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Cable laying ship sank during fire figjting operations

Fire erupted on board of a cable laying ship at around 0340 Seoul time Sep 11, west of southern tip of Tsushima island, East China sea. All 60 people on board left the ship and went to nearby smaller cable laying ship, which was working in pair with her. As of 1500 Seoul time, firefighting was still under way, with deployment of Korean SAR and CG ships. Ship on fire wasn’t identified, but according to ships’ tracks in the area and photos, it’s Korean-flagged cable laying ship RESPONDER. No AIS during last 8 hrs as of 0600 UTC 1500 Seoul time) Sep 11.

MV Wakashio Diverted Its Navigation Plan In Relation With
Crew Member’s Birthday – Investigation

The Panama Maritime Authority (AMP), through a delegation of experts in maritime accidents relocated to Mauritius, collaborates with the investigation of the accident of the Panamanian flag ship Wakashio, which is still in the data collection phase.

So far, the competent authorities have been able to confirm that on July 25, the Wakashio ship, owned by the Japanese company Nagashiki Shipping Co. Ltd. (Nagashiki Kisen KK), diverted its navigation plan, approved at the time of sailing from Singapore bound for Brazil. The modification could be related to the celebration of the birthday of one of the crew members.
As far as the evidence shows, it has been known, through statements by the same crew, that the change of course is produced by indications of the captain of the ship, who gave instructions to approach about 5 miles away from the coast of Isla Mauricio, looking for a telephone and Internet signal, so that the crew members could communicate with their families.

It should be noted that the captain of the ship, the chief engineer and the first officer were on the navigation bridge when this improper approach occurred, which caused a dangerous situation alerted, in the first instance, by the Mauritian authorities.

The last position taken in the ECDIS (Integrated Nautical Charts and Navigation Equipment System) was at 1802 LT, and the ship grounding was recorded at 1925 LT.

According to the analysts, with a safe guard and applying good seamanship practices, a proper analysis of the situation would have allowed taking the pertinent actions to correct the course and avoid the accident.

On the navigation bridge there were people with sufficient experience in assessing the problem. An erroneous appreciation of the Electronic Nautical Chart could also be verified, since it seems that the wrong chart was being used and with the wrong scale, which made it impossible to properly verify the approach to the coast and shallower waters, the researchers add in their report preliminary.

The lack of supervision and monitoring of the navigation equipment, the distraction generated when the officer of the watch totally loses the course of the navigation and an “excess of confidence” during the watch, are indicated among the causes that could cause the grounding and sinking Partial of the vessel on a coral reef off Mauritius.

The AMP awaits the result of an interview with the captain, in pre-trial detention, and the first officer, and has requested access to the VDR (voyage data recorder) and other essential ship navigation documents in the investigation, which are in the custody of the Police of the Republic of Mauritius.

The FSO Safer has 157,000 tonnes of crude onboard. By comparison, the Exxon Valdez was merely carrying around 35,000 tonnes when it met with disaster

An environmental time bomb is ticking away in the Red Sea, where over a million barrels of crude oil may very soon leak into its waters, and the world is looking on, seemingly powerless. Perhaps powerless is not the right word. The world certainly possesses the power. What it lacks is the will.
The Ras Isa oil terminal sits forty miles north of Hodeidah, a city controlled by Houthi rebels in Yemen’s protracted civil war. Central to the terminal’s operations is the FSO Safer, a floating storage and offloading vessel. 362 min length, it was originally built as a supertanker in 1976, before conversion to its present role in 1987.

Since 1988 it has been stationed in Yemen – that’s 33 years of sitting in seawater with a particularly high salinity rating and, for the last five or six years, since the onset of the civil war, it has received little or no maintenance. Its physical condition is deteriorating rapidly and there have already been breaches to its engine compartment, though not yet to its tanks, which currently hold 1.148m barrels of crude oil, or approximately 157,000 tonnes. For comparison, the Exxon Valdez was merely carrying around 35,000 tonnes when it met with disaster.

Years of neglect have taken their toll. There are no reliable estimates of the present thickness of the Safer’s hull, but it is not unreasonable to assume that it is down to its last few millimetres in certain places, masked by the presence of a generous coating of marine encrustation. And those who recognise black humour will not be shocked by the irony in its name.
All interested parties, including Yemen’s warring factions and the proxy belligerents of Saudi Arabia and Iran, understand the imminent threat of a catastrophic oil spill, but years of UN dialogue and negotiation shows no sign of resolution. Iran, naturally, will not rein in its Houthi partners, but Iran is nothing if not pragmatic, so a deal must be doable.

As ever, money is central to the impasse. 1.148m barrels of oil are worth just shy $50m at current market prices – a sizeable chunk of money the Houthis are laying sole claim to. And while they are receiving no financial guarantees, they are not permitting UN access to the vessel. They are also dropping strong hints that they have mined the waters around it and rigged it internally with IEDs.

Needless to say, the Red Sea is an ecological wonderland containing one of the world’s largest and most important coral reefs. Its currents and winds alternate in summer and winter, switching between northbound and southbound. An oil spill will either spread north along the shores of the Red Sea’s littoral countries, or south to the coastlines of Djibouti and Somalia, and then out into the wider Indian Ocean, where prevailing currents may sweep it down the coast of East Africa.

The world’s interests in the Safer are being led by the UN, which perversely presents it with an opportunity to demonstrate a purpose beyond being a mere talking-shop. We must not entirely blame the UN though, which is rendered toothless without the committed backing of its member nations, whose political classes use it as a convenient scapegoat for their own inaction and a buffer to hide behind.

The world possesses everything it needs to prevent an unmitigated disaster. It has the military power to secure the location and the technical expertise to secure the ship and its cargo.