This Accident Investigation Report refers to a fire which broke out in a vent stack on Valhall PCP on Wednesday 13 July 2011. It was detected at about 16.37. At that time, a vessel had arrived and crane operations were under way on the south-eastern side of the facility. Staffing on the Valhall field centre totalled 626 people at the time.
The incident occurred on Draugen in connection with a wireline operation in a well. The well was completed and started producing in 1994. Since January 2010, the well has been shut-in. Planning for the wireline operation started in the 4th quarter of 2009. During a planned test, it was discovered that the hydraulically operated main valve in the Xmas tree was not tight, which would entail repair or replacement. The wireline operation was therefore postponed until the main valve had been fixed. At the end of November 2010, the main valve had been repaired, and the implementation of the planned wireline operation could start again.
The following tables summarize some findings from the PSC inspections conducted in the main PSC MoU areas (Black Sea MoU, Mediterranean MoU, Indian Ocean MoU, Paris MoU and Tokyo MoU) during last month. Data have been also gathered from various Coast Guard agencies and are presented in each month’s report. Data from other PSC MoUs (Vina del Mar, Abuja MoU, Riyadh MoU) could not be extracted at the time this report has been issued and therefore were not included.
| PSC MoUs | Black Sea | Mediterranean | Indian | Paris | Tokyo |
| Total Inspections | 599 | 411 | 551 | 1650 | 3651 |
| With Deficiencies | 446 | 232 | 355 | 1214 | 2524 |
| Without Deficiencies | 153 | 179 | 196 | 436 | 1127 |
| Detentions | 14 | 19 | 31 | 54 | 154 |
On 20.00 on 2 June 2010, the Finnish dry cargo vessel NAJADEN and the car carrier PALMELA informed to the VMC-ZWN Traffic Control Centre in southwestern Holland controlling the Caland Bridge that they needed the bridge to be opened so that they could sail from the Brittanniehaven towards the Caland Canal. The PALMELA reported first, and after her the NAJADEN. The NAJADEN told that she wanted to use the same bridge opening as the PALMELA.
On 20 February 2006, a team of Stevedores was engaged in the discharge of steel products from the starboard side of No. 2 hatch of a Cargo Ship which was starboard side to at Jellicoe wharf in Auckland. The team consisted of a Foreman Supervisor and three Stevedores within the ships hold, a Hatchman on deck and a driver operating the ship’s crane.
During activities on the drill floor, a person suffered crushing injuries to the chest and abdomen while working on an access platform on the roof of the driller’s cabin. The incident occurred on 28 February 2009 on a mobile facility. The work being done was installation of a fastening device on the grating on the driller’s cabin at the same time as an LRA (lower racking arm) was used to prepare the core drill string for the next well operation. The injury occurred as the person was crushed between the railing on the access platform and the back of the LRA being operated.
All information presented below are retrieved from ICC Commercial Crime Services (CCS) and IMO Global Integrated Shipping Information System. Information are being updated on a monthly basis.
The semi-submersible “flotel” (floating hotel) Alexander L. Kielland capsized on 27 March 1980 while bridge connected to the steel jacket Ekofisk Edda platform. The flotel lost one of its five legs in severe gale force winds, but not an extreme storm. The accident started with one of the bracings failing due to fatigue, thereby causing a succession of failures of all bracings attached to this leg. It was discovered during the investigation that the weld of an instrument connection on the bracing had contained cracks, which had probably been in existence since the rig was built. The cracks had developed over time, and the remaining steel was less than 50%.
The following tables summarize some findings from the PSC inspections conducted in the main PSC MoU areas (Black Sea MoU, Mediterranean MoU, Indian Ocean MoU, Paris MoU and Tokyo MoU) during last month. Data have been also gathered from various Coast Guard agencies and are presented in each month’s report. Data from other PSC MoUs (Vina del Mar, Abuja MoU, Riyadh MoU) could not be extracted at the time this report has been issued and therefore were not included.
| PSC MoUs | Black Sea | Mediterranean | Indian | Paris | Tokyo |
| Total Inspections | 567 | 458 | 406 | 1464 | 3346 |
| With Deficiencies | 439 | 275 | 224 | 1095 | 2319 |
| Without Deficiencies | 128 | 183 | 182 | 369 | 1027 |
| Detentions | 23 | 33 | 22 | 59 | 134 |
At approximately 1140 hours New Zealand Daylight Time (NZDT) on 15 October 2004, vehicles were being discharged from a reefer vessel. Two gangs from the stevedoring company were operating on board at the time. At about 1140 hours, a 0.5 tonne lifting frame was lifting an approximate 1.0 vehicle from No. 3 hold. The stevedore operating the winch observed the starboard runner wire was starting to unravel. The winch driver immediately lowered the port runner allowing the vehicle to drop onto the starboard deck, as the wire on the yardarm of the union purchase parted.
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Officer of the Watch 