored vessel. He contacted the engine room and engine control was received on the bridge nine minutes later. The Master began using full ahead engine, along with the bow thruster and rudder, to reduce the swing and bring the ship ahead. By this point, the ship was unable to turn to starboard away from the other anchored ship. At 1655, with the first vessel now broadside to the current and pushing on the bow of the other anchored vessel, both vessels were now dragging anchor.

Tugs were requested to help hold and stabilise the vessel. The first tug arrived on scene about 30 minutes later. A further 30 minutes passed before pilots arrived on both vessels, but more tugs were needed to extricate the vessels from their position. Although these arrived some time later, the vessel nonetheless hit a shore dock at a speed of 6 knots before its bow grounded on the river bank. Damage to the two vessels and the dock were estimated at $16.9 million.

Source: https://www.marineinsight.com/case-studies/real-life-incident-two-anchors-are-not-always-enough/

Cruise ship NORWEGIAN PEARL was hit by fishing vessel GABBY G at around 0640 UTC Jul 30 ESE of Nantucket, USA East Coast. Cruise ship left Boston on Jul 29 for a week-long cruise, she wasn’t damaged except maybe some scratches and dents, while GABBY G sustained serious damages in stb bow area, she was taken to New Bedford, probably on tow. NORWEGIAN PEARL resumed voyage and arrived at Bermuda, Ireland Island, on Jul 31.

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