This is a work about a maritime accident that occurred in the North Sea the early fall of 2007. In a chain of reactions, the accident harvested three lives; when it could have been prevented all from beginning and the normal operation could have gone through without me writing an assignment about it six and a half year later.
The abbreviation ERRV
The Viking Islay was, and still are (2014-01-24), a UK registered ship in the ERRV class. ERRV is an abbreviation of Emergency Rescue and Recovery Vessel. ERRV ships are at most times laying stand-by alongside to one offshore installation or a “community” of installations with main duty of rescuing/recovering people from the water and ...view middle of the document...
Now when we have covered what kind of ship the Viking Islay is I think it’s time to describe the course of events that led to an accident, and of course, present the accident.
The course of events that lead to the accident
Just before noon on Saturday 22 September 2007 the Viking Islay was departing from the port of Immingham with thirteen people on board, twelve were from the crew, and one was the harbour pilot. About four and a half hour later the Viking Islay arrived at her destination, ENSCO 92, and released the relief vessel that had been acting ERRV while the Viking was in port. On arrival at the offshore installation the weather got logged into the logbook as swell of 1,5 meters, and sea state was estimated to be about 0,5 meters. Now 28-days of standby would begin for the Viking Islay, unless nothing unexpected would occur, of course.
The following night, the first night on board the ship on this turn, the weather put the ship into a rolling motion and caused the anchor chain to bang against something within it’s locker, the sk. Chain locker. It is believed that this banging from the chain disturbed the sleep of the experienced seaman Finlay MacFayen who shared the bulkhead with the locker. If the banging noise disturbed other crewmembers is not known.
On Sunday 23 September no maintenance work was planned, though drills and unexpected maintenance could occur. However, what was planned was emergency drills in the afternoon, but until then time could go slow unless there was any day work to do on board.
On board the Viking Islay there were two day workers employed, these day workers were working, as the title indicate, just daytime. That meant that the two workers stood outside the three-watch system that was in use on board the Viking Islay. The most likely scenario, according to the investigation, is that MacFadyen brought up the subject about the noisy anchor chain to the two day workers, Robert Ebertowski and Robert O’Brien at the breakfast table.
At 0800 the master, together with the 8-12 seaman MacFadyen, took over the bridge watch. MacFadyen told the captain that morning, at around 0900 that the two day workers wanted to go down and tie up the banging anchor chain. Since a helicopter movement from the rig was expected shortly the master said they needed to wait, but they could go tying it up after the movement. When the helicopter movement was over with, around 1000, the master left the bridge and MacFadyen. Mr MacFadyen was then the only man on the bridge at the moment, being in charge of the watch. At around 1055 the two day workers were about to do their task for the day,...