Friday, July 14,
According to the MAIB, Purdy, a 10 m long, Aquabelle angling boat with the skipper and one guest on board, was preparing to anchor and begin fishing on a shallow sandbank off the East Anglian coast when the Stena Discovery high-speed ferry passed inbound for the port of Harwich. Purdy's skipper turned his boat towards the wash from the high-speed ferry.
The weather was fine with good visibility and a slight sea. As the first wash waves approached Purdy they appeared to grow in height to 4 m and begin to break. The first wave crashed over Purdy's bow swamping the vessel and washing the guest, a John Sibley who had been sitting on the engine casing aft, overboard.
The skipper threw a lifebuoy towards the man in the water and tried to maneuver the boat towards him. The man disappeared from view.
Despite extensive searches carried out by the skipper and the rescue services, his body was not recovered until 12 days after the accident. He had been wearing heavy leather boots and no lifejacket.
An interim recommendation was addressed to both the U.K. Maritime and Coastguard Agency (MCA) and Stena Line BV to carry out route assessment trials with respect to wash generation.
The MAIB is now making further recommendations to the MCA to ensure that all operators of high-speed craft undertake route assessment trials with respect to wash generation as a requirement for issuance of a Permit to Operate. Guidance criteria should be developed on maximum permitted generated wave heights for measuring the efficacy of the route assessment results.
The MAIB's findings are
The Maritime and Coastguard Agency was recommended, as an interim solution, (1) to insist, through the Netherlands Shipping Inspectorate, that Stena Line Holland BV: instruct masters of the HSS ferry to change their passage plan and reduce speed to ensure safe entry to Harwich Haven including the reduction of wash on adjacent sandbanks; (2) begin monitoring the wash in the approaches to Harwich Haven, to ensure the action taken reduces it to within safe limits.
Additionally, the MCA was recommended to (3) instigate through the Thames Coastguard, a marine safety broadcast on VHF radio to warn small boat users of the dangers associated with the wash of the HSS.
Towards a permanent solution, MCA, was recommended to (1) insist, through the Netherlands Shipping Inspectorate, that Stena Line Holland BV carry out a full risk assessment of the approach to Harwich Haven with reference to wash and, as a result, propose a route and speed profile that constitutes a permanent solution; and (2) liaise with the Netherlands Shipping Inspectorate to ensure that the Permit to Operate and Route Operations Manual are endorsed with the requirement for a full risk assessment with reference to wash, and for all likely areas of wash to be identified, and action taken to avoid it.
In recommendations to small boat users, the MAIB reminded all users of small craft of the dangers that can arise unexpectedly from the wash of passing vessels. In deciding whether to wear lifejackets, it should be remembered that no harm comes from wearing them in even the most benign conditions, and that they may save lives if an unexpected event occurs.
Other recommendations made at the completion of the investigation:
The Maritime and Coastguard Agency is recommended to:
The Hydrographic Office is recommended to:
U.K. Maritime and Coastguard Agency
The MCA says it is considering the recommendation that it establish maximum wave height criteria for measuring the efficacy of the route assessment results.However, the MCA believes that the risk assessment approach allows for flexibility in terms of the differing requirements of an area and along specific areas of a route.
On the recommendation that it raise the subject of appropriate international
regulations at IMO, the MCA notes that it is proposing
to submit a paper to IMO later this year. This paper will draw
on a research project commissioned by the MCA and aims to inform
the next review of IMO's High Speed Craft Code.
Cammell Laird to refurbish sub for Canada
HMS Unseen is an SSK Upholder (Type 2400) diesel-powered conventional submarine built at Birkenhead for the Royal Navy. It is one of four conventional submarines that are to be transferred from the Royal Navy to the Royal Canadian Navy over the next few years, All four have been mothballed since the mid-nineties following the U.K.'s decision to pursue an all-nuclear submarine policy.
BAe Systems, Barrow-in-Furness, was awarded the contract from both the Royal Navy and Royal Canadian Navy to reactivate, refurbish and modernize all four submarines prior transfer to Canada. The transfer involves a lease/purchase deal between the UK and Canadian Governments.
The HMS Unseen was launched in 1989 and is one of the many submarines originally built at Cammell Laird's Birkenhead shipyard in the 1980's and has returned to her birthplace for drydocking prior to transfer to the Royal Canadian Navy.
The submarine arrived in Cammell Laird's
Merseyside yard on July 4th and is expected to stay in dry dock
for some 40 days prior to transferring to the yard's wet basin
for a further 15-20 days. During the drydocking period, work
will include renewal of the tailshaft bearings as well as a few
other repair and refurbishment items required while the vessel
is out of the water. It will then undergo trials and crew training
at the yard's wet basin prior to sea trials.