Shipplatform Collision Incident Database 2001

HSE
Health & Safety

Executive
Ship/platform collision incident

database (2001)
Prepared by Serco Assurance

for the Health and Safety Executive 2003
RESEARCH REPORT 053
HSE
Health & Safety

Executive
Ship/platform collision incident

database (2001)
J K Robson
Serco Assurance
Culham
Abingdon
Oxfordshire
OX14 3ED
United Kingdom
This report covers work carried out by MaTSU at the request of the Offshore Division of the Health and
Safety Executive (HSE) to update the database of collision incidents on the UKCS and the collision
frequency analysis provided in the report of MaTR0447.
Data has been collected from a number of collision incident record sources to confirm or complete
previous records and to expand the database up to October 2001. The database has expanded from
494 records in MaTR0447 to 557 records. The database of operating experience has been recompiled
and extended to encompass all mobile and fixed installations operating on the UKCS and takes into
account recent abandonments.
The database has been sorted into incidents involving passing vessels and attendant vessels.
Fortunately, over the whole period of the study, collision incidents involving the former have occurred
only 8 times. Nonetheless, the potential exists for major structural damage, possibly even catastrophic,
from even a glancing blow by a passing merchant vessel.
As in the previous report (OTO 1999/080) the main database only includes actual collisions and does
not include near misses. However, in an attempt to gain a better understanding as to the scale and
nature of the near miss events, this report (Appendices E, F and G) does include near miss data from
a variety of sources; and interprets the findings in section 6.
This report and the work it describes were funded by the HSE. Its contents, including any opinions
and/or conclusions expressed, are those of the authors alone and do not necessarily reflect HSE
policy.
HSE BOOKS
Crown copyright 2003

First published 2003
ISBN 0 7176 2679 2
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ii
Executive Summary
This report covers work carried out by MaTSU at the request of the Offshore Division of the
Health and Safety Executive to update the database of collision incidents on the UKCS and the
collision frequency analysis provided in the report of MaTR0447.
Data has been collected from a number of collision incident record sources to confirm or
complete previous records and to expand the database up to October 2001. The database has
expanded from 494 records in MaTR0447 to 557 records. The database of operating
experience has been recompiled and extended to encompass all mobile and fixed installations
operating on the UKCS and takes into account recent abandonments.
By combining data of collision incidents with installation operating experience, it has been
possible to establish the variation of incident frequency with time, and the likely confidence
limits that may be placed on them. This has been done for each of the major installation types.
This variation has been considered for all incidents and, separately, for those resulting in damage
categorised as moderate or severe. The definition of moderate being damage requiring repair in
the medium (up to 6 months) or longer term (over 6 months); and severe being damage
affecting the integrity of an installation sufficient to require repair in the immediate or short
term (up to 1 month).
With certain exceptions, i.e., in 1997, in the last 5 years the mean incident frequency has
generally shown a downward trend, particularly for those incidents that resulted in moderate or
severe damage.
The database has been sorted into incidents involving passing vessels and attendant vessels.
Fortunately, over the whole period of study, collision incidents involving the former have
occurred only 8 times. Nonetheless, the potential exists for major structural damage, possibly
even catastrophic, from even a glancing blow by a passing merchant vessel.
The probability of a collision incident per installation year for all incidents, those by passing
vessels and for those where the installation/rig required repair were found to be:
Summary of mean incident frequencies of all reported incidents and
moderate or severe damage category incidents (all vessel types)
Mean incident frequency: 1975 to 31/10/2001
All reported incidents/year
Incidents resulting in moderate or

severe damage/year
All installations
0.0987
0.0152
Fixed installations
0.0630
0.0095
Semi-submersibles
0.2379
0.0487
Jack-ups
0.1413
0.0054
Installation/rig type
iii
Summary of mean incident frequencies of all reported incidents and

moderate or severe damage category incidents (passing vessels)

severe damage/year
All installations
0.0014
0.0004
Fixed installations
0.0012
0.0002
Semi-submersibles
0.0000
0.0000
Jack-ups
0.0054
0.0018
Notwithstanding the figures quoted in the tables above, data interpretation should be carried
out with caution as it is highly likely that some degree of under reporting of incidents has
occurred. Primarily this is thought to be of those incidents where little or no damage resulted to
the installation, however, it may also include more serious incidents to normally unattended
installations.
As in the previous report (OTO 1999 080) the main database only includes actual collisions and
does not include 'near misses'. However, in an attempt to gain a better understanding as to the
scale and nature of 'near miss' events, this report (Appendices E, F and G) does include 'near
miss' data from a variety of sources; and interprets the findings in Section 6. In recent work by
the HSE, UKOOA and others the definition of 'near miss' has been agreed to be 'the approach
by any vessel that caused any part of the Duty Holder's emergency response plan to be
activated'. Though it has not been possible to strictly apply that definition to this data, an
attempt has been made to interpret the data in the light of that definition. Using such an
interpretation it was found that there were 14 such events. These ranged in severity from a
precautionary mustering of personnel to an actual down manning of an installation.
Collision threat causation factors have been developed from the primary cause field in the
database, though almost exclusively, this information comes from personnel on board the
installation and may lack subjectivity. Nonetheless, the primary cause of the majority of
incidents involving attendant vessels was linked to some form of control failure; either human
or mechanical while watchkeeping failure was assessed as the primary cause in each passing
vessel incident.
The most frequent activity that attendant vessels were engaged on when a collision with an
installation occurred was cargo transfer, although approaching installation also figured
highly, perhaps also being the precursor to cargo operations.
Geographical location was found to have an effect on the likelihood of a passing vessel
collision and it appears that installations in the Southern North Sea are at greater risk than those
in other areas. This is perhaps understandable considering the traffic density in this area
compared to the other relatively remote areas of the UKCS.
iv
Contents
1
Introduction
Compilation of Database
2.1 COLLISION INCIDENT DATABASE

2.2 CODING AND CATEGORIES
2.2.1 Information source & Other source confirms
2.2.2 Installation damage class
2.3 DATA ON OPERATING EXPERIENCE
Analysis of Historical Data
3.1 INTRODUCTION
3.2 VARIATION OF INCIDENT FREQUENCY WITH TIME
3.2.1 All installations
3.2.2 Fixed installations
3.2.3 Floating installations
3.2.3.1 Floating Production, Storage and Offloading and
Floating Storage Units

3.2.4 Jack-ups
3.2.5 Summary of incident frequencies
3.3 OPERATING CIRCUMSTANCES
3.4 CAUSATION FACTORS
3.5 GEOGRAPHICAL DISTRIBUTION
29
30
36
37
38
39
Discussion
41
4.1
4.2
4.3
4.4
41
41
41
42
INCIDENT FREQUENCIES
DATA COMPLETENESS
PASSING VESSELS
PRIMARY CAUSE
16
22
Analysis of Platform Supply Vessel Fleet and
Commercial Shipping Trends on the UKCS
43
5.1
5.2
5.3
5.4
43
43
48
49
INTRODUCTION
PLATFORM SUPPLY VESSELS
COMMERCIAL SHIPPING BETWEEN UKCS AND U.K.
EMERGENCY RESPONSE AND RESCUE VESSELS
Near Miss Information
51
6.1
6.2
6.3
6.4
6.5
6.6
51
52
52
52
53
54
54
54
54
54
55
INTRODUCTION
ORION USING KEYWORD POS COLLISION OFF"
ORION SZI SECTION AND OIR9A REPORTS
ERRVA WARNING OFF REPORTS
ANALYSIS OF NEAR MISS DATA
ANALYSIS OF SZI AND ERRVA DATA
6.6.1 Number of reports
6.6.2 Number of ERRV reporting (ERRVA data only)
6.6.3 Number of serious warnings (ERRVA data only)
6.6.4 Reports by geographical location (combined data)
6.6.5 Type classification of threatening vessel (combined data)
6.6.6 Gross registered tonnage of threatening vessels (combined
data)
6.6.7 Radar range at first detection (ERRVA data only)
6.6.8 Radar range at first detection in prevailing sea condition
(ERRVA data only)

6.6.9 Range at closest point of approach (combined data)
6.6.10 Time of day of incident (combined data)
55
56
56
57
58
Conclusion
59
References
61
APPENDICES
63
Appendix A - Ship/Platform Collision Incident Database Passing Vessels
64
Appendix A - Ship/Platform Collision Incident Database Attendant Vessels
67
Appendix B - Commercial Shipping Between UKCS and U.K.
98
Appendix C - Commercial Cargo on Emergency Response and Rescue Vessels 101
Appendix D Near Miss Database
105
Appendix E Safety Zone Infringement List
112
Appendix F ERRVA Warning Off Reports
116
vi
Tables
Table 1: Operating experience for fixed installations and mobile units
on the UKCS
Table 2: Damage resulting from incidents to all installations per year
Table 3: Incidents per year by all vessel types
Table 4: Incidents per month by vessel type
10
Table 5: Frequency of all reported incidents to all installations per year
12
Table 6: Frequency of moderate or severe damage to all installations per year13

Table 7: Mean and cumulative frequency of all reported incidents to all
installations
14
Table 8: Damage resulting from incidents to fixed installations by year
16
Table 9: Frequency of all reported incidents to fixed installations per year
18
Table 10: Frequency of moderate or severe damage to fixed installations

per year
19
Table 11: Mean and cumulative frequency of all reported incidents to

fixed installations
20
Table 12: Damage resulting from incidents to floating installations by year
23
Table 13: Frequency of all reported incidents to floating installations per

year
24
Table 14: Frequency of moderate or severe damage to floating installations

per year
26
floating installations
27
Table 16: Damage resulting from incidents to jack-up installations by year
31
Table 17: Frequency of all reported incidents to jack-up installations per year 32
Table 18: Frequency of moderate or severe damage to jack-up installations
per year
33

jack-up installations
34
Table 20: Summary of mean incident frequencies of all reported incidents and
moderate or severe damage category incidents (all vessel types) 36
moderate or severe damage category incidents (passing vessels) 36
Table 22: Operating circumstances at time of incident
37
Table 23: Primary cause factors
38
vii
Table 24: Geographical distribution of incidents
39
Table 25: Near Miss Data Analysis
53
Figures
Figure 1: Fixed installations and mobile rig utilisation
Figure 2: Damage resulting from incidents to all installations per year
Figure 3: Incidents per year by all vessel types
10
Figure 4: Incidents per month by vessel type
11
Figure 5: Frequency of all reported incidents to all installations per year
15
Figure 6: Frequency of moderate or severe damage to all installations per

year
15
Figure 7: Mean and cumulative frequency of all reported incidents to all

installations
15
Figure 8: Damage resulting from incidents to fixed installations per year
21
Figure 9: Frequency of all reported incidents to fixed installations per year
21
Figure 10: Frequency of moderate or severe damage to fixed installation per

year
21
Figure 11: Mean and cumulative frequency of all reported incidents to fixed
installations
22
Figure 12: Damage resulting from incidents to floating installations by year
24
Figure 13: Frequency of all reported incidents to floating installations per

year
28
Figure 14: Frequency of moderate or severe damage to floating installations

per year
28
Figure 15: Mean and cumulative frequency of all reported incidents to
floating installations
28
Figure 16: Damage resulting from incidents to jack-up installations by year
30
Figure 17: Frequency of all reported incidents to jack-up installations per

year
35
Figure 18: Frequency of moderate or severe damage to jack-up installations

per year
35
Figure 19: Mean and cumulative frequency of all reported incidents to
jack-up installations
viii
35
Figure 20: Geographical distribution of incidents
40
Figure 21: All offshore supply vessels average dimensions over time
45
Figure 22: UKCS offshore supply vessels average dimensions over time
45
Figure 23: All offshore supply vessels average tonnages over time
46
Figure 24: UKCS offshore supply vessels average tonnages over time
46
Figure 25: All offshore supply vessel flags over time
47
Figure 26: UKCS offshore supply vessel flags over time
47
Figure 27: Vessels carrying commercial cargo between U.K. ports and UKCS
49
Figure 28: ERRV carrying commercial cargo between U.K. ports and UKCS
50
Figure 29: Warning Off Reports by geographical location
54
Figure 30: Gross registered tonnage of threatening vessel
55
Figure 31: Radar range at first detection
56
Figure 32: Radar range at first detection in prevailing sea condition
57
Figure 33: Range at closest point of approach
57
Figure 34: Time of day of incidents
58
ix
Introduction
A database of vessel/platform collision incidents on the United Kingdom Continental

Shelf (UKCS) was originally created for the Health & Safety Executive, Offshore Safety
Division (OSD) in 1985. It has subsequently been amended and extended on several
occasions, in 1995 (MaTR0321) when it also underwent rigorous qualitative checking
and most recently in 1997 (MaTR0447) when it was updated with incidents in
intervening years.
MaTSU were requested by OSD to update the previous data evaluation exercise
contained in MaTR0447 and also to search through various data sources to extend the
database to include incidents which have occurred since the last review. The compilation
of the database is described in more detail in Section 2 of this report.
Information has been extracted from the database to establish the variation of incident
frequency with time for different types of offshore oil and gas installations and for
different vessel types. The resulting analysis of incident statistics is necessarily broad, in line
with the likely accuracy of the data, and is presented in Section 3 of this report.
An assessment of the implications of the results of analysis is presented in Section 4.
At OSDs request an analysis of the world fleet of platform support vessels (PSV) was
carried out. The data used for this exercise came from information held by the Maritime
Statistics Collection Agency, an organisation administered by the Department of
Transport, Local Government and the Regions (DTLR) to collect information on the
quantity and nature of commercial cargo passing through the UKs major ports. Using this
information it was possible to:
Quantify the number, size and type of vessels that have carried cargo between the
UKs major ports and the UKCS and hence develop a guideline measure of vessels
that transit UKCS oil fields as part of their normal activities;
Develop an understanding of the way in which PSV dimensions and tonnages have
changed in recent years;
Identify the extent to which stand-by vessels (SBV) have been utilised for carrying
cargo to/from offshore installations on the UKCS.
The results of these analyses are presented in Section 5.
The database only contains details of collision incidents that have actually occurred. There
exists a separate record of incidents which, although not resulting in actual contact
between vessel and installation, resulted in a so called near miss. This is discussed further
in Section 6.
The conclusions to the report are contained in Section 7.
2 Compilation of Database
2.1
COLLISION INCIDENT DATABASE
For this study an incident has been defined as a reported impact in terms of the OIR/9A
incident report, between a vessel and a fixed or mobile installation (jack-up or semisubmersible).
The original 1985 collision incident database was compiled from studies performed by the
National Maritime Institute Ltd. (NMI) (Refs. 1 and 2) and the International Association
of Drilling Contractors (IADC) (Ref. 3). An update in 1991 by Advanced Mechanics and
Engineering Limited (AME) (Ref. 4) used incident records taken from OSDs OIR/9A
files.
The Collision Incident Database produced under MaTSU reports MaTR0321 (1995) and
MaTR0447 (1997) (Refs. 5 and 6) have been extended and further cross-checked. The
complete database is included as Appendix A to this report wherein a total of 557
incidents of vessels contacting offshore oil and gas installations have been recorded in the
period from 1 January 1975 to 31 October 2001. These data have been developed from a
number of sources; the prime source being that recorded in the Information Source
field. Where data have been supplemented or confirmed from an independent source this
have been recorded in the Other Source Confirms field. Collision incidents confirmed
(in part or whole) or added in the current study have been extracted from the following
sources:
Marine Accident Investigation Branch (MAIB) using the search criteria offshore
installations - collisions and contacts - (Ref. 7).
Orion Safety System of the OSD using search criteria collision, impact,
contact, collide, hit, landed- (Ref. 8).
World Offshore Accident Database (WOAD) using search criteria collision,
contact - (Ref. 9).
Despite the large literature search a number of inconsistencies and unconfirmed data have
been highlighted within the database. A series of asterisk (**) adjacent to an entry indicate
the following areas of concern:
***
Rig Registration No. could not be confirmed from information provided by

OSD.
**** Vessel name, type or gross tonnage could not be confirmed by Anchor
Handling Tugs and Supply Vessels of the World (Ref. 10), Stand-by Vessels
of the World (Ref. 11) or Lloyds Maritime Directory 1986 (Ref. 12).
***** Inthe authors opinion text entries appear to be incomplete, erroneous or
inconsistent but due to the lack of other data sources have been retained.
The database contained in Appendix A has been compiled according to the following sort
criteria:
First:
Passing Vessel (vessels which shouldnot have contravened the safety zone)
and Attendant Vessel (vessels working in the vicinity of the installation)
categories.
Second: Severity of Installation Damage Class, severe, moderate, minor, none,
unspecified, not applicable.
Third: Date of incident.
2.2
CODING AND CATEGORIES
For clarity and ease of interpretation the use of codes within the fields has been kept to a
minimum.
2.2.1 Information source & Other source confirms
DEn
Data extracted from Draft Report MaTR0141 - (Ref. 13);
OTN 92 235 Data extracted from OTN 92 235 - (Ref. 14).
LMIS
Data supplied to MaTSU by Lloyds Maritime Information Service
(Ref. 15);
NMI
National Maritime Institute Ltd. - (Ref. 1, 2);
HSE
Data supplied by OSD - (Ref. 16);
BOMEL
Data extracted from Billington Osborne-Moss Engineering Limited
Drawing No. C/587/R002.22 - (Ref. 17);
MAIB
Data supplied to MaTSU by Marine Accident Investigation Branch
(Ref. 7);
WOAD
World Offshore Accident Database - (Ref. 9).
2.2.2 Installation damage class
In order to permit more meaningful evaluation of the database all incidents have been
placed into a damage severity category, labelled Installation Damage Class, in
accordance with the following criteria. In some instances, where the damage class was not
originally reported or was clearly inaccurate, the category has been assigned by the author
based on the extent of reported damage and the criticality of the member involved:
Severe:
Damage affecting the integrity of an installation sufficient to require repair

in the immediate or short term (up to 1 month). Where the actual date of
repair could not be determined then the criticality of the damage damaged
member was considered where this was available. In the absence of other
repair information damage to non redundant members was considered
severe;
Moderate: Damage requiring repair in the medium (up to 6 months) or longer term
(over 6 months);
Minor:
Damage not affecting the integrity of the installation;
None:
No damage occurred;
Unspecified: Damage believed to have occurred but was not specified in reports;
Not Applic.: Report of incident which was not applicable to installations structure.
2.3
DATA ON OPERATING EXPERIENCE
For the purposes of this study an installation is defined as a fixed platform or group of
platforms linked by bridges or walkways and may be of either steel or concrete
construction. Operating experience of fixed installations is presented in installation
years rather than platform years because in the southern North Sea a supply vessel, for
example, is only likely to approach those platforms installed with a crane or living quarters
when carrying cargo. In these circumstances it would be unrealistic to include every
individual platform in the count of operating experience as not all will be visited by
vessels.
Operating experience of fixed structures has been determined using information provided
by OSD. This contained the start-up date and abandonment date, where appropriate.
Mobile rig operating experience on the United Kingdom Continental Shelf (UKCS) has
been determined from information provided by Rigzone (Ref. 18) and refers to any jackup, semi-submersible or variant. The operating experience of semi-submersible or
monohull production facilities and floating storage units (as supplied by OSD) has been
added to the monthly figure to determine the total experience of this type of unit.
A summary of operating experience for fixed installations/complex and mobile units over
the period of study is contained in Table 1 (overleaf) and represented graphically in Figure
1.
300
Jack-up
Semi-submersible
250
Fixed
Number of installations
200
150
100
50
0
1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001
Year
Figure 1: Fixed installations and mobile rig utilisation
Table 1: Operating experience for fixed installations and

mobile units on the UKCS
Operating experience: date of installation to
year end (installation years)
Mean installations operating in year

Year
Jack-up
Semisubmersible
Fixed
TOTAL
Jack-up
Semisubmersible
Fixed
TOTAL
1975
1.9
26.4
60.5
88.8
1.9
26.4
60.5
88.8
1976
2.5
19.6
70.5
92.6
4.4
46.0
131.0
181.4
1977
1.9
22.8
77.3
102.0
6.3
68.8
208.4
283.5
1978
1.4
17.6
84.3
103.3
7.7
86.4
292.7
386.8
1979
1.6
15.5
89.4
106.5
9.3
101.9
382.1
493.3
1980
2.1
19.9
91.2
113.2
11.4
121.8
473.3
606.5
1981
3.4
23.7
93.6
120.7
14.8
145.5
566.9
727.2
1982
4.5
28.0
99.9
132.4
19.3
173.5
666.8
859.6
1983
8.2
29.7
104.3
142.2
27.5
203.2
771.1
1001.8
1984
16.2
35.9
112.6
164.7
43.7
239.1
883.7
1166.5
1985
18.3
38.0
120.7
177.0
62.0
277.1
1004.4
1343.5
1986
14.7
26.6
127.3
168.6
76.7
303.7
1131.7
1512.1
1987
13.9
24.0
136.3
174.2
90.6
327.7
1268.0
1686.3
1988
20.2
32.0
142.5
194.7
110.8
359.7
1410.5
1881.0
1989
23.0
31.9
155.3
210.2
133.8
391.6
1565.8
2091.2
1990
48.4
52.8
160.4
261.5
182.2
444.4
1726.2
2352.8
1991
43.3
57.4
180.3
281.1
225.6
501.8
1906.5
2633.8
1992
42.3
44.3
185.3
271.9
267.8
546.1
2091.9
2905.8
1993
36.6
40.3
193.5
270.4
304.4
586.4
2285.4
3176.1
1994
33.4
30.1
212.5
276.0
337.8
616.4
2497.9
3452.1
1995
32.8
34.9
221.3
289.0
370.6
651.4
2719.1
3741.1
1996
33.5
43.3
225.5
302.4
404.1
694.7
2944.7
4043.5
1997
37.6
44.9
234.5
317.0
441.7
739.6
3179.1
4360.4
1998
36.8
46.3
241.4
324.6
478.6
785.9
3420.5
4685.0
1999
29.9
35.4
253.6
318.9
508.5
821.4
3674.2
5004.0
261.5
325.4
537.9
855.9
3935.6
5329.4
267.8
339.8
559.2
882.6
4203.5
Pro rata to 31/10/01
5645.3
2000
29.4
34.5
2001
32.0
40.0
Analysis of Historical Data
3.1
INTRODUCTION
This Section presents an analysis of collision incident statistics for the UKCS in the period
from 1 January 1975 to 31 October 2001. For statistical analysis purposes a total incident
population of 557 has been used throughout. When determining incident frequencies for
2001 installation operating experience has been prorated to 31 October of that year.
Data were analysed for all reported incidents and separately for those classified as moderate
or severe, to investigate any trends which might exist. While it is reasonable to anticipate
that not all minor incidents would be reported, it is believed that most, if not all, incidents
resulting in moderate or severe installation damage should have been. Thus, there should
be increased confidence in the observed trends in the more serious incidents.
Additionally, incidents resulting in moderate or severe damage are more likely to exceed
normal operational loading and are therefore of greater interest in comparing design
against accidental damage.
The main areas covered in this Section are:
Variation of incident frequency and confidence limits with time for different damage
categories and types of installations;
Variation of incident numbers with time for different types of vessels.
Where possible tables, graphs or histograms have been used to illustrate the various aspects
of collision incidents that have occurred.
As in other studies (Refs. 19 and 20) it has been assumed that the incident likelihood
follows a Poisson distribution. With this assumption 5% and 95% confidence limits for
fixed installations and mobile rigs have been calculated and are shown in Figures 5, 6, 9,
10, 13, 14, 17 and 18. The interval between the limits reflects the number of incidents
and causes the line connecting the upper and lower confidence limit to be longer where
there are fewer incidents. 5% and 95% confidence limits have been calculated using
accepted methodology (note Refs. 19 and 20) including those occasions where no
collision incidents have been reported.
3.2
VARIATION OF INCIDENT FREQUENCY WITH TIME
The variation of incident frequency with time for fixed installations and mobile units have
been analysed both together and separately. Incident frequencies for all reported incidents
and those categorised as resulting in moderate or severe damage have also been analysed
separately.
3.2.1 All installations

Table 2 and Figure 2 summarise the number and damage category of all recorded
incidents to fixed installations and mobile units, by year, since 1975. Seventeen incidents
were classed as severe, 69 incidents as moderate and the remainder classed under minor or
no damage, including 55 incidents where the damage was not specified but is believed to
be minor or none.
Table 2: Damage resulting from incidents to all installations per year
Installation damage class
Year
None
Minor
Moderate
Severe
Unspecified
Not
Applicable
TOTAL
1975
11
1976
12
16
1977
13
22
1978
12
20
1979
19
31
1980
13
31
1981
27
38
1982
14
29
1983
16
28
1984
19
1985
11
22
1986
19
1987
1988
10
1989
18
22
1990
19
30
1991
15
27
1992
28
39
1993
14
22
1994
10
21
1995
14
1996
10
1997
18
1998
10
17
1999
15
2000
12
2001
TOTAL
93
322
69
17
55
557
16.7%
57.8%
12.4%
3.1%
9.9%
0.2%
100%
To 31 October 2001
Figure 2: Damage resulting from incidents to all installations per year

45
40
Not Applicable
Unspecified
35
Severe
Moderate
Minor
30
Number of incidents
None
25
20
15
10
0
1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001
Year of incidents
A summary and chart of impact vessel types is produced as Table 3 and Figure 3. This
indicates that the vast majority of incidents, as would be expected, have occurred with
attendant vessels. Of the attendant vessels, 353 incidents were with Supply Vessels, 87
were Stand-By Vessels with the remaining being either Unspecified, with 35
incidents or Other Attendant Vessels, 74 incidents. The latter category comprising the
following vessel types:
Anchor handler
Barge (pushed by tug)
Diver support
Maintenance
Merchant tanker (approaching/at loading terminal)
Research
Survey
Tug
18 incidents
1 incident
36 incidents
1 incident
9 incidents
3 incidents
2 incidents
4 incidents
Table 3: Incidents per year by all vessel types

Collision vessel type
Year
Supply vessels
Stand-by
vessels
Other
attendant
Passing vessels
Unspecified
vessels
TOTAL
1975
11
1976
13
16
1977
12
22
1978
19
20
1979
16
31
1980
20
31
Table 3: (continued)
Year
Supply vessels
Stand-by
vessels
Other
attendant
Passing vessels
Unspecified
vessels
TOTAL
1981
26
38
1982
21
29
1983
20
28
1984
10
19
1985
22
1986
12
19
1987
1988
10
1989
12
22
1990
17
11
30
1991
21
27
1992
29
39
1993
16
22
1994
13
21
1995
14
1996
10
1997
18
1998
10
17
1999
12
15
2000
12
2001
TOTAL
353
87
74
35
557
63.4%
15.6%
13.3%
1.4%
6.3%
100%
To 31 October 2001
In view of the potentially catastrophic consequences of a passing vessel collision on the

integrity of an installation, details of the 8 incidents where this has occurred have been
separated from the attendant vessels incidents in the database presented in Appendix A.
The sort criteria of the database in Appendix A are outlined in more detail in Section 2.1
of this report.
45
Unspecified vessels
Passing vessels
40
O ther attendant
Stand-by vessels
35
Supply vessels
Number of incidents
30
25
20
15
10
0
1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001
Year of incidents
Figure 3: Incidents per year by all vessel types

Table 4 and Figure 4 summarise the trend for incidents occurring with respect to month
for all different vessel types. Despite several slight anomalies, possibly caused by the small
number of data for some vessel categories, broadly speaking more incidents have occurred
during the period October to February. For supply vessels engaged in cargo transfer this is
perhaps understandable when weather conditions are more likely to be adverse with high
winds and storms. Conversely, in the months normally associated with better weather
(July to September) the incidence of stand-by vessel collision has increased, possibly
caused by more installation overside work being carried out and the need for close
support. The months between May and October also see an increase in the number of
incidents involving diver support vessels when annual inspections and repairs to
installations tend to take place.
Table 4: Incidents per month by vessel type
Month
Supply
vessels
Stand-by
vessels
Other
attendant
Passing
vessels
Unspecified
vessels
January
43
60
10.8%
February
41
51
9.4%
March
29
39
7.0%
April
25
39
7.0%
May
29
11
47
8.4%
June
17
25
4.5%
10
TOTAL
Month
Supply
vessels
Stand-by
vessels
Other
attendant
Passing
vessels
Unspecified
vessels
July
21
11
12
46
8.3%
August
26
37
6.6%
September
25
12
46
8.3%
October
32
48
8.6%
November
27
41
7.4%
December
36
44
7.9%
Unspecified
28
34
6.1%
TOTAL
353
87
74
35
557
100%
63.4%
15.6%
13.3%
1.4%
6.3%
TOTAL
To 31 October 2001
70
Unspecified vessels
60
Passing vessels
O ther attendant
Stand-by vessels
Number of incidents
50
S u p p ly v e s s e ls
40
30
20
10
0
January
March
May
July
September
November
Unspecified
Month of incidents
Figure 4: Incidents per month by vessel type

Tables 5 and 6 respectively, show the mean frequency and confidence limits of all
reported incidents and those categorised as resulting in moderate or severe damage
occurring to all installations by year. Table 7 summarises the mean frequency in the year
in question and also cumulatively to any year end from 1975. Figures 5, 6 and 7
graphically represent the variation in the results summarised in these tables.
11
Table 5: Frequency of all reported incidents to all installations per year
Year
Number of
incidents
in year (r)
Mean
Incident frequency (per installation per year)
installations
operating in year 5% confidence
95% confidence
Mean = (r/T)
(T)
limit
limit
1975
11
88.8
0.20
0.12
0.07
1976
16
92.6
0.26
0.17
0.11
1977
22
102.0
0.31
0.22
0.15
1978
20
103.3
0.28
0.19
0.13
1979
31
106.5
0.39
0.29
0.21
1980
31
113.2
0.37
0.27
0.20
1981
38
120.7
0.41
0.31
0.24
1982
29
132.4
0.30
0.22
0.16
1983
28
142.2
0.27
0.20
0.14
1984
19
164.7
0.17
0.12
0.08
1985
22
177.0
0.18
0.12
0.08
1986
19
168.6
0.17
0.11
0.07
1987
174.2
0.08
0.05
0.02
1988
10
194.7
0.09
0.05
0.03
1989
22
210.2
0.15
0.10
0.07
1990
30
261.5
0.16
0.11
0.08
1991
27
281.1
0.13
0.10
0.07
1992
39
271.9
0.19
0.14
0.11
1993
22
270.4
0.12
0.08
0.06
1994
21
276.0
0.11
0.08
0.05
1995
14
289.0
0.08
0.05
0.03
1996
10
302.4
0.06
0.03
0.02
1997
18
317.0
0.08
0.06
0.04
1998
17
324.6
0.08
0.05
0.03
1999
15
318.9
0.07
0.05
0.03
2000
12
325.4
0.06
0.04
0.02
2001
339.8
0.03
0.02
0.01
To 31 October 2001
12
Table 6: Frequency of moderate or severe damage to all installations per year
Year
Number of
incidents
in year (r)
Mean
installations
95% confidence
Mean = (r/T)
(T)
limit
limit
1975
88.8
0.12
0.06
0.02
1976
92.6
0.07
0.02
0.00
1977
102.0
0.15
0.09
0.05
1978
103.3
0.13
0.07
0.03
1979
106.5
0.11
0.06
0.02
1980
13
113.2
0.18
0.11
0.07
1981
120.7
0.08
0.03
0.01
1982
132.4
0.10
0.05
0.02
1983
142.2
0.06
0.03
0.01
1984
164.7
0.06
0.03
0.01
1985
177.0
0.06
0.03
0.01
1986
168.6
0.05
0.02
0.01
1987
174.2
0.02
0.00
#N/A
1988
194.7
0.02
0.01
0.00
1989
210.2
0.02
0.00
0.00
1990
261.5
0.04
0.02
0.01
1991
281.1
0.03
0.01
0.00
1992
271.9
0.03
0.01
0.00
1993
270.4
0.02
0.00
0.00
1994
276.0
0.01
0.00
#N/A
1995
289.0
0.01
0.00
#N/A
1996
302.4
0.02
0.00
0.00
1997
317.0
0.01
0.00
0.00
1998
324.6
0.01
0.00
#N/A
1999
318.9
0.01
0.00
#N/A
2000
325.4
0.01
0.00
#N/A
2001
339.8
0.01
0.00
#N/A
To 31 October 2001
13
Table 7: Mean and cumulative frequency of all reported incidents to all

installations
Mean
Cumulative
installations
operating
operating in year
experience (T1)
(T)
Incident
frequency
( = r/T)
Cumulative
incident
frequency
(= r1/T1)
88.8
0.12
0.12
92.6
181.4
0.17
0.15
49
102.0
283.5
0.22
0.17
20
69
103.3
386.8
0.19
0.18
1979
31
100
106.5
493.3
0.29
0.20
1980
31
131
113.2
606.5
0.27
0.22
1981
38
169
120.7
727.2
0.31
0.23
1982
29
198
132.4
859.6
0.22
0.23
1983
28
226
142.2
1001.8
0.20
0.23
1984
19
245
164.7
1166.5
0.12
0.21
1985
22
267
177.0
1343.5
0.12
0.20
1986
19
286
168.6
1512.1
0.11
0.19
1987
294
174.2
1686.3
0.05
0.17
1988
10
304
194.7
1881.0
0.05
0.16
1989
22
326
210.2
2091.2
0.10
0.16
1990
30
356
261.5
2352.8
0.11
0.15
1991
27
383
281.1
2633.8
0.10
0.15
1992
39
422
271.9
2905.8
0.14
0.15
1993
22
444
270.4
3176.1
0.08
0.14
1994
21
465
276.0
3452.1
0.08
0.13
1995
14
479
289.0
3741.1
0.05
0.13
1996
10
489
302.4
4043.5
0.03
0.12
1997
18
507
317.0
4360.4
0.06
0.12
1998
17
524
324.6
4685.0
0.05
0.11
1999
15
539
318.9
5004.0
0.05
0.11
2000
12
551
325.4
5329.4
0.04
0.10
2001
557
339.8
5645.3
0.02
0.10
Year
Number of
incidents in year
(r)
Cumulative
number of
incidents (r1)
1975
11
11
88.8
1976
16
27
1977
22
1978
To 31 October 2001
14
Figure 5: Frequency of all reported incidents to all installations per year

0.45
Mean = (r/T)
0.40
95% confidence limit

5% confidence limit
0.35
Incident frequency
0.30
0.25
0.20
0.15
0.10
0.05
0.00
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988 1989
1990
1991
1992
1993
1994
1995
1996
1997 1998
1999
2000
2001
Year of incident
Figure 6: Frequency of moderate or severe damage to all installations per year

0.20
Mean = (r/T)
0.18

5% confidence limit
0.16
0.14
Incident frequency
0.12
0.10
0.08
0.06
0.04
0.02
0.00
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988 1989
1990
1991
1992
1993
1994
1995
1996
1997 1998
1999
2000
2001
Year of incident
Figure 7: Mean and cumulative frequency of all reported incidents to all

installations
0.35
Cumulative incident frequency
0.30
Incident frequency
(= r1/T1)
( = r/T)
Incident frequency
0.25
0.20
0.15
0.10
0.05
0.00
1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001
Year of incidents
15
There is a large spread in the annual incident frequency but generally the number of
reported incidents tends to increase to a peak in 1981 before declining quite rapidly to a
minimum in 1987. A second, lesser, peak occurred in 1992 before declining again. The
rise in the mean incident frequency in 1992 can almost entirely be accounted for by the
rise in the number of reported incidents involving semi-submersibles, and to a lesser
extent jack-ups. This is broadly in line with the increase in mobile rig utilisation during
this period with its attendant collision risks, for example when anchor handling.
Though the average, all incident frequency, has fluctuated considerably over the period of
study the probability is on average 0.099 per year. Using the total operating experience
this equates to 1 incident every 10.14 installation years or approximately 33 per annum
for the current year level of installation activity. The analysis for reported incidents
resulting in damage categorised as moderate or severe indicates the probability is on
average 0.015 per year (1 incident every 65.64 years or approximately 5 every year for the
current level of installation activity). These statistics are clearly at odds with the actual
number of recorded incidents in recent years and highlight the general improvements
made in support vessel operating practices.
3.2.2 Fixed installations
To provide a more meaningful statistical base, especially for installation types with smaller
populations, the following types of installation have been included in this category. A total
of 268 incidents were recorded where the installation type was stated to be in this
category, or could be determined to be, with the following breakdown:
Fixed steel installation

Fixed concrete installation
Tension leg platform
Unspecified installation type
243 incidents
20 incidents
2 incidents
3 incidents
Table 8 and Figure 8 summarise the number and damage category of all incidents
occurring to fixed installations. Eight incidents were classed as severe, 32 incidents as
moderate and the remainder classed under minor or no damage, including 22 incidents
where the damage was not specified but is believed to be minor or none.
Table 8: Damage resulting from incidents to fixed installations by year
Year
None
Minor
Moderate
Severe
Unspecified
Not Applicable
TOTAL
1975
1976
1977
12
1978
1979
10
16
1980
19
16
Year
None
Minor
Moderate
Severe
Unspecified
Not Applicable
TOTAL
1981
21
27
1982
10
19
1983
14
1984
1985
15
1986
15
1987
1988
1989
1990
12
16
1991
1992
12
1993
1994
10
1995
1996
1997
1998
1999
2000
2001
TOTAL
43
163
32
22
268
16.0%
60.8%
11.9%
3.0%
8.2%
0.0%
100%
To 31 October 2001
Tables 9 and 10 show respectively, the mean frequency and confidence limits of all
reported incidents and those categorised as resulting in moderate or severe damage
occurring to fixed installations by year. Table 11 summarises the mean frequency in the
year in question and also cumulatively to any year end from 1975. Figures 9, 10 and 11
graphically represent the variation in the results summarised in these tables.
17
Table 9: Frequency of all reported incidents to fixed installations per year
Year
Number of
incidents
in year (r)
Mean
installations
95% confidence
Mean = (r/T)
(T)
limit
limit
1975
60.5
0.17
0.08
0.03
1976
70.5
0.13
0.06
0.02
1977
12
77.3
0.25
0.16
0.09
1978
84.3
0.11
0.05
0.02
1979
16
89.4
0.27
0.18
0.11
1980
19
91.2
0.31
0.21
0.14
1981
27
93.6
0.40
0.29
0.20
1982
19
99.9
0.28
0.19
0.12
1983
14
104.3
0.21
0.13
0.08
1984
112.6
0.11
0.05
0.02
1985
15
120.7
0.19
0.12
0.08
1986
15
127.3
0.18
0.12
0.07
1987
136.3
0.08
0.04
0.01
1988
142.5
0.03
0.01
0.00
1989
155.3
0.10
0.06
0.03
1990
16
160.4
0.15
0.10
0.06
1991
180.3
0.07
0.04
0.02
1992
12
185.3
0.10
0.06
0.04
1993
193.5
0.06
0.03
0.01
1994
10
212.5
0.08
0.05
0.03
1995
221.3
0.07
0.04
0.02
1996
225.5
0.06
0.04
0.02
1997
234.5
0.06
0.03
0.01
1998
241.4
0.04
0.02
0.01
1999
253.6
0.05
0.03
0.01
2000
261.5
0.06
0.03
0.02
2001
267.8
0.03
0.01
0.00
To 31 October 2001
18
Table 10: Frequency of moderate or severe damage to fixed installations per

year
Year
Number of
incidents
in year (r)
Mean
installations
95% confidence
Mean = (r/T)
(T)
limit
limit
1975
60.5
0.15
0.07
0.02
1976
70.5
0.07
0.01
0.00
1977
77.3
0.14
0.06
0.03
1978
84.3
0.09
0.04
0.01
1979
89.4
0.07
0.02
0.00
1980
91.2
0.16
0.09
0.04
1981
93.6
0.07
0.02
0.00
1982
99.9
0.12
0.06
0.03
1983
104.3
0.06
0.02
0.00
1984
112.6
0.03
0.00
#N/A
1985
120.7
0.05
0.02
0.00
1986
127.3
0.05
0.02
0.00
1987
136.3
0.02
0.00
#N/A
1988
142.5
0.02
0.00
#N/A
1989
155.3
0.02
0.00
#N/A
1990
160.4
0.04
0.01
0.00
1991
180.3
0.03
0.01
0.00
1992
185.3
0.02
0.00
#N/A
1993
193.5
0.02
0.00
#N/A
1994
212.5
0.01
0.00
#N/A
1995
221.3
0.01
0.00
#N/A
1996
225.5
0.01
0.00
#N/A
1997
234.5
0.01
0.00
#N/A
1998
241.4
0.01
0.00
#N/A
1999
253.6
0.01
0.00
#N/A
2000
261.5
0.01
0.00
#N/A
2001
267.8
0.01
0.00
#N/A
To 31 October 2001
19
Table 11: Mean and cumulative frequency of all reported incidents to fixed
installations
Year
Number of
incidents in
year (r)
Cumulative
number of
incidents (r1)
Mean
installations
operating in
year (T)
Cumulative
operating
experience (T1)
Incident
frequency
( = r/T)
Cumulative
incident
frequency
(= r1/T1)
1975
60.5
60.5
0.08
0.08
1976
70.5
131.0
0.06
0.07
1977
12
21
77.3
208.4
0.16
0.10
1978
25
84.3
292.7
0.05
0.09
1979
16
41
89.4
382.1
0.18
0.11
1980
19
60
91.2
473.3
0.21
0.13
1981
27
87
93.6
566.9
0.29
0.15
1982
19
106
99.9
666.8
0.19
0.16
1983
14
120
104.3
771.1
0.13
0.16
1984
126
112.6
883.7
0.05
0.14
1985
15
141
120.7
1004.4
0.12
0.14
1986
15
156
127.3
1131.7
0.12
0.14
1987
161
136.3
1268.0
0.04
0.13
1988
162
142.5
1410.5
0.01
0.11
1989
171
155.3
1565.8
0.06
0.11
1990
16
187
160.4
1726.2
0.10
0.11
1991
194
180.3
1906.5
0.04
0.10
1992
12
206
185.3
2091.9
0.06
0.10
1993
212
193.5
2285.4
0.03
0.09
1994
10
222
212.5
2497.9
0.05
0.09
1995
231
221.3
2719.1
0.04
0.08
1996
239
225.5
2944.7
0.04
0.08
1997
246
234.5
3179.1
0.03
0.08
1998
250
241.4
3420.5
0.02
0.07
1999
257
253.6
3674.2
0.03
0.07
2000
265
261.5
3935.6
0.03
0.07
2001
268
267.8
4203.5
0.01
0.06
To 31 October 2001
20
Figure 8: Damage resulting from incidents to fixed installations per year

30
Not Applicable
25
Unspecified
Severe
Moderate
Minor
20
Number of incidents
None
15
10
0
1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001
Year of incidents
Figure 9: Frequency of all reported incidents to fixed installations per year

0.45
Mean = (r/T)
0.40

5% confidence limit
0.35
Incident frequency
0.30
0.25
0.20
0.15
0.10
0.05
0.00
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988 1989
1990
1991
1992
1993
1994
1995
1996
1997 1998
1999
2000
2001
Year of incident
Figure 10: Frequency of moderate or severe damage to fixed installation per

year
0.18
Mean = (r/T)
0.16

5% confidence limit
0.14
Incident frequency
0.12
0.10
0.08
0.06
0.04
0.02
0.00
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988 1989
Year of incident
21
1990
1991
1992
1993
1994
1995
1996
1997 1998
1999
2000
2001
Figure 11: Mean and cumulative frequency of all reported incidents to fixed
installations
0.35
0.30
Incident frequency
(= r1/T1)
( = r/T)
Incident frequency
0.25
0.20
0.15
0.10
0.05
0.00
1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001
Year of incidents
Apart from 1978, in the early years of the study the mean incident frequency rose
dramatically until 1981. Subsequent to this the incident frequency rose and fell over a
relatively narrow range caused by an erratic number of incidents occurring each year and,
prior to 1994, a reasonably consistent increase in the number of installations operating.
Over the whole period of study the probability of an incident occurring is on average
0.064 per year (1 incident every 15.68 years or approximately 17every year for the
current level of installation activity). The analysis for reported incidents resulting in
damage categorised as moderate or severe indicates the probability is on average 0.009 per
year (1 incident every 105.09 years or approximately 2.5 every year for the current level
of installation activity). Recent experience indicates that these figures are an exaggeration
of the actual number and are probably skewed by the larger incident frequencies in the
early years of study adversely affecting the figure for the current level of activity.
3.2.3 Floating installations
Once again for statistical purposes a number of different installation types have been
included in this category. All, however, are either floating units or such that the surface
part can move with the action of the sea, i.e., articulated loading columns or single point
moorings. A total of 210 incidents were recorded to installations of this type, with the
following breakdown:
Semi-submersible drilling
Semi-submersible production
Semi-submersible crane barge
Semi-submersible emergency support
Semi-submersible mobile support
Semi-submersible accommodation
158 incidents
6 incidents
2 incidents
3 incidents
5 incidents
16 incidents
22
Single buoy mooring

Single point mooring
Articulated loading column
Floating production and storage
Floating storage
Drill ship
Barge
3 incidents
3 incidents
1 incident
10 incidents
1 incident
1 incident
1 incident
Table 12 and Figure 12 summarise the number and damage category of all incidents
occurring to floating installations. Eight incidents were classed as severe, 35 incidents as
moderate and the remainder resulting in minor or no damage, including 20 incidents
Table 12: Damage resulting from incidents to floating installations by year
Year
None
Minor
Moderate
Severe
Unspecified
Not
Applicable
TOTAL
1975
1976
10
11
1977
1978
10
14
1979
15
1980
12
1981
11
1982
1983
11
1984
1985
1986
1987
1988
1989
1990
1991
14
1992
14
19
1993
12
1994
1995
1996
1997
1998
23

Year
None
Minor
Moderate
Severe
Unspecified
Not Applicable
TOTAL
1999
2000
2001
TOTAL
23
123
35
20
210
11.0%
58.6%
16.7%
3.8%
9.5%
0.5%
100%
To 31 October 2001
Figure 12: Damage resulting from incidents to floating installations by year

20
Not Applicable
18
Unspecified
Severe
16
Moderate
Minor
14
None
Number of incidents
12
10
0
1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001
Year of incidents
The mean frequency and confidence limits of all reported incidents and those categorised
as resulting in moderate or severe damage occurring to semi-submersibles by year are
summarised in Tables 13 and 14 respectively. Table 15 summarises the mean frequency in
the year in question and also cumulatively to any year end from 1975. Figures 13, 14 and
15 graphically represent the variation in these results.
Table 13: Frequency of all reported incidents to floating installations per year
Year
Number of
incidents
in year (r)
Mean
installations
95% confidence
Mean = (r/T)
(T)
limit
limit
1975
26.4
0.35
0.15
0.05
1976
11
19.6
0.93
0.56
0.31
1977
22.8
0.69
0.39
0.21
1978
14
17.6
1.24
0.80
0.48
1979
15
15.5
1.49
0.97
0.60
24
Year
Number of
incidents
in year (r)
Mean
installations
95% confidence
Mean = (r/T)
(T)
limit
limit
1980
12
19.9
0.98
0.60
0.35
1981
11
23.7
0.77
0.46
0.26
1982
28.0
0.52
0.29
0.14
1983
11
29.7
0.61
0.37
0.21
1984
35.9
0.44
0.25
0.13
1985
38.0
0.20
0.08
0.02
1986
26.6
0.24
0.08
0.01
1987
24.0
0.26
0.08
0.01
1988
32.0
0.20
0.06
0.01
1989
31.9
0.45
0.25
0.12
1990
52.8
0.30
0.17
0.09
1991
14
57.4
0.38
0.24
0.15
1992
19
44.3
0.63
0.43
0.28
1993
12
40.3
0.48
0.30
0.17
1994
30.1
0.39
0.20
0.09
1995
34.9
0.18
0.06
0.01
1996
43.3
0.15
0.05
0.01
1997
44.9
0.32
0.18
0.09
1998
46.3
0.31
0.17
0.09
1999
35.4
0.26
0.11
0.04
2000
34.5
0.22
0.09
0.02
2001
40.0
0.16
0.05
0.01
To 31 October 2001
25
Table 14: Frequency of moderate or severe damage to floating installations

per year
Year
Number of
incidents
in year (r)
Mean
installations
95% confidence
Mean = (r/T)
(T)
limit
limit
1975
26.4
0.11
0.00
#N/A
1976
19.6
0.24
0.05
0.00
1977
22.8
0.40
0.18
0.06
1978
17.6
0.52
0.23
0.08
1979
15.5
0.59
0.26
0.09
1980
19.9
0.53
0.25
0.10
1981
23.7
0.27
0.08
0.01
1982
28.0
0.17
0.04
0.00
1983
29.7
0.21
0.07
0.01
1984
35.9
0.26
0.11
0.04
1985
38.0
0.20
0.08
0.02
1986
26.6
0.24
0.08
0.01
1987
24.0
0.12
0.00
#N/A
1988
32.0
0.09
0.00
#N/A
1989
31.9
0.15
0.03
0.00
1990
52.8
0.12
0.04
0.01
1991
57.4
0.11
0.03
0.01
1992
44.3
0.17
0.07
0.02
1993
40.3
0.12
0.02
0.00
1994
30.1
0.10
0.00
#N/A
1995
34.9
0.09
0.00
#N/A
1996
43.3
0.11
0.02
0.00
1997
44.9
0.11
0.02
0.00
1998
46.3
0.06
0.00
#N/A
1999
35.4
0.08
0.00
#N/A
2000
34.5
0.09
0.00
#N/A
2001
40.0
0.07
0.00
#N/A
To 31 October 2001
26
Table 15: Mean and cumulative frequency of all reported incidents to floating
installations
Incident
frequency
( = r/T)
Cumulative
incident
frequency
(= r1/T1)
26.4
0.15
0.15
19.6
46.0
0.56
0.33
24
22.8
68.8
0.39
0.35
14
38
17.6
86.4
0.80
0.44
1979
15
53
15.5
101.9
0.97
0.52
1980
12
65
19.9
121.8
0.60
0.53
1981
11
76
23.7
145.5
0.46
0.52
1982
84
28.0
173.5
0.29
0.48
1983
11
95
29.7
203.2
0.37
0.47
1984
104
35.9
239.1
0.25
0.43
1985
107
38.0
277.1
0.08
0.39
1986
109
26.6
303.7
0.08
0.36
1987
111
24.0
327.7
0.08
0.34
1988
113
32.0
359.7
0.06
0.31
1989
121
31.9
391.6
0.25
0.31
1990
130
52.8
444.4
0.17
0.29
1991
14
144
57.4
501.8
0.24
0.29
1992
19
163
44.3
546.1
0.43
0.30
1993
12
175
40.3
586.4
0.30
0.30
1994
181
30.1
616.4
0.20
0.29
1995
183
34.9
651.4
0.06
0.28
1996
185
43.3
694.7
0.05
0.27
1997
193
44.9
739.6
0.18
0.26
1998
201
46.3
785.9
0.17
0.26
1999
205
35.4
821.4
0.11
0.25
2000
208
34.5
855.9
0.09
0.24
2001
210
40.0
882.6
0.05
0.24
Mean
Cumulative
installations
operating
operating in year
experience (T1)
(T)
Year
Number of
incidents in year
(r)
Cumulative
number of
incidents (r1)
1975
26.4
1976
11
15
1977
1978
To 31 October 2001
27
Figure 13: Frequency of all reported incidents to floating installations per year
1.60
Mean = (r/T)
1.40

5% confidence limit
1.20
Incident frequency
1.00
0.80
0.60
0.40
0.20
0.00
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988 1989
1990
1991
1992
1993
1994
1995
1996
1997 1998
1999
2000
2001
Year of incident
Figure 14: Frequency of moderate or severe damage to floating installations per

year
0.70
Mean = (r/T)
0.60
5% confidence limit
Incident frequency
0.50
0.40
0.30
0.20
0.10
0.00
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988 1989
1990
1991
1992
1993
1994
1995
1996
1997 1998
1999
2000
2001
Year of incident
Figure 15: Mean and cumulative frequency of all reported

incidents to floating installations
1.20

1.00
Incident frequency
(= r1/T1)
( = r/T)
Incident frequency
0.80
0.60
0.40
0.20
0.00
1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001
Year of incidents
28
Overall there is a large spread in the annual incident frequency. The number of reported
incidents increased to a peak in 1979 before declining to a minimum in the years 1986 to
1988. An increase in the annual incident frequency then occurred up to a second, lesser,
peak in 1992, this generally being in line with the increase in semi-submersible utilisation.
A minimum frequency occurred in 1995 and 1996, however, in more recent years the
frequency has again increased before gradually decreasing again.
0.238 per year (1 incident every 4.20 years or approximately 9 every year for the current
level of installation activity). The analysis for reported incidents resulting in damage
categorised as moderate or severe indicates the probability is on average 0.049 per year (1
incident every 20.53 years or approximately 2 every year for the current level of
installation activity). Recent experience indicates that these figures are an exaggeration of
the actual number.
The probability of a floating installation suffering damage categorised as moderate or
severe is five times more likely than that for fixed installations and nine times more likely
than for jack-ups. The reasons for this increased susceptibility are not clear however, it
may be explained by floating installations being mobile and therefore it is possible that
they may be prone to errors in manoeuvrability or slight movement while moored.
Increased risk may also result from the need for anchor handling, which other types of
installations do not require, as this is likely to bring attendant vessels into close proximity
more frequently leading to the possibility of collision. Further investigation of the
database reveals that anchor handling was given as the Operating Circumstance in 18 of
180 incidents where this data was recorded for floating installations.
3.2.3.1 Floating Production, Storage and Offloading and Floating Storage
Units
Over approximately the last decade the UKCS has seen an increasing trend towards the
use of floating production, storage and offloading (FPSO) and floating storage units (FSU)
as a cost effect method, particularly in deep waters, of producing and holding oil prior to
transfer to onshore terminals
As the data set has expanded it was considered appropriate to look at this class of
installation in greater detail than is possible when they are incorporated within the large
Floating Installations grouping. Accordingly, an overview of the incidents affecting
FPSO has been developed:
10 incidents to FPSOs and 1 incident to a FSU since 1992 (1 in 1992, 3 in 1993, 4 in

1997 and 3 in 1998).

3 incidents occurred in February, 1 incident in March, 2 incidents in April, 2 incidents
in July, 1 incident in August and 2 incidents in September.
5 incidents occurred in the Central North Sea, 3 incidents in the Northern North
Sea, 2 incidents West of Shetlands and the location was unspecified in 1 incident.
1 incident with an anchor handler, 1 incident with a stand by vessel, 6 with a supply
vessel and 3 incidents with an offloading shuttle tanker.
3 incidents resulted in unspecified damage to the FPSO and 8 incidents resulted in
minor damage.
29
Anchor handling was the operating circumstance in 2 incidents, bunkering

operations in 1 incident, cargo transfer (cargo of the colliding vessel being transferred
to the FPSO/FSU) in 5 incidents and oil transfer to the shuttle tanker in 3 incidents.
Mechanical control failure (i.e., bowthruster failure, D.P. control failure, D.P.
failure) was the primary cause in 4 incidents; human control failure was the primary
cause in 3 incidents (i.e., misjudgement, operator error); external factors (i.e.,
weather conditions) was the primary cause in 2 incidents and was unspecified in 2
incidents.
3.2.4 Jack-ups
A total of 79 incidents were recorded to installations of this type. Table and Figure 16
summarise the number and damage category of all incidents occurring to jack-ups. One
incident (Glomar Labrador 1/Irving Forest - 23/06/88) was classed as severe, 2 incidents
as moderate and the remainder resulting in minor or no damage, including 13 incidents
Figure 16: Damage resulting from incidents to jack-up installations by year
9
8
Not Applicable
Unspecified
Severe
Moderate
Minor
Number of incidents
None
0
1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001
Year of incidents
30
Table 16: Damage resulting from incidents to jack-up installations by year

Year
None
Minor
Moderate
Severe
Unspecified
Not
Applicable
TOTAL
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
TOTAL
27
36
13
79
34.2%
45.6%
2.5%
1.3%
16.5%
0.0%
100%
To 31 October 2001
The mean frequency and confidence limits of all reported incidents and those categorised
as resulting in moderate or severe by year are summarised in Tables 17 and 18
respectively. Table 19 summarises the mean frequency in the year in question and also
cumulatively to any year end from 1975. Figures 17, 18 and 19 graphically represent the
variation in these results.
31
Table 17: Frequency of all reported incidents to jack-up installations per year
Year
Number of
incidents
in year (r)
Mean
installations
95% confidence
Mean = (r/T)
(T)
limit
limit
1975
1.9
3.31
1.05
0.19
1976
2.5
1.90
0.40
0.02
1977
1.9
2.50
0.53
0.03
1978
1.4
4.50
1.43
0.25
1979
1.6
1.87
0.00
#N/A
1980
2.1
1.43
0.00
#N/A
1981
3.4
0.88
0.00
#N/A
1982
4.5
1.40
0.44
0.08
1983
8.2
0.95
0.37
0.10
1984
16.2
0.57
0.25
0.08
1985
18.3
0.50
0.22
0.07
1986
14.7
0.43
0.14
0.02
1987
13.9
0.34
0.07
0.00
1988
20.2
0.65
0.35
0.16
1989
23.0
0.46
0.22
0.09
1990
48.4
0.22
0.10
0.04
1991
43.3
0.27
0.14
0.06
1992
42.3
0.34
0.19
0.09
1993
36.6
0.25
0.11
0.04
1994
33.4
0.31
0.15
0.06
1995
32.8
0.24
0.09
0.02
1996
33.5
0.09
0.00
#N/A
1997
37.6
0.21
0.08
0.02
1998
36.8
0.29
0.14
0.05
1999
29.9
0.31
0.13
0.05
2000
29.4
0.16
0.03
0.00
2001
32.0
0.15
0.03
0.00
To 31 October 2001
32
Table 18: Frequency of moderate or severe damage to

jack-up installations per year
Year
Number of
incidents
in year (r)
Mean
installations
95% confidence
Mean = (r/T)
(T)
limit
limit
1975
1.9
2.50
0.53
0.03
1976
2.5
1.20
0.00
#N/A
1977
1.9
1.58
0.00
#N/A
1978
1.4
2.14
0.00
#N/A
1979
1.6
1.87
0.00
#N/A
1980
2.1
1.43
0.00
#N/A
1981
3.4
0.88
0.00
#N/A
1982
4.5
0.67
0.00
#N/A
1983
8.2
0.37
0.00
#N/A
1984
16.2
0.29
0.06
0.00
1985
18.3
0.16
0.00
#N/A
1986
14.7
0.20
0.00
#N/A
1987
13.9
0.22
0.00
#N/A
1988
20.2
0.23
0.05
0.00
1989
23.0
0.13
0.00
#N/A
1990
48.4
0.06
0.00
#N/A
1991
43.3
0.07
0.00
#N/A
1992
42.3
0.07
0.00
#N/A
1993
36.6
0.08
0.00
#N/A
1994
33.4
0.09
0.00
#N/A
1995
32.8
0.09
0.00
#N/A
1996
33.5
0.09
0.00
#N/A
1997
37.6
0.08
0.00
#N/A
1998
36.8
0.08
0.00
#N/A
1999
29.9
0.10
0.00
#N/A
2000
29.4
0.10
0.00
#N/A
2001
32.0
0.09
0.00
#N/A
To 31 October 2001
33
Table 19: Mean and cumulative frequency of all reported

incidents to jack-up installations
Incident
frequency
( = r/T)
Cumulative
incident
frequency
(= r1/T1)
1.9
1.05
1.05
2.5
4.4
0.40
0.68
1.9
6.3
0.53
0.63
1.4
7.7
1.43
0.78
1979
1.6
9.3
0.00
0.65
1980
2.1
11.4
0.00
0.53
1981
3.4
14.8
0.00
0.41
1982
4.5
19.3
0.44
0.41
1983
11
8.2
27.5
0.37
0.40
1984
15
16.2
43.7
0.25
0.34
1985
19
18.3
62.0
0.22
0.31
1986
21
14.7
76.7
0.14
0.27
1987
22
13.9
90.6
0.07
0.24
1988
29
20.2
110.8
0.35
0.26
1989
34
23.0
133.8
0.22
0.25
1990
39
48.4
182.2
0.10
0.21
1991
45
43.3
225.6
0.14
0.20
1992
53
42.3
267.8
0.19
0.20
1993
57
36.6
304.4
0.11
0.19
1994
62
33.4
337.8
0.15
0.18
1995
65
32.8
370.6
0.09
0.18
1996
65
33.5
404.1
0.00
0.16
1997
68
37.6
441.7
0.08
0.15
1998
73
36.8
478.6
0.14
0.15
1999
77
29.9
508.5
0.13
0.15
2000
78
29.4
537.9
0.03
0.15
2001
79
32.0
559.2
0.03
0.14
Mean
Cumulative
installations
operating
operating in year
experience (T1)
(T)
Year
Number of
incidents in year
(r)
Cumulative
number of
incidents (r1)
1975
1.9
1976
1977
1978
To 31 October 2001
34
Figure 17: Frequency of all reported incidents to jack-up installations per year
5.00
Mean = (r/T)
4.50

5% confidence limit
4.00
Incident frequency
3.50
3.00
2.50
2.00
1.50
1.00
0.50
0.00
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988 1989
1990
1991
1992
1993
1994
1995
1996
1997 1998
1999
2000
2001
Year of incident
Figure 18: Frequency of moderate or severe damage to

jack-up installations per year
3.00
Mean = (r/T)
2.50
5% confidence limit
Incident frequency
2.00
1.50
1.00
0.50
0.00
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988 1989
1990
1991
1992
1993
1994
1995
1996
1997 1998
1999
2000
2001
Year of incident
Figure 19: Mean and cumulative frequency of all

reported incidents to jack-up installations
1.60
1.40

Incident frequency
(= r1/T1)
( = r/T)
1.20
Incident frequency
1.00
0.80
0.60
0.40
0.20
0.00
1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001
Year of incidents
35
The relatively small jack-up population, especially in the early years of the study, has to a
degree devalued the data. Post 1983 jack-up utilisation increased four fold from two years
previously and thereafter mean incident frequency remained within a reasonably narrow
band in relation to the constraints imposed by a small population.
0.141 per year (1 incident every 7.08 years or approximately 4.5 every year for the
current level of installation activity). The analysis for reported incidents resulting in
damage categorised as moderate or severe indicates the probability is on average 0.005 per
year (1 incident every 186.4 years or approximately 1 every 6 years for the current level of
installation activity). Recent experience indicates that these figures are an exaggeration of
the actual number and is probably skewed by the larger incident frequencies in the early
years of study adversely affecting the figure for the current level of activity.
3.2.5 Summary of incident frequencies
A summary of incident frequencies for all vessel types and those involving passing vessels is
presented as Table 20 and Table 21, respectively. The tables have been generated using
both the number of all recorded incidents and those which only resulted in damage
classified as severe or moderate. Installation types have been analysed both cumulatively
and separately.
moderate or severe damage category incidents (all vessel types)

severe damage/year
All installations
0.0987
0.0152
Fixed installations
0.0638
0.0095
Semi-submersibles
0.2379
0.0487
Jack-ups
0.1413
0.0054
moderate or severe damage category incidents (passing vessels)

severe damage/year
All installations
0.0014
0.0004
Fixed installations
0.0012
0.0002
Semi-submersibles
0.0000
0.0000
Jack-ups
0.0054
0.0018
36
3.3
OPERATING CIRCUMSTANCES
A wide variety of operating circumstances have been reported by those making the
collision incident report. In the context of the database the operating circumstance is a
fairly broad grouping of categories of what activity the vessel was engaged in when the
collision occurred. Table 22 presents an overview of the activities that were reported
together with a measure of what proportion of the total number of incidents a particular
operating circumstance was mentioned.
The most common type of activity leading to a collision with the installation is one
involving the transfer of cargo whereas the second most frequent involves vessels that are
approaching the installation, possibly to transfer cargo. This is not surprising as it is by far
the most frequent occurrence that puts a vessel into close proximity to an installation and
one that requires the vessel to maintain station with respect to the installation. Depending
on the level of vessels equipment, i.e., dynamic positioning, conventional thrusters or a
standard propeller and rudder, the possibility of excursion and contact with the installation
is more or less likely to occur.
Table 22: Operating circumstances at time of incident
Number of occurences
Operating circumstances
Anchor Handling
18
3.2%
Approaching Installation
103
18.5%
Awaiting Cargo Transfer
0.2%
Bunkering Operations
0.7%
Cargo Loading
11
2.0%
Cargo Transfer
128
23.0%
Cargo Unloading
63
11.3%
Cargo Unloading - Containers
11
2.0%
Close Support
29
5.2%
Departing Installation
1.1%
Disconnecting Towing Line
0.2%
Diving Operations
23
4.1%
Loading Crude Oil
0.9%
Maintenance
0.2%
Man Overboard Drill
0.4%
Passing Cargo Vessel
0.4%
Passing Fishing Vessel
0.9%
Passing Supply Vessel
0.2%
Personnel Transfer
1.1%
Rock Dumping
0.2%
Surveying
0.7%
Towing
0.2%
Unspecified
131
23.5%
TOTALS
557
100.0%
To 31 October 2001
37
3.4
CAUSATION FACTORS
The database contains a Primary Cause field wherein the perceived cause of the
incident has been stated. These data have been recorded for 375 incidents. Although the
database records the primary cause as precisely as possible, to gain a clearer understanding
of the causation factors the primary causes have been broken down into 4 main categories.
In the authors opinion, analysis of the primary cause field has yielded the main categories
to be; external factors; mechanical control failure; human control failure; watchkeeping
failure. Table 23 lists the primary cause and number within each category.
Table 23: Primary cause factors
External factors
Mechanical control failure
Sub-categories
Number of
occurrence
Sub-categories
Number of
occurrence
Anchor Dragged
11
Anchor Chain
Broke
Anchor Dragged
Due Weather
Autopilot Failure
Obscured Vision
Bowthruster
Failure
Poor Visibility
Clutch Failure
Weather
Conditions
67
Crane Failure
D.P. Computer
Failure
D.P. Control
Failure
D.P. Electrical
Failure
D.P. Failure
D.P. Remote
Control Failure
D.P. Thruster
Failure
Human control failure

Sub-categories
D.P. Operator
Error
Error in Mooring
Procedure
Manoeuvring
Misjudgement
Misjudgement
Misjudgement by
Poor Visibility
Misjudgement by
Poor Weather
Number of
occurrence
Watchkeeping failure
Unspecified
Sub-categories
Number of
occurrence
Number of
occurrence
Post/Operation
Neglected
15
182
124
Operator Error
18
Untangling Nets
17
Electrical Failure
Engine Control
Failure
26
Engine Failure
Engine Power
Failure
13
Mooring Failure
Power Failure
Propeller Failure
Rudder Misaligned
Steering Control
Failure
Steering Failure
Thruster Failure
Total Power Loss
TOTALS
82
126
152
15
182
14.7%
22.6%
27.3%
2.7%
32.7%
Thruster Control
Failure
Thruster Electrical
Failure
To 31 October 2001
38
Analysis of the results indicates, as perhaps is to be expected, that the majority of incidents
involving attendant vessels has a primary cause linked to some form of control failure;
be it either human or mechanical. Furthermore, while the category of external factors
contains predominantly environmental causes, it may be argued that these too should fall
within the human control failure as perhaps the operation should have been aborted or
postponed if conditions were so severe so as to possibly lead to a collision.
Watchkeeping failure was assessed as the primary cause in each passing vessel incident.
Unfortunately, the precise nature of the watchkeeping failure is unknown, and is unlikely
to remain so unless an impartial, third party investigation into the full circumstances of the
accident is initiated and reported.
3.5
GEOGRAPHICAL DISTRIBUTION
For the purposes of this analysis all installation types have been combined. Jack-up
installations are rarely used in the Northern North Sea, and similarly semi-submersibles
are less likely in the shallower waters of the Southern North Sea. To analyse the data by
individual installation types may suggest that some types have experienced less incidents in
certain areas, when in reality their populations are very small.
A simple comparison of the number of incidents occurring in each sector of the UKCS
has been produced in Table 24 and graphically in Figure 20. These highlight those areas
that have historically suffered most incidents, however, it should be viewed against the
very different levels of activity between sectors. Unless the number of incidents is
compared with the total number of installations operating in that sector a relative
frequency is impossible to determine. Unfortunately, sector activity throughout the
period of study is difficult to achieve with any degree of accuracy as mobile units move
location frequently even when engaged under the same contract.
Table 24: Geographical distribution of incidents
Incidents
Sector
Number
Percentage
Northern North Sea
105
18.85%
Central North Sea
144
25.85%
Southern North Sea
149
26.75%
English Channel
0.54%
Celtic Sea
0.36%
Morecambe Bay
17
3.05%
West of Shetlands
0.36%
135
24.24%
Unspecified
To 31 October 2001
39
Figure 20: Geographical distribution of incidents

160
140
Number of incidents
120
100
80
60
40
20
0
Northern
North Sea
Central North Southern

Sea
North Sea
English
Channel
Celtic Sea
Morecambe
Bay
West of
Shetlands
Unspecified
Sector
Of particular interest is the geographical distribution of passing vessel incidents as these

tend to be more location specific than those of attendant vessels. The 8 passing vessels
incidents all occurred in the Southern North Sea.
40
Discussion
4.1
INCIDENT FREQUENCIES
In the period since 1992 the mean incident frequency has generally shown a downward
trend, particularly for those incidents which, in accordance with the outlined criteria,
result in moderate or severe damage. For the most part this may be due to the adoption of
improved working practices by installation operators and of better standards of attendant
vessel repair and maintenance by their owners/operators. The exception to this is the
frequency of incidents to semi-submersibles, where, in 1996 and 1997, the frequency
increased slightly resulting in an almost constant cumulative incident frequency . The
reasons for this increase could not be explained, other than perhaps to suggest that there
was a degree of under reporting in the previous years.
4.2
DATA COMPLETENESS
Despite exhaustive cross-checking, a number of otherwise unsubstantiated incidents are

contained within the database. While this is perhaps to be expected in the early part of the
study it has even occurred in more recent years (post 1990), predominantly for incidents
where little or no damage has resulted. To some extent this is not surprising. Individual
O.I.M.s are responsible for the completion of OIR/9A forms, and where a minor
contact has occurred, possibly not resulting in any damage to the installation, the need to
complete a report may not be apparent. In this respect it is believed that the database has
suffered a degree of under-reporting such that undue confidence should not be placed in
the completeness of the minor, unspecified and none damage categories. Further,
these concerns are compounded by the unknown accuracy of incidents to normally
unattended installations.
The quantification of confidence in the various damage categories is extremely difficult to
predict with accuracy. Using only the minor, unspecified, and none damage
categories, if the number of incidents where a confirming source is recorded is compared
to the total number, the figure is 31.7% (149 confirmed of 470 incidents). Conversely,
where damage categorised as moderate or severe has occurred, the same method
produces a figure of 48.8% (42 confirmed of 86 incidents). When the years 1991-2001 are
considered (1991 being the year in which the MAIB database, as a supporting source,
commenced) figures of 30.7% and 78% are produced for, respectively, minor,
unspecified, none; and moderate, severe categories.
4.3
PASSING VESSELS
Fortunately, over the whole period of study, collision incidents involving passing vessels
have occurred very infrequently. Of the 557 recorded incidents only 8 have involved
passing vessels and either fixed steel or jack-up installations; that other installation types
have not been involved would seem to be fortuitous rather than due to anything inherent
in their design. The potential for severe damage, possibly even catastrophic, is greatly
41
increased when passing vessels infringe the 500 metres safety zone, whether by accident or
design. The kinetic energy possessed by passing cargo vessels and tankers may result in
even a glancing blow causing major structural damage. The potential for a passing vessel
to collide with an installation is to a large extent outside the control of the installation
operator and its attendant stand-by vessel, though if timely action is taken to warn an
errant vessel it may be possible to influence their actions.
All passing vessel collisions have occurred in the Southern North Sea and to some extent
this is not surprising. The waters in this area are more densely populated with passing
commercial shipping traffic engaged on domestic coastal voyages, shorts sea international
traffic between UK ports and the near continent and long international voyages between
foreign ports and North European ports. To this should be added the large numbers of
inshore and near water fishing vessels from both East Coast UK and near continent ports.
Coupled to the increase in traffic density is the need for much of this traffic to follow
traffic lanes rather than being able to follow their courses at will. Many of the traffic lanes
are in the form of International Maritime Organisation (IMO) adopted traffic separation
schemes whereas others have developed over time and are now customary routes.
The historic development of the oil and gas industry in the region has seen a relatively
large number of installations in locations in fairly close proximity to the traffic lanes, both
customary and mandatory, and what is perhaps more surprising are the relatively few
passing vessel incidents when viewed against this backdrop. Certainly, based on anecdotal
evidence of vessel/vessel collisions it is felt the incident frequency for vessel/platform
collisions is far lower than for vessel/vessel collisions in the same area. However, this
assumption is not based on any formal analysis rather than on the MAIBs simple accident
data not taking into account populations etc.
It can be argued that in some respects the existence of large numbers of vessels and
installations in close proximity ought to lead to a heightened awareness among vessel
watchkeepers compared to areas where vessels/installations are less numerous.
Unfortunately, the passing vessel data do not reinforce this argument and it appears that
installations in the Southern North Sea are at greater risk than those in other areas;
probably because the increased awareness of vessel watchkeepers fails to keep pace with
the increase in risk in congested areas.
4.4
PRIMARY CAUSE
In apportioning a primary cause to an incident great faith has been placed in the
contents of the OIR/9A forms. Almost exclusively, these have been completed by
personnel on board the installation who may, or may not, have contacted those on board
the relevant vessel to determine their opinion of the circumstances. It is quite possible that
where, for instance, the primary cause is stated to be judgement, this may be the
Offshore Installation Managers (O.I.M.) assessment based on second hand information
from those witnessing the incident, rather than after discussion with subject vessels
Master.
42
5 Analysis of Platform Supply

Vessel Fleet and Commercial
Shipping Trends on the UKCS
5.1
INTRODUCTION
With the entering into statute of The Statistical Returns (Carriage of Goods and
Passengers by Sea) Regulations 1997 (S.I. No. 2330/97) and the advent of the Maritime
Statistics Collection Agency (MARSTATS) on 1 January 2000 it has become possible to
develop information about a number of factors that may have an impact on ship/platform
collision incidents generally. At HSEs request data about several related issues were
obtained from the data set held by MARSTATS of behalf of the Department of
Transport, Local Government and the Regions (DTLR).
Information about the number of voyages into and out of U.K. ports from/to the UKCS,
the identity of the vessels involved and the type of cargo carried by those vessels has been
extracted from MARSTATS. The statutory duty on shipping lines or their agents to
supply the information is limited to cargo loaded/discharged at the U.K.s major ports.
These are defined as ports having a total annual throughput exceeding 1 million tonnes, of
which there are 52 in the U.K. There is no reporting requirement for vessels
loading/discharging in ports that handle less than 1 million per year, of which several are
involved in the offshore oil and gas industry, for example, Montrose and Lowestoft,
therefore it is certain that the data analysed does not represent all offshore traffic.
Furthermore, although it is a legal requirement for shipping lines or their agents to supply
the data it is almost inevitable that there may be a degree of under reporting in even the
major ports; the extent of which is not known with certainty. Bearing these in mind, the
figures presented below represent the minimum estimate of vessels actively engaged in
platform supply operations or shuttle tanker activity.
5.2
PLATFORM SUPPLY VESSELS
For some time there has been an unsubstantiated belief among some in HSE that the
development of platform supply vessels (PSV) over time has led to a gradual increase in
size, both in terms of their external dimensions and tonnages. The Maritime Statistics
Collection Agency holds a listing of all currently registered commercial vessels together
with detailed information about their type, dimensions, tonnages, year of build, speed and
flag etc. Although information about a vessels displacement is not included in the
MARSTATS fleet list, at HSEs request an attempt has also been made to determine this
by using the other available parameters as well as an assumed block coefficient of 0.77.
The block coefficient figure was chosen in consultation with staff within HSE.
Using the primary search criterion of type = offshore supply an extract of the fleet list
was taken to assess how the main vessel criteria have changed. The search produced a total
of 2827 current vessels. The oldest vessel listed as offshore supply was built in 1943 and
43
of the vessels built between then and 1960 only 33 are listed as current. For statistical
purposes vessels built prior to 1961 have been excluded.
It is stressed that the information produced depends entirely on the correct classification of
vessel type within the fleet list. It is believed, for instance, that a number of vessels that are
now working as Emergency Response and Rescue Vessels (ERRV) but where previously
PSV still retain their original classification as offshore supply. Furthermore, some vessels
that are actually diver support vessels are classified as offshore supply. The latter misclassification will have a bearing on the analyses, particularly on the comparison of vessel
dimensions, because of the generally larger size of these vessels that will tend to increase
the averages disproportionately. Notwithstanding this, the figures presented are believed
to give a good appreciation of the trends in changing of vessel dimensions/tonnages if not
a comparison in absolute terms.
Although the fleet list held by MARSTATS contains a large number of vessels listed as
offshore supply there are a number of gaps within the data and where certain of the
parameters for a particular vessel are unknown then a 0 is recorded. This has occurred in
for various parameters i.e., dimensions, tonnages, speed etc. To avoid skewing the results
of the parameter analysis it has been necessary to exclude those vessels where a parameter
is unknown. For example, of the 35 vessels listed as being built in 1997 the vessels length
was not known in 1 case and the deadweight not known in 6 cases. The average vessel
length for 1997 built vessels was based on the 34 vessels where this was known and,
similarly, for the deadweight, was based on 29 vessels.
Parallel analyses were carried out to derive the average parameters for all vessels classified
as offshore supply and, separately, for those reported as active on the UKCS since 1
January 2000 through MARSTATS. This was based on their year of build.
A graphical representation of the year on year average of the main vessel dimensions and
speed is presented in Figure 21 for all vessels listed as offshore supply and in Figure 22 for
those that have been active on the UKCS. Similarly, Figures 23 and 24 present a
representation of the year on year average of tonnages.
Although the information in the graphs is as accurate as the raw data allows, it should be
remembered that certain factors may have an influence on how the data appear. This is
particularly true, for example, in 1990 when there were only 5 new builds and all were of
approximately the same dimensions. This has led to an apparent anomaly in the data
compared to the preceding and following years. In an attempt to minimise the effects of
such occurrences a linear trend line has been inserted over each parameter. This has the
effect of calculating the least squares fit for a line represented by the equation:
y = mx + b
where m is the slope and b is the intercept.
As will be noted, there has been an increase to varying degrees in all the assessed
parameters over time. This is the case for both all the current offshore supply vessels and
those active on the UKCS.
44
Figure 21: All offshore supply vessels average dimensions over time
30
90
Average Length
80
Average Breadth
25
Average Draught
Length/Breadth/Draft (m)
20
60
50
15
40
Average Speed (knots)
Average Speed
70
10
30
20
5
2001
1999
1997
1995
1993
1991
1989
1987
1985
1983
1981
1979
1977
1975
1973
1971
1969
1967
1965
1963
1961
10
Year of Build
Figure 22: UKCS offshore supply vessels average dimensions over time
30
90
Average Length
80
Average Breadth
25
Average Draught
Length/Breadth/Draft (m)
60
20
50
15
40
30
10
20
5
2000
1999
1998
1997
1996
1995
1994
1993
1992
1991
1990
1987
1986
1985
1984
1983
1982
1981
1980
1979
1978
1977
1976
1975
1974
1973
1972
1971
1970
1969
1966
10
Year of Build
NB: The apparent omission of data for 1967 1968 and 1988 1989 occurred because there were no vessels built in these years
operating on the UKCS and reporting cargo through MARSTATS. The inclusion of zero data for these years would have unjustly
skewed the average figures and trend lines.
45
Average Speed (knots)
Average Speed
70
Figure 23: All offshore supply vessels average tonnages over time
8000
Average Gross Tonnage
7000
Average Deadweight
Gross/Deadweight/Displacement Tonnage
Average Assumed Displacement

6000
5000
4000
3000
2000
2001
1999
1997
1995
1993
1991
1989
1987
1985
1983
1981
1979
1977
1975
1973
1971
1969
1967
1965
1963
1961
1000
Year of Build
Figure 24: UKCS offshore supply vessels average tonnages over time
10000
Average Gross Tonnage
9000
Average Deadweight
Average Assumed Displacement
Gross/Deadweight/Displacement Tonnage
8000
7000
6000
5000
4000
3000
2000
2000
1999
1998
1997
1996
1995
1994
1993
1992
1991
1990
1987
1986
1985
1984
1983
1982
1981
1980
1979
1978
1977
1976
1975
1974
1973
1972
1971
1970
1969
1966
1000
Year of Build
Other information held in the fleet list refers to a vessels current flag. Using data correct
as of 30 June 2001 the entire fleet of offshore supply and those active on the UKCS have
been assessed in terms of their flag. For ease of representation all flags have been divided
into groups based on the continents, i.e., Europe, Asia, Africa, America and
Australia/Oceania and grouped according to the vessels year of build.
46
It will be noted that the majority of vessels operating on the UKCS appear to be of more
recent build than the world fleet average and the majority are registered in European
countries. It is perhaps to be expected that vessels operating in European waters would be
registered in European countries and no inference should be drawn from this.
Figure 25: All offshore supply vessel flags over time
140
Flag Group 1 (Europe)

Flag Group 2 (Asia)
120
Flag Group 3 (Africa)

Flag Group 4 (America)
Flag Group 5 (Australia and Oceania)
No. Built in Year
100
80
60
40
20
20
01
19
99
19
97
19
95
19
93
19
91
19
89
19
87
19
85
19
83
19
81
19
79
19
77
19
75
19
73
19
71
19
69
19
67
19
65
19
63
19
61
Year of Build
Figure 26: UKCS offshore supply vessel flags over time

25
Flag Group 1 (Europe)

Flag Group 2 (Asia)
No. Built in Year
20
Flag Group 3 (Africa)

Flag Group 4 (America)
Flag Group 5 (Australia and Oceania)
15
10
19
66
19
69
19
70
19
71
19
72
19
73
19
74
19
75
19
76
19
77
19
78
19
79
19
80
19
81
19
82
19
83
19
84
19
85
19
86
19
87
19
90
19
91
19
92
19
93
19
94
19
95
19
96
19
97
19
98
19
99
20
00
Year of Build
47
5.3
COMMERCIAL SHIPPING BETWEEN UKCS AND U.K.
In an effort to develop and understanding of the magnitude of commercial vessel traffic

between the UKCS and various ports on the U.K. mainland the MARSTATS was
requested to provide a breakdown of all vessels where the port of loading/unloading was
the UKCS. It was intended that this would capture all voyages where, for instance, cargo
or stores were carried out to offshore installations or brought back from them. Further,
that all occurrences of shuttle tanker operations between UKCS loading terminals and
U.K. ports could be analysed.
As with all other data obtained from MARSTATS it should be borne in mind that the
responsibility for reporting rests with the shipping lines or their agents and so the data
analysed represents the minimum amount of traffic in and around installations on the
UKCS.
Another limitation is the absence of data on vessels in ballast and also those where
although the loading port may have been on the UKCS the discharge port may be outside
the U.K. There is no requirement for shipping lines or agents to make statistical returns to
MARSTATS when a vessel is not carrying cargo nor when it does not come to a U.K.
port.
In conclusion, it is highly likely there are an even greater number of voyages where cargo
is being carried not to mention vessels in ballast.
A breakdown of the results, sorted by U.K. port and then year/quarter, is presented in
Appendix B. It provides the number of voyages by vessels of various deadweight
groupings. The deadweight referred to is the maximum of the vessel, i.e., loaded to the
summer loadline, and does not necessarily represent the vessels deadweight at the time
the voyage occurred.
Figure 27, overleaf, is a graphical representation of the total number of voyages where
cargo was carried between U.K. ports and the UKCS in the period between 1 January
2000 and 30 June 2001. It demonstrates that Aberdeen is the busiest port in terms of
number of voyages followed by Peterhead. However, when the graph is compared with
the table in Appendix B it shows that the bulk of the voyages are carried out by relatively
small vessels compared to other ports that are used as discharge ports for shuttle tankers,
such as the Sullom Voe, Milford Haven, River Humber, River Mersey and Scapa Flow.
48
Figure 27: Vessels carrying commercial cargo between U.K. ports and UKCS
25000
250
>15000 tonnes deadw eight
200
15000
150
10000
100
5000
50
Fi
rth
Du
nd
ee
of
Fo
G
re
rth
at
Ya
rm
ou
th
Ha
rtl
ep
oo
l
He
ys
ha
M
m
ilfo
rd
H
av
en
Pe
te
rh
ea
d
Ri
ve
rC
lyd
Ri
e
ve
rH
um
b
er
R
ive
rM
er
se
y
Ri
ve
rT
e
es
Ri
ve
rT
ha
m
es
Ri
ve
rT
yn
e
Sc
ap
a
Fl
ow
Sh
ee
rn
es
So
s
ut
ha
m
pt
on
Su
llo
m
Vo
e
Ab
er
de
Cr
en
om
ar
ty
Fi
rth
Number of voyages by vessels >15000 tonnes

deadweight
Number of voyages by vessels <15000 tonnes

deadweight
<15000 tonnes deadw eight

20000
U.K. port
5.4
EMERGENCY RESPONSE AND RESCUE VESSELS
HSE made a further request of the MARSTATS in an attempt to quantity the number
and extent of commercial cargo being carried on ERRV.
Shipping lines or agents are required to supply details of the cargo carried to/from U.K.
ports by ERRV in just the same manner as for all other vessels and data analysis was
undertaken using information about the identity of ERRV provided by HSE. It is
understood that ERRV vessel identities, in the form of their LRN, was provided to HSE
via a recent research project. MARSTATS was interrogated using the LRN provided by
HSE to determine how many of the ERRV had also been reported as carrying
commercial cargo to or from the UKCS.
The results of the search produced a total of 17 different vessels having made a total of 154
voyages into a U.K. port from the UKCS and 176 outward voyages. A total of 5703
tonnes of predominantly general cargo was brought into the U.K. and 7382 tonnes was
taken out to the UKCS. A listing of these, detailing the number of voyages, the year and
quarter when the voyage occurred, the U.K. port where the vessel arrived at or sailed
from, whether it was inwards or outwards and the type and tonnage of cargo, is presented
in Appendix C.
A graphical representation of the comparison of ports used for ERRV vessels when
carrying commercial cargo is presented in Figure 28. This demonstrates that in terms of
both the number of voyages and cargo tonnage Great Yarmouth is the most usual port of
loading/discharge for ERRV while Aberdeen is the second most usual.
49
Figure 28: ERRV carrying commercial cargo between U.K. ports and UKCS
200
7000
180
6000
160
Number of voyages
120
Voyages
4000
Tonnage
100
3000
80
60
2000
40
1000
20
0
0
Aberdeen
Great Yarmouth
Heysham
Immingham
U.K. port
50
Liverpool
Peterhead Bay
Cargo tonnage
5000
140
Near Miss Information
6.1
INTRODUCTION
In the 1997 review of the database the view was put forward that a large body of
anecdotal evidence exists to suggest that near misses occur frequently in all areas of the
UKCS which, in the context of that report, was defined as an infringements of the 500
metre safety zone. At the time it was also concluded that a more comprehensive reporting
of such incidents by surface installations would lead to a better understanding of the
magnitude of the problem and may well lead to conclusions about the causation factors
involved. In this respect, the causation factors for near misses could well be similar to
those resulting in a passing vessel collision as in many cases it is believed that these
occurrences are the result of poor watchkeeping on board the vessel or the failure to
recover from a dangerous situation.
In an attempt to develop a better understanding of the near miss situation a number of
new initiatives have been implemented in the period between the compilation of the
1997 review and this report:
HSE Orion system using search keyword POS COLLISION OFF" (28 incidents
14 classified as near miss 14 classified as not near miss)
HSE Orion system SZI section and OIR9A reports (59 incidents not possible to
determine whether near miss)
ERRVA Warning Off Reports (246 incidents not possible to determine whether
near miss)
In the period between 1996 and 1999 HSE (OD) Legal and Strategy Team were
responsible for Safety Zone Infringement Database (SZI), however since 1999 HSE
Inspection Teams have been responsible for collating safety zone infringement
information within their jurisdictions.
Furthermore, HSE have recently revisited their definition of the term near miss and
determined that only incidents that lead to the activation of any part of the Duty Holders
Emergency Response Plan should be classified as a near miss. This is a better criterion for
definition than, for example, one that refers to an approaching vessels closest point of
approach (CPA) because of the different external factors and circumstances prevalent in
different areas of the UKCS. The busier waters of the Southern North Sea will lead to
many more close approaches by vessels than West of Shetlands where a potentially errant
vessel may cause alarm more readily because it is a relatively rare event.
Although the reporting routes outlined above have led to an increasing amounts of
reports being received by HSE and ERRVA, many of which yield important information
about an event, it is somewhat debatable whether all should be classified as a near miss
within the confines of the recent definition. Some of the doubt is centred on the inability
to determine whether an installations Emergency Response Plan was activated purely
from the information contained within the report; this is particularly true for the ERRVA
51
Warning Off Reports which it appears are completed and filed by the ERRV without
recourse to the installation.
Bearing this in mind, it is therefore not straightforward to compile an accurate overview
of the magnitude of the near miss situation when so few of the reports contain
information enabling the occurrence to be determined. However, for the purposes of data
analysis, it has been decided to assess the records where it was possible to determine if a
near miss occurred separately from those where it was not, i.e. data in Section 6.2 was
analysed separately from that in Sections 6.3 and 6.4.
6.2
ORION USING KEYWORD POS COLLISION OFF"
So far as being able to determine whether a near miss actually occurred using the new
definition, the information gathered by HSE and stored on the Orion system using the
keyword POS COLLISION OFF" forms a better guide. This is because the amount of
free text permitted in the report enables a good assessment of whether a 'near miss'
actually occurred even though it may not be explicit.
A search produced 28 records that were found to be relevant to the scope of this report,
though several others were produced that were considered beyond the scope, for example
reports of helicopter collisions offshore. From the reports it was possible to determine that
14 incidents had occurred where part of the Duty Holders Emergency Response Plan
would have been activated.
A more extensive analysis of this data is contained in Section 6.5. A complete list of the
data from the 28 records of the near miss database, beginning on 17 June 1996 and
ending on 15 October 2001, is contained in Appendix D.
6.3
ORION SZI SECTION AND OIR9A REPORTS
Information from these sources, particularly the OIR9A forms are submitted by
installations and are primarily a factual account of an event that may be used for follow up
enforcement activities. Data in the SZI section of Orion appears to come from the
OIR9A forms however the narrative section of the entry is somewhat limited. However,
by inspection of the relevant original OIR9A form it is possible to develop a full
understanding of events.
Analysis of this data is contained in Section 6.6. A list of the data from the 59 records of
the SZI section of Orion and the OIR9A reports, beginning on 29 December 1995 and
ending on 24 February 2000, is contained in Appendix E.
6.4
ERRVA WARNING OFF REPORTS
Although the ERRVA Warning Off Reports appear to be less helpful in assessing near
misses, they do offer some important information about other factors that perhaps is
beyond the scope of their original intention. Primarily, data may be developed about the
52
efficiency of ERRV radar under different environmental conditions as the data provides
the range of first detection of an approaching vessel.
The absence of qualitative data concerning the whether an incident was a near miss
within the HSE definition should not be seen as a criticism of the ERRVA members or
their vessel crews, rather than of the Warning Off Report forms they complete. Apart
from a short section about what prompted the warning off action, whether on the vessels
own initiative or at an OIMs request, there is very little information about
EERV/platform interaction prior to, during, or after an event.
A further area in which the ERRVA Warning Off Report may be used to provide
meaningful data is if information about the range from the installation at which an
approaching vessel took avoiding action. Such information would be useful to both Duty
Holders and the HSE in their development of procedure to manage collision risk.
Analysis of this data is contained in Section 6.6. A list of the data from the 246 records of
the EERVA Warning Off Reports, beginning on 17 April 2001 and ending on 6 January
2002, is contained in Appendix F.
6.5
ANALYSIS OF NEAR MISS DATA (POS COLLISION OFF)
The relatively small number of incidents under this heading has resulted in the data being
presented in tabular format.
Table 25: Near Miss Data Analysis
Number of reports
Northern North Sea
Central North Sea
Sector
Southern North Sea
Morecambe Bay
West of Shetlands
Unspecified
Anchor Handler
Barge
Cargo
Threatening Diver Support
vessel
Fishing
type
Research
Stand By
Supply
Tanker
Unspecified
Less than 500
500 - 1500
Threatening 1500 - 5000
vessel
5000 - 15000
size
15000 - 50000
Over 50000
Unspecified
00:00 to 04:00
04:00 to 08:00
Time
08:00 to 12:00
of
12:00 to 16:00
incident
16:00 to 20:00
20:00 to 24:00
Unspecified
2
2
5
1
0
4
0
2
1
0
3
0
0
1
3
4
2
2
0
1
2
0
7
1
3
3
3
0
4
0
'Near Miss'
14
14.29%
14.29%
35.71%
7.14%
0.00%
28.57%
0.00%
14.29%
7.14%
0.00%
21.43%
0.00%
0.00%
7.14%
21.43%
28.57%
14.29%
14.29%
0.00%
7.14%
14.29%
0.00%
50.00%
7.14%
21.43%
21.43%
21.43%
0.00%
28.57%
0.00%
53
Not 'Near Miss'

14
3
21.43%
4
28.57%
4
28.57%
0
0.00%
1
7.14%
2
14.29%
1
7.14%
0
0.00%
0
0.00%
2
14.29%
1
7.14%
1
7.14%
3
21.43%
3
21.43%
3
21.43%
0
0.00%
1
7.14%
3
21.43%
5
35.71%
0
0.00%
0
0.00%
2
14.29%
3
21.43%
1
7.14%
2
14.29%
2
14.29%
2
14.29%
4
28.57%
3
21.43%
0
0.00%
6.6
ANALYSIS OF SZI AND ERRVA DATA
6.6.1 Number of reports

Total reports from SZI/OIR9A
Total reports from ERRVA
59 records
246 records
6.6.2 Number of ERRV reporting (ERRVA data only)

Total ERRV in UKCS fleet
146 vessels
Total ERRVA reporting
32 vessels
The UKCS EERV fleet has been determined from the output from the HSEs recently
completed DC Deployment Database project. The actual number of vessels in use at any
time will probably differ from this total because of vessel lay-ups, out of service for repairs,
scrapping or sale and removal from the UKCS. An accurate number for the UKCS fleet
and hence the percentage of vessels reporting can be obtained from ERRVA.
6.6.3 Number of serious warnings (ERRVA data only)
The criterion for this is where no
8 records
communications were established
The inclusion of this data is somewhat subjective. With the current format of ERRVA
warning off reporting there is little to rank what should be considered a serious incident
compared to other events.
6.6.4 Reports by geographical location (combined data)
Northern North Sea
63 records
Central North Sea
83 records
Southern North Sea
120 records
Morecambe Bay
21 records
Unspecified
18 records
Figure 29: Warning Off Reports by geographical location
140
120
Number of incidents
100
80
60
40
20
0
Northern North Sea
Central North Sea
Southern North Sea

Geographical location
54
Morecambe Bay
Unspecified
6.6.5 Type classification of threatening vessel (combined data)

Total reports of Cargo vessels
89 records
Total reports of Derrick Barges
1 record
Total reports of Diver Support vessels
2 records
Total reports of Drilling vessels
1 record
Total reports of Fishery Protection vessels
1 record
Total reports of Fishing vessels
141 records
Total reports of Passenger vessels
1 record
Total reports of Research vessels
1 record
Total reports of Sail Training vessels
3 records
Total reports of Stand By vessels
2 records
Total reports of Supply vessels
24 records
Total reports of Tankers
14 records
Total reports of Tugs
2 records
Total reports of Yachts
13 records
Total reports of Unspecified vessels
10 records
6.6.6 Gross registered tonnage of threatening vessels (combined
data)
Gross tonnage less than 500 g.r.t.
57 records
Gross tonnage between 500 1500 g.r.t.
36 records
79 records
10 records
2 records
Gross tonnage greater than 50000 g.r.t.
2 records
Unspecified gross tonnage
119 records
Figure 30: Gross registered tonnage of threatening vessel
140
120
Number of vessels
100
80
60
40
20
0
<500
500 - 1500
1500 - 5000
5000 - 15000
15000 - 50000
Gross registered tonnage
55
>50000
Unspecified
6.6.7 Radar range at first detection (ERRVA data only)

First detection at less than 2.0 miles
5 records
First detection between 2.0 to 4.0 miles
10 records
32 records
76 records
42 records
First detection at greater than 10.0 miles
59 records
Unspecified range of first detection
22 records
Figure 31: Radar range at first detection
80
70
Number of incidents
60
50
40
30
20
10
0
<2.0 miles
2.0 - 4.0 miles
4.0 - 6.0 miles
6.0 - 8.0 miles
8.0 - 10.0 miles
>10.0 miles
Unspecified
Range at first detection
6.6.8 Radar range at first detection in prevailing sea condition

(ERRVA data only)
Data in Figure 32 appears as it does because of the normal seagoing practice of reporting
the sea condition to the nearest 0.5 metre of wave height. Indeed, it is considered
extremely difficult to be even more precise when attempting to determine the wave
height from a vessels deck or bridge when the vessel is rolling/pitching in a seaway.
Bearing the foregoing in mind, there appears not to be a clearly discernible trend from an
analysis of this data. Radar detection range was in most cases good regardless of the
prevailing sea condition although if further analysis was undertaken, particularly with
respect to the size, type, construction material and aspect of the target vessel, better
information may be available. For example, the detection of large, angular, steel vessels,
such as car carriers or container vessels will inevitably be better at longer ranges and in
worse weather conditions than the detection of smaller fibreglass or wooden fishing
vessels at shorter ranges and in less severe weather.
56
Figure 32: Radar range at first detection in prevailing sea condition

18.0
16.0
Range at first detection (miles)
14.0
12.0
10.0
8.0
6.0
4.0
2.0
0.0
0.0
1.0
2.0
3.0
4.0
5.0
6.0
Sea condition (metres)
6.6.9 Range at closest point of approach (combined data)

CPA less than 0.5 mile
169 records
CPA between 0.5 - 1.0 mile
62 records
CPA between 1.0 - 2.0 miles
53 records
CPA between 2.0 - 3.0 miles
5 records
CPA greater 3.0 miles
1 record
Unspecified CPA
15 records
Figure 33: Range at closest point of approach
180
160
140
Number of incidents
120
100
80
60
40
20
0
<0.5 miles
0.5 - 1.0 mile
1.0 - 2.0 miles
2.0 - 3.0 miles
Closest point of approach
57
>3.0 miles
Unspecified
6.6.10 Time of day of incident (combined data)

Total incidents between 00:00 - 04:00
40 records
41 records
70 records
38 records
55 records
38 records
Unspecified time of incident
23 records
Figure 34: Time of day of incidents
80
70
Number of incidents
60
50
40
30
20
10
0
00:00 - 04:00
04:00 - 08:00
08:00 - 12:00
12:00 - 16:00
Time of day
58
16:00 - 20:00
20:00 - 24:00
Unspecified
Conclusion
The database contains a compilation of ship/platform collision data from several widely
differing sources and as such probably represents the most complete record of collision
incidents on the UKCS.
Data interpretation should be carried out with caution as it is highly likely that some
degree of under reporting of incidents has occurred. Primarily this is thought be of those
incidents where little or no damage resulted to the installation, however, may also include
more serious incidents to normally unattended installations.
Bearing in mind the likely confidence with which the database should be viewed, it is
important to stress that it represents the best case so far as the frequency of incidents is
concerned. In reality it is likely that the frequency of incidents which result in less serious
damage should be higher than indicated in this report. In more recent years it is believed
that a much higher degree of accuracy has been achieved, particularly for more serious
incidents, such that it provides a useful starting point from which to address the issue of
vessel collision and its mitigation.
Due to their increasing usage over the last decade and as the data set has expanded and an
analysis of accidents involving FPSO and FSU was carried out. Although only 10
incidents have been reported, oil transfer to a shuttle tanker was the operating
circumstance on 3 occasions. The point of note with these incidents was the potential for
seriousness. Shuttle tankers are predominantly large vessels and even a slow speed collision
can have very serious consequences because of the kinetic energy involved. In mitigation,
it is believed that shuttle tankers have a high degree of sophistication in their manoeuvring
and propulsion equipment and properly trained, experienced and certified crew therefore
the likelihood of a incident may be less than for other vessels that routinely approach
FPSO and FSU.
At HSEs request a number of other analyses have been undertaken. These have utilised
data from the Maritime Statistics Collection Agency (MARSTATS) and primarily dealt
with the number and size of commercial cargo carrying vessels that may have cause to be
in and around offshore installations on the UKCS. While it is likely that the figures
presented are an understatement of the actual number, they do go some way in at least
beginning to quantify the population of vessels that UKCS installations may encounter.
Separately, but using the same MARSTATS data source, information was developed
about the extent of cargo carrying activities on EERV between U.K. ports and the
UKCS. While not strictly within the scope of the update to the ship/platform collision
database as the vessels could be expected to be in the vicinity of the installations, it will
give HSE some information about how widespread this newly adopted and growing
activity has become when before all that existed was anecdotal evidence.
One of the conclusions of the 1997 report suggested that A more comprehensive
reporting of near misses by surface installations would lead to a better understanding of
the magnitude of the problem, and may well lead to conclusions about the causation
59
factors involved. Since the last update of the ship/platform collision incident database a
larger data set of near miss incidents has been collated by both the HSE and, since April
2001, by ERRVA. The latter source of data should more properly be considered as
warning off because it contains little to independently support the new definition of a
near miss, i.e., when any part of an installations emergency response plan is activated.
Notwithstanding this, the warning off data is still valuable in its own right as it helps to:
Quantify the amount of potentially errant traffic.

Provide information on the range at which approaching vessels may take avoiding
actions.
Outline the effectiveness of radio contact or other means to warn of installations
presence.
This report has addressed the issue of near misses in more detail than in previous issues and
concluded that the data set of such incidents is increasing. Even though the definition of a
near miss has been made clearer there were still 14 such events. These ranged in severity
from a precautionary mustering of personnel to an actual downmanning of an installation.
Data from other sources such as the Canadian and United States Coast Guards that were
included in the previous version of the database have been removed. Unfortunately,
when the database was last updated differences in the method of presentation and in the
amount and diversity of data prevented a full analysis so it was decided to not include it in
the report on this occasion.
60
References
1.
National Maritime Institute Ltd., Collision of Attendant Vessels with Offshore

Installations Part 1. General Description and Principal Results, Offshore
Technology Report OTH 84 208, 1985.
2.
National Maritime Institute Ltd., Collision of Attendant Vessels with Offshore

Installations Part 2. Detailed Calculations, Offshore Technology Report OTH 84
209, 1985.
3.
International Association of Drilling Contractors (IADC) IADC MODI Accident

Survey Boat Collisions in the North Sea, Interim Report to NEW Committee,
May 1984.
4.
Revision of Offshore Collision Incident Database for the Health and Safety
Executive, Advanced Mechanics and Engineering Limited (AME), (Project 2661).
5.
Marine Technology Support Unit, MaTR0321 Update of Collision Incident

Database, (1995).
6.
Marine Technology Support Unit, MaTR0447 Update of Collision Incident

Database, (1997).
7.
Marine Incident Database, Marine Accident Investigation Branch, Department of

Transport.
8.
Orion Safety System, Offshore Safety Division of Health & Safety Executive.
9.
World Offshore Accident Database.
10. Anchor Handling Tugs and Supply Vessels of the World, Oilfield Publications
Limited. ISBN 1 870945 68 9.
11. Stand-by Vessels of the World, Oilfield Publications Limited. ISBN 1 870945 24.
12. Lloyds Maritime Directory 1986, Lloyds of London Press Ltd. ISBN 1- 85044076 X.
13. Marine Technology Support Unit, Draft Report MaTR 0141 Review of the
Offshore Collision Incident Database and Report.
14. Lloyds Register of Shipping, Study of Major Damage to UK Fixed Steel Platform
Jackets, Offshore Technology Report OTN 92 235, 1992.
15. Casualty Database, Lloyds Maritime Information Service.
16. SUN Safety System, Offshore Safety Division of Health & Safety Executive.
17. Billington Osborne-Moss Engineering Limited - Drawing No. C/587/R002.22.
61
18. http://www.search.rigzone.com
19. de la Mare, R.F. and Anderson, O, Pipeline Reliability, Veritas Report 80-0572,
Oslo, 1980, pp. 51-52.
20. Protection of Offshore Installations Against Impact, Offshore Technology
Report OTN 88 235, 1988.
62
Appendices
CONTENTS
Appendix A
Appendix A
Appendix B
Appendix C
Appendix D
Appendix E
Appendix F
Ship/Platform Collision Incident Database Passing Vessels

Ship/Platform Collision Incident Database Attendant Vessels
Commercial Shipping Between UKCS and U.K.
Commercial Cargo on Emergency Response and Rescue Vessels
Near Miss Database
Safety Zone Infringement List
ERRVA Warning Off Reports
63
64
Appendix A
Ship/Platform Collision Incident Database
Passing Vessel Collisions
DEn
DEn
DEn
DEn
DEn
HSE
DEn
DEn
20/03/88
16/02/84
15/01/95
26/08/84
05/07/83
21/07/81
23/06/88
26/06/85
1988
1984
1995
1984
1983
1981
1988
1985
Information
Date
Year
Source
(dd/mm/yr)
Consec.
No.
March
February
January
August
July
July
June
June
Month
Southern
Southern
Southern
Southern
Southern
Southern
Southern
Southern
Location
Jack-Up
Jack-Up
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Jack-Up
Fixed Steel
Installation
Type
Side
Fishing
Fishing
Fishing
Bow
Bow
Bow
Fishing
Bow
Merchant
Cargo
Merchant
Cargo
Bow
Fishing
Sea
Condition
3.5
Calm
Calm
10
13
65
Passing Supply Vessel
Post/Operation
Neglected
Post/Operation
Neglected
Post/Operation
Neglected
Post/Operation
Neglected
Post/Operation
Neglected
Post/Operation
Neglected
Post/Operation
Neglected
Post/Operation
Neglected
Vessel
Speed Operating Circumstances Primary Cause
(knots)
PASSING VESSEL COLLISIONS
Impact
Orientation
Supply
Impact
Vessel Type
Leg Chord
Leg Rigging
Leg B2
Fender
Other Stbd. Side
Landing Station
Leg Chord
Diagonal Brace
Impact Point
None
None
Minor
Fender
Minor
Dent
Severed
Bend and Dents
Installation
Damage
No
No
No
Yes
No
No
No
No
Yes
Yes
Stiffener Plate
Damage Dents
None
None
Minor
Minor
Minor
Minor
Severe
Severe
Installation
Damage
Class
Boat fender ripped off north-west leg, damage to cellar deck drain line, torn mooring
rope.
5'2 paint scraped off leg B2.
No
No
Slight damage.
Vertical member of boat landing stage bent 0.9 m out over 1.2 - 1.5 m.
Impact at +55m level, no damage.
Yes
Severe damage to a 5.5m section of 1 leg rendered helideck unsafe and personnel had to
be evacuated.
Yes
Repaired
Installation Damage Details
Impacted horizontal and vertical cross brace on row 2 between legs A2 and B2, severe
bend (up to 20") in brace member at -18' to +27' levels and slight bend (7") to horizontal
brace at +27'. Minor dents in way.
Consec.
No.
70 tonnes steelwork renewed.
66
Complete replacement of upper half vertical cross brace on row 2. Box plating of dented
areas.
PASSING VESSEL COLLISIONS
Repair Details
None
Severe
Other
Source
Confirms
Dent in trawler.
Aft port side at 5m above waterline.
Bows stove in.
Forecastle above waterline, windlass destroyed and 1 anchor lost.
Wooden bows caved-in, taking in water.

-
HSE
WOAD
HSE
HSE & LMIS
HSE
HSE,
WOAD &
LMIS
HSE, LMIS,
Severe damage to starboard side of bow (crushing of plating/frames). Proceeded to port
OTN 92 235
for repairs.
& BOMEL
Vessel Damage Details
Moderate Unspecified hull damage including leaks in starboard diesel tank.
Minor
Minor
Severe
Severe
Severe
Vessel
Damage
Class
67
Appendix A
Ship/Platform Collision Incident Database
Attendant Vessel Collisions
DEn
DEn
DEn
DEn
19
20
21
22
OTN 92 235
DEn
32
33
DEn
NMI
BOMEL
DEn
43
44
45
46
DEn
DEn
DEn
40
42
OTN 92 235
39
41
NMI
NMI
37
38
DEn
OTN 92 235
31
36
OTN 92 235
30
DEn
DEn
29
DEn
NMI
28
35
DEn
27
34
OTN 92 235
OTN 92 235
25
26
DEn
DEn
18
OTN 92 235
DEn
17
24
DEn
16
23
DEn
WOAD
13
WOAD
OTN 92 235
12
15
DEn
14
12/04/77
DEn
10
11
28/06/79
1979
1979
05/08/78
16/06/78
05/02/78
10/01/78
1978
1978
1978
23/04/77
19/04/77
18/02/77
11/02/77
1977
1977
1977
14/08/76
1976
20/09/75
1975
1975
1975
19/04/92
05/01/91
12/10/90
26/09/85
10/01/85
05/01/85
16/07/83
03/10/81
18/12/80
02/06/80
15/05/80
1980
05/11/77
29/08/75
April
August
Month
January
January
July
October
December
June
May
April
January
October
1979
1979
1979
1978
1978
1978
1978
1978
1978
1978
1977
1977
1977
1977
1977
1977
1977
1976
June
October
August
June
February
January
December
December
April
April
February
February
August
1976 November
1975 September
1975
1975
1975
1992
1991
1990
1985 September
1985
1985
1983
1981
1980
1980
1980
1980
1977 November
1977
1975
Information
Date
Year
Source
(dd/mm/yr)
DEn
Consec.
No.
Southern
Southern
Central
Central
Northern
Southern
Southern
Northern
Central
Northern
Southern
Northern
Southern
Southern
Southern
Northern
Southern
Central
Southern
Southern
Southern
Southern
Central
Central
Southern
Central
Southern
Central
Southern
Central
Southern
Southern
Southern
Central
Location
Fixed Steel
Fixed Steel
Semi-Submersible Drilling
Semi-Submersible Production
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Semi-Submersible Accommodation
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Jack-Up
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Semi-Submersible Mobile Support
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Installation Type
Impact
Orientation
Supply
Supply
Supply
Supply
Supply
Supply
Supply
Supply
Stand-By
Stand-By
Supply
Supply
Supply
Survey
Supply
Supply
Stand-By
Supply
Supply
Supply
Supply
Supply
Supply
Supply
Supply
Supply
Bow
Stern
Stern
Stern
Bow
Stern
Stern
Bow
Side
Stbd. Side
Stern
Stern
Bow
Stern
Stern
Anchor
Handler
Supply
Bow
Supply
Sea
Condition
Operating
Circumstances
1.0
3.5
3.5
3.3
3.5
3.3
4.5
3.0
3.0
2.0
4.0
5.0
1.0
1.5
68
Cargo Unloading
Cargo Unloading
Personnel Transfer
Cargo Transfer
Cargo Unloading
Anchor Handling
Cargo Transfer
Cargo Unloading
Cargo Unloading
Cargo Transfer
Cargo Transfer
Cargo Unloading
Cargo Transfer
ATTENDANT VESSEL COLLISIONS
Impact
Vessel Type
Electrical Failure
Misjudgement
Mooring Failure
Misjudgement
Misjudgement
Autopilot Failure
Misjudgement
Misjudgement
Engine Control Failure
Misjudgement
Misjudgement
Misjudgement
Diagonal Brace
Diagonal Brace
Column C
Column No 25
Column 3/4
Riser
Column SA
Cross Brace
Column C1
Diagonal Brace
Column PC2
Column P2/3
Horizontal Brace
Diagonal Brace
Column CPC4
Column PA
Misjudgement by Poor
Visibility
Bend and Dent
Bend and Dent
Dent
Dent with Weld Crack
Dent with Hole
Dent
Dent with Hole
Weld Crack
Unspecified
Unspecified
Bend and Dent
Bend
Dent with Hole
Lifeboat
Weld Crack
Bend with Weld Crack
Severed
Dent with Hole
Unspecified
Dent with Crack
Weld Crack
Unspecified
Severed and Crack
Dent with Hole
Dent
Dent with Crack
Diagonal Brace
Column Stbd.
Centre
Dent
Bend with Hole
Diagonal Brace
C3
Diagonal Brace
Bend with Tear
Severed and Weld Crack
Severed and Weld Crack
Severed and Crack
Severed and Tear
Severed and Bent
Installation Damage
Column S-2
Diagonal Brace
Column
Fender
Diagonal Brace
Diagonal Brace
Diagonal Brace
Impact Point
Weather Conditions
D.P. Operator Error
Steering Failure
Clutch Failure
Weather Conditions
Misjudgement
Post/Operation Neglected
Primary Cause
No
No
Yes
Yes
No
No
Yes
No
No
No
Yes
No
Yes
No
No
No
No
Yes
No
Yes
No
No
No
No
Yes
No
Yes
No
Yes
No
No
Yes
No
No
No
No
No
No
Yes
Yes
No
Yes
Yes
Yes
Yes
No
No
No
Yes
No
Yes
No
No
No
No
Yes
No
Yes
No
No
No
No
Yes
Yes
Yes
No
Yes
Yes
Yes
Yes
No
No
No
Yes
No
Yes
Stiffener Plate
Damage Dents
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Severe
Severe
Severe
Severe
Severe
Severe
Severe
Severe
Severe
Severe
Severe
Severe
Severe
Severe
Severe
Installation
Damage
Class
Leg reinforcing plate fitted in 1981.
Yes
Temporary repairs undertaken pending repair of both plating and stiffeners.
Yes
Replacement insert piece in 1981.
Yes
Yes
Unspecified damage.
Unspecified damage.
37
38
46
45
Dent 1.75m x 1.75m x 0.17m (H x W x D) between ring stiffeners 3 and 4. Webs on stiffeners
bulged, no cracks.
Vertical diagonal brace on row A between legs A1 and A2 indented 16" x 10" x 3" (H x W x
D) and bent inwards by 3".
Horizontal brace on row 4 between legs C4 and D4 cracked, bent and indented, damage to
spider deck.
Sleeve welded in place in 1980.

Requested by LRS. Brace replaced in 1979.
Yes
Sleeve welded in place in 1980.

-
69
Riser operated at downrated pressure pending metallurgical report.
Split sleeve installed in 1979.
Yes
Yes
Vertical stiffener twisted and 4" dent on column No. 25, 3" dent on column No. 24.
43
44
Yes
Yes
Indent of aft side of column 3 and fore side of column 4. Plating penetrated.
42
Yes
Dent in 24" OD x 0.688" WT riser 0.356m x 0.25m x 0.037m (H x W x D).
41
40
Yes
Yes
Plating dented 0.84m x 0.41m x 0.025 m (H x W x D). Stiffener ring bent 50mm upwards and
broken away from plating.
36
Significant crack on vertical cross brace on row A between legs A4 (-21' elevation) and A3
(+22' elevation).
Stiffener buckled and partially torn over 5'. Ring stiffener at 90' buckled between stiffeners 6
and 7. 8 mm hole in plating.
Yes
Cross-member 10' above waterline bent, distortion of spider-deck.
35
39
Dent 3.05m x 3.05m x 0.3m (H x W x D) between 4' - 6' above waterline. 3 horizontal
stiffeners set in and distorted. Plating fractured 50 mm at horizontal stiffener.
Cracks rewelded and split sleeve installed in 1977.
Yes
Damage to deck and lifeboat below deck.
Brace replaced in 1980.
Yes
34
Member replaced with redesigned joint in 1978.
Yes
Yes
Replaced by new member with redesigned end connections in 1974.
Yes
Member replaced in 1974.
Member removed leaving a 1.5m stub at leg A2. Repair plate installed over hole in 1991.
Yes
Yes
Bracing repaired in 1985, MPI inspection of node welds.
Yes
Renewal of plating, stiffeners and fractured bulkhead.
Urgent repairs needed. Decided brace damage had effective total loss of comp strength, well
shut-in and rig evacuated.
Underwater inspection required plus MPI of node welds. Temporary repair followed by
permanent repair in 1983/84.
Member replaced and repair clamped in 1980.
Yes
Yes
Yes
Yes
Yes
-
Damaged member removed.
Yes
Towed to yard for repair.
Brace replaced in 1978.
Yes
Yes
Extensive repair needed. Brace between rows 3 and 4 replaced in 1976.
Repair Details
Yes
Repaired
33
32
31
Horizontal brace member on row B between leg B6 and B7 at B7 pulled out of leg can at +11'
elevation. Redundant member.
14" long weld crack and 4" - 6" bend on diagonal brace member on row A between legs A3
and A4 at +38.5' elevation.
18" long weld crack on horizontal brace on row 1 between legs A1 and B1 at +7.5' elevation.
Redundant member.
Dent and internal damage to centre port column. Plating penetrated in port centre column.
29
30
Unspecified damage.
Horizontal brace on row A between legs A2 - A3 severed at A3 end leaving hole, indented
900mm x 650mm x 120mm (H xW xD), bowed 80mm. 3 others damaged. Fractured welds on
leg A3; horizontal brace sheared, knee joint flattened and sheared. Redundant member.
Unspecified severe damage. Structure at Great Yarmouth awaiting tow when incident
occurred.
Welds of horizontal brace between legs B4 and B5 cracked at both ends (B4 for 45%
circumference, B5 for 75% circumference) at +11' elevation. Brace bent 9".
600mm long x 6mm deep weld crack on horizontal brace on row 1 between legs A1 and B1 at
+7.5' elevation. Member buckled by 2'. Redundant member.
11" long weld crack at joint on horizontal brace member on row A between legs A3 and A4 at
-1.5' elevation.
Collided with vertical column No. 22, dent 36" x 1' x 2" (L x W x D). 6" long fracture on ring
stiffener.
36" gash in shell plating. 18" - 24" indent in side shell.
Brace between legs B2 and B3 at +16' elevation close to leg B3. Members bent inwards and
downwards by 4' and flattened, torn and distorted bracing. Holed at 16' level.
Dent 7" x 8" x 12" (H x W x D) at 65' level. 4 internal stiffeners twisted. Ring girder buckled
and fractured. Bulkhead buckled over 20".
Brace between legs A3 & A4 indented 0.15m x 0.15m x 0.05m (H x W x D) Brace bent by
15". Weld cracks found.
Dent of column plating 3.75m x 4.5m x 0.55m (H x W x D), 3 vertical stiffeners buckled, 4
damaged, 1 ring stiffener severely damaged.
Dent to 2.44 m brace C3. 1.83m x 5.49m x 0.46m (H x W x D). LRS case 1/1.024.
Vertical diagonal and horizontal brace on row B between legs B3 and B4 severed at leg B3 at 20' elevation. Hole 435mm x 690mm (W x L). Cracks in welds on underwater nodes of leg B3
for both bracings between legs B3 and B4. Non redundant members.
14' long x 6" deep gash in S-2 column at 84' elevation. Ring frame in way bent. Lifeboat
smashed; davit and deck under lifeboat bent.
Unspecified severe damage.
Two braces damaged (18" x 0.5" and 20" x 0.5"). 36" brace bent. 2 braces detached (24" x
0.5" and 12" x 0.5") and bent towards centre of jacket. 36" x 1.375" diagonal torn away.
Damage between 20' - 35' levels. Non redundant member.
Cross bracing on row A at elevation +17' severed at A1 and fell off to seabed. Redundant
member. 450mm long tear in leg A1 in way of weld to brace. Non redundant member.
One end of leg member virtually severed other end had 2 x 13mm cracks in cross member at
11'.
Horizontal barge bumper support torn out of leg A1 at +9' elevation causing weld crack of
total 800mm length. Non redundant member.
28
27
26
25
24
23
22
21
20
19
18
17
16
15
14
13
12
11
10
Consec.
No.
Unspecified heavy damage.
Not serious, repaired during annual inspection.
4' - 5' gash above waterline in bow section. Towed to Withernsea by "Breydon Eider" for
temporary repairs and later to Lowestoft.
Moderate Temporary repairs effected, ship yard repairs required.
Minor
Severe
Moderate Damage to breast plate, deck plates at bow forepeak hatch and to foremast.
Severe
Minor
Vessel
Damage
Class
OTN 92 235
OTN 92 235
BOMEL
BOMEL
BOMEL
BOMEL
MAIB
OTN 92 235,
WOAD & LMIS
HSE
OTN 92 235,
BOMEL & HSE
HSE
HSE & OTN 92

235
HSE
OTN 92 235 &

BOMEL
WOAD, OTN
92 235 &
BOMEL
OTN 92 235 &
BOMEL
Other Source
Confirms
DEn
DEn
DEn
DEn
DEn
DEn
DEn
DEn
70
71
72
73
74
75
76
77
DEn
DEn
DEn
BOMEL
80
81
82
83
BOMEL
BOMEL
69
OTN 92 235
28/08/84
DEn
68
79
10/05/84
DEn
78
09/07/82
NMI
1990
28/08/89
17/04/86
22/01/86
1986
1986
17/01/85
30/11/84
16/11/84
10/11/84
09/11/83
10/03/83
1983
18/10/82
18/07/82
1982
1982
1982
10/02/81
66
61
1981
67
DEn
60
1981
25/03/82
BOMEL
59
10/11/80
20/10/80
DEn
OTN 92 235
58
65
DEn
57
1980
05/05/80
OTN 92 235
DEn
56
64
DEn
55
1980
1980
BOMEL
OTN 92 235
54
OTN 92 235
BOMEL
53
1980
1980
62
OTN 92 235
52
1980
19/11/79
14/11/79
06/11/79
63
NMI
OTN 92 235
51
NMI
NMI
49
DEn
48
50
DEn
Month
October
May
October
May
March
October
July
July
March
February
August
May
1990
1989
1986
1986
1986
1986
1985
August
April
January
January
1984 November
1984 November
1984 November
1984
1984
1983 November
1983
1983
1982
1982
1982
1982
1982
1982
1982
1981
1981
1981
1980 November
1980
1980
1980
1980
1980
1980
1980
1980
1979 November
1979 November
1979 November
Information
Date
Year
Source
(dd/mm/yr)
47
Consec.
No.
Northern
Central
Central
Central
Southern
Northern
Central
Northern
Southern
Northern
Northern
Northern
Central
Central
Southern
Northern
Southern
Northern
Southern
Southern
Southern
Central
Southern
Southern
Northern
Northern
Southern
Southern
Southern
Southern
Northern
Central
Central
Channel
Location
Fixed Steel
Fixed Steel
Fixed Steel
Single Buoy Mooring
Jack-Up
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Concrete
Fixed Concrete
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Installation Type
Impact
Orientation
Supply
Supply
Supply
Supply
Supply
Side
Stern
Bow
Merchant
Tanker
Supply
Side
Bow
Stern
Side
Stern
Stern
Diver Support
Supply
Diver Support
Supply
Supply
Diver Support
Supply
Supply
Stand-By
Supply
Supply
Supply
Supply
Supply
Supply
Side
Stern
Stern
Anchor
Handler
Supply
Stern
Stern
Stand-By
Supply
Sea
Condition
Operating
Circumstances
4.0
4.4
2.75
1.3
2.25
1.0
2.75
3.0
2.7
7.0
6.2
2.5
3.5
2.5
4.0
70
Cargo Unloading
Cargo Unloading
Cargo Unloading
Diving Operations
Bend and Dent
Misjudgement
Column C
Dent
Column 2
Visibility
Bend
Dent
Dent
Diagonal Brace
C3
Weld Crack
Dent
Dent with Crack
Dent
Hole
Dent
Dent
Hole
Dent
Severed and Dent
Brace
Column B4
Column 5
Buoy
Other Stbd. Side
Column P3
Column SF
Column SC4
Column C/D
Dent with Hole
Leg Diagonal
Brace
Leg
Severed and Dent
Unspecified
Fender
Dent with Hole
Weld Crack
Dent with Hole
Dent with Hole
Dent
Hole
Cracked Concrete
Cracked Concrete
Dent
Bend and Dent
Bend with Crack
Bend
Unspecified
Dent
Unspecified
Dent
Dent
Installation Damage
Diagonal Brace
Platform
A4 Leg
Cross Brace
Leg
Column SC2
Leg
Leg C4
Leg C4
Column P1
Column C
Column B4
Column CSC4
Impact Point
Misjudgement
D.P. Failure
Engine Power Failure
D.P. Electrical Failure
Misjudgement
D.P. Thruster Failure
Cargo Unloading
Containers
Anchor Dragged
Misjudgement
Misjudgement
Mooring Failure
Misjudgement
Weather Conditions
Weather Conditions
Misjudgement
Propeller Failure
Weather Conditions
Primary Cause
Close Support
Cargo Transfer
Cargo Unloading
Cargo Unloading
Cargo Transfer
Cargo Transfer
Cargo Unloading
Impact
Vessel Type
No
Yes
Yes
Yes
No
No
Yes
Yes
Yes
No
Yes
No
No
No
No
No
No
No
No
No
No
No
Yes
No
No
No
No
Yes
No
No
No
No
No
Yes
No
Yes
Yes
No
Yes
Yes
Yes
No
No
Yes
Yes
Yes
Yes
Yes
No
Yes
Yes
Yes
Yes
Yes
No
No
No
No
Yes
Yes
Yes
No
No
No
Yes
Yes
No
No
Yes
No
Yes
No
Yes
Yes
Stiffener Plate
Damage Dents
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Installation
Damage
Class
Dent over two levels approx. 12" depth, weld crack over 6", 7 stiffeners buckled at 18".
75
83
82
81
80
79
78
77
Unspecified bend in horizontal member.
Vertical diagonal brace on row 3 at rows E to row B. Complete severance at butt weld 3'
above node at -36' elevation. Brace indented 30" x 12" x 2" (L x W x D) just above water-line.
Redundant member.
Indent in brace C3 between columns C and D, Ring stiffeners distorted, webs torn,
longitudinal stiffener set in.
Damage to vertical and horizontal stiffeners. Stiffeners bent inwards over an area 18' x 12' at 65'
- 70' level.
Dent in C9 tank, 5' 7" x 7' x 10" (H x W x D). C3 longitudinal stiffener indented 3". Plating
damage 4' x 2' at 22.0m level relative to keel. Ring stiffeners 4 and 5 indented on No. 6 ring.
Unspecified weld crack in diagonal member.
Taken out of service, stiffened against ship collision.
Patch plate welded over in 1992.
Yes
Yes
Member replaced.
Sleeve welded in 1986.
Yes
Yes
Yes
Replace 1.2m x 1.2m of plating and angle of stiffeners.
Yes
150mm gash in shell of platform above waterline.
74
Flare boom repair.
Yes
Yes
4 vertical frames displaced +50mm.
73
Temporary repair carried out pending permanent repairs.
Yes
Yes
Dent 1.83m x 0.1m (H x D). Flare boom cut in half, bumper bars damaged.
72
Temporary patch applied.
Temporary repair undertaken.
Patch plate welded over in 1983.
Yes
Yes
Plating holed at 62' mark.
71
Steel plating of caisson set in 1.52m x 1.83m x 0.18m (H x W x D), 16" crack at 61.5' level. 2
vertical stiffeners buckled.
Dent 0.92m x 0.92m x 0.056m (H x W x D). 2 stiffeners bent smoothly over 1.5m. 5 wooden
fenders broken and lost.
Yes
76
Yes
Column 'D' damaged at 28m level, Column 'C' damaged in 3 places, 2 at 28m, 1 at 27m levels.
"K" Brace replaced by new diagonal in 1983.
Yes
Unspecified dent with hole in leg.
Towed to Peterhead for repairs.
Yes
Yes
Replacement of affected boat bumper.
Yes
70
35' of diagonal member between 2 caissons heavily set-in 4.57m x 1.52m x 0.61m (H x W x
D). Member severed and weld damage at connection between top plate of diagonal and lower
hull connection.
100 mm indentation to port stern leg. 3 vertical diagonal and horizontal braces on row 1 near
legs A1 and B1 and between legs A1 and B1bowed 10-15 degrees. Minor dents and cracking.
Redundant members. Landing stage damaged.
Unspecified damage to hanging foghorn platform.
Tear rewelded in 1984.
Yes
Patch plate welded over.
Temporary repair, cement box fitted.
Grouted and clamped in 1982.
Plate inserted in hole in 1982.
71
Temporary and permanent repairs made consisting of concrete replacemnt in 1980.
Split sleeve installed in 1982.
69
68
67
66
65
64
Additional member installed in 1981.

Crop plating, renew both plating and associated stiffener.
Yes
Yes
Unspecified dent with hole in leg.
62
1.6mm wide crack on vertical cross brace on row B between legs B1 (-21' elevation) and B2
(+22' elevation).
2 dents on horizontal brace on row 1 between legs C1 and D1 at +7.5' elevation. Larger indent
with 210mm tear in centre and member bowed by 75mm.
Extensive damage to boat bumper, centre support sheared off at connection to lower can
support.
Yes
Shell indented 0.76m x 0.76m x 0.075 mm (H x W x D) close to waterline - slight ingress of

water. Stiffener ring frame at 75' level buckled. Plating 125 mm tear.
61
63
Yes
Unspecified dent in leg.
Yes
Yes
60
59
58
Crack in concrete 3m above mean sea level. Leakage of water through crack at dry shaft, 5
litres/minute.
Concrete spalled off 1m x 0.25m x 0.025m (H x W x D). Slight ingress of water from previous
damage.
Boat fender support member on leg A4 sheared off leaving a hole in jacket leg. Non redundant
member.
Dent 1.22m x 1.22m x 0.15m (H x W x D).
56
57
Yes
Yes
Horizontal brace on row B from leg B2 to B3 at +15' elevation indented 18" x 12" x 6" (L x W
x D) and bent 12" upwards. Horizontal brace on row B between legs B1 and B2 at +15'
elevation bent 6" downwards.
55
Crack rewelded in 1981.
Additional brace installed in 1981.
Yes
Yes
Horizontal brace bent and cracked.
54
53
Saddle plate added, gusset plates cut back and welded split sleeve in 1981.
Within 6 months.
Repair Details
Yes
Yes
Unspecified damage.
51
5mm wide weld crack on vertical diagonal brace on row B from leg B3 to B4 at intersection
with gusset plate at approx. +12' elevation. Brace indented 12" x 16" x 2" (L x W x D) at +15'
elevation.
Horizontal brace on row A between legs A1 and A2 at +6' elevation bent 12" upwards and 8"
inwards.
Yes
Dent 1.3m x 2m x 0.17m (H x W x D), 2 stiffeners bulged.
52
Yes
Unspecified damage.
Yes
Repaired
50
2 dents, 1.52m x 1.22m x 0.025m and 2m x 0.1m x ?m (H x W x D). Transverse stringer set in
25 mm.
Ring stiffener at 90' level over 7' damaged. 3 vertical stiffeners below and above ring also
damaged.
49
48
47
Consec.
No.
Moderate Damage to funnel and helideck supports.
Minor
Vessel
Damage
Class
HSE
BOMEL
HSE
HSE
HSE
HSE
HSE
HSE
HSE
OTN 92 235,
BOMEL & HSE
HSE & WOAD
HSE
BOMEL
HSE
WOAD
WOAD &
BOMEL
OTN 92 235
BOMEL
BOMEL
Other Source
Confirms
1975
NMI
NMI
NMI
NMI
NMI
OTN 92 235
NMI
DEn
DEn
DEn
DEn
DEn
113
114
115
116
117
118
119
120
121
122
DEn
110
111
DEn
109
112
DEn
DEn
106
DEn
DEn
105
107
DEn
104
108
DEn
DEn
102
103
NMI
101
1976
NMI
NMI
99
DEn
98
100
25/10/75
DEn
97
22/11/77
07/10/77
07/05/77
06/05/77
21/03/77
14/01/77
1977
1977
1977
1977
1977
1977
25/10/76
17/10/76
18/09/76
12/04/76
11/04/76
08/04/76
17/03/76
25/02/76
25/02/76
1976
1976
19/06/75
08/03/75
17/01/75
16/01/75
DEn
94
DEn
DEn
93
10/02/91
11/10/91
96
OTN 92 235
87
22/07/90
29/05/90
Date
95
DEn
DEn
86
DEn
DEn
84
Information
85
Consec.
April
April
April
March
February
February
July
June
May
October
June
March
January
January
October
February
July
May
May
March
February
January
October
October
October
May
May
March
January
1977 November
1977
1977
1977
1977
1977
1977
1977 September
1977
1977
1977
1977
1976
1976
1976 September
1976
1976
1976
1976
1976
1976
1976
1976
1976
1975
1975
1975
1975
1975
1975
1991
1991
1990
1990
Central
Southern
Northern
Northern
Northern
Northern
Southern
Southern
Central
Central
Northern
Northern
Central
Northern
Northern
Northern
Central
Central
Central
Central
Bay
Central
Central
Southern
Central
Central
Southern
Fixed Steel
Fixed Concrete
Fixed Steel
Fixed Concrete
Fixed Steel
Jack-Up
Fixed Steel
Fixed Steel
Fixed Steel
Jack-Up
Fixed Steel
Fixed Steel
Anchor
Supply
Supply
Supply
Supply
Supply
Supply
Supply
Diver Support
Supply
Stand-By
Barge
Supply
Supply
Supply
Supply
Supply
Supply
Supply
Supply
Supply
Maintenance
Supply
Supply
Supply
Supply
Supply
Supply
Supply
Supply
Supply
Supply
Impact
Sea
Operating
Stern
Bow
Bow
Stern
Stern
Side
Side
Side
Bow
Stern
Stern
Stern
Davit
Wing
Stbd. Quarter
Bow
Stern
5.0
2.0
3.0
2.0
1.0
2.5
1.0
3.5
2.5
3.0
3.7
0.5
1.5
2.0
1.4
72
Cargo Unloading
Cargo Unloading
Diving Operations
Cargo Transfer
Man Overboard Drill
Cargo Transfer
Cargo Transfer
Cargo Transfer
Cargo Transfer
Cargo Unloading
Cargo Transfer
Cargo Unloading
Cargo Unloading
Cargo Unloading
Disconnecting Towing
Cargo Transfer
Personnel Transfer
Cargo Unloading
Cargo Unloading
Anchor Handling
Vessel Type
Anchor Dragged
Anchor Dragged
Total Power Loss
Misjudgement
Weather Conditions
Mooring Failure
Misjudgement
Anchor Chain Broke
Misjudgement
Misjudgement
Weather Conditions
Misjudgement
Steering Failure
Mooring Failure
Misjudgement
Misjudgement
Misjudgement
Misjudgement
Leg Rack
Pile Sleeve
Leg 3
Column
Leg
Column SC2
Stabbing Guide
Column
Diagonal Brace
Column SC4
Column SFC
Column
Column
Landing Station
Column F
Column PC2
Column P2
Column SC4
Caisson
Flareboom
Stbd. Fwd. Leg
Leg and Bridge
Hole
Minor
Fender
Dent
Minor
Dent
Minor
Bend
Minor
Minor
Minor
Minor
Minor
Dent
Minor
Dent
Dent
Dent
Dent
Dent
Dent with Crack
Dent
Fender
Minor
Dent with Crack
Dent
Dent
Dent
Bend and Dent
Dent
Minor
No
No
No
No
Yes
No
No
No
No
No
No
No
No
No
No
No
No
No
Yes
Yes
Yes
No
No
Yes
No
No
No
No
Yes
No
No
No
No
Yes
No
Yes
No
No
No
No
No
No
No
Yes
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
No
Yes
Yes
Yes
Yes
Yes
Yes
No
Yes
Damage Dents
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Moderate
Moderate
Moderate
Class
Installation
Two indentations in shell of Column 2 and distortion of internal vertical stiffeners in way.
91
Dent 1.52m x 0.91m x 0.15m (H x W x D) at bulkhead between locker and pump room.
Dent 0.91m x 0.61m x 0.18m (H x W x D) at 50' draught. 2 vertical ribs bent. Weld cracks.
Superficial damage to leg chord.
Unspecified minor damage.
Boat landing destroyed.
96
97
98
99
100
101
No
No
No
-
Plating dented 0.3m x 0.3m x 0.05m (H x W x D) at 74' elevation.
Dent in diagonal member 0.91m x 0.91m x 0.15m (H x W x D).
Dent at deck 5 level, 3.5m x 4m x 0.42m (H x W x D), Damage to boat mooring pad eye and
tie stiffening web backing it, puncture 0.08m x 0.20m.
Collided twice; 1st. no damage to boat bumper. Dent on second collision between first and
second ring frames at 83' draft, 0.91m x 1.07m x 0.064 m (H x W x D).
4 collisions, barge being pushed by a tug.
Vertical diagonal brace on row B from leg B2 to diagonal brace between legs B1 and B2 bent
6".
2 Dents, one 1.24m x 2.48m x 0.1m (H x W x D) 1m above waterline, stiffener set down
75mm over 3.1m length.
Damage to fire main, foam main and handrails.
Dent in sleeve 0.8m x 0.8m x 0.1m (H x W x D) at 1m above waterline.
Hit north leg causing damage to bumpers.
Minor damage to both platforms only superficial.
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
Denting of column.
Yes
105
104
103
V-shaped dent in plating 1.22 m horizontally. Vertical stiffener set back 250mm 175mm x
100mm x 9.5mm (H x W x D). Circumference stiffeners buckled 550mm either side.
V-shaped dent in plating 2.44 m horizontally. Vertical stiffener set back 300 mm. 3 vertical
angle stiffeners dented 175mm x 100mm x 9.5mm (H x W x D). Weld crack.
Shell dented 9" in 9.75m diameter column. 1 horizontal and 4 vertical frames damaged. Leg
remained water tight.
Dent 0.61m x 0.61m x 0.15m (H x W x D).
95
No
Unknown.
Shell plating dented 1.22m x 1.83m x 0.1m (H x W x D) just above waterline.
102
Complete refurbishment of boom section.
94
93
Column shell plating indented 12' x 8' x 10" at approx. 6' above water line. Several vertical and
one horizontal internal stiffeners in way are distorted.
Horizontal brace on row 1 between legs A1 and B1 at +20' elevation indented 150mm and
100mm (deep) and bent 8".
Indentation 18" x 20' x 18' (D x H x W) area. Split 29" x 2" (L x W) at 75' level. Internal
stiffeners in way bent and cracked.
90
92
Wrecked lifeboat.
89
Yes
Damage to flare boom.
88
73
Repair Details
Repaired
Port flare boom twisted and crushed.
No damage to compressor platform. 1 tubular support on bridge between AP and AC

platforms flattened. Damage to pipeline riser guard; stairway between main and cellar deck;
platform decking and grating; fenders. 10" fire main ruptured. Halon activated.
Indentation in starboard forward leg, 1m x 2m x 0.3m (H x W x D). Associated frames and
floor buckled, watertight integrity intact.
1" diameter hole in hull plate. Leak rate of 3 tons/hour. Damage to drill water tank.
87
86
85
84
Consec.
No.
Minor
Severe
Minor
Severe
Minor damage to starboard hull plating, superstructure and mast.
Holed causing significant flooding.
Slight damage to vessel rubbing strake.
Extensive damage to bow, new bow required.
Small hole in port funnel and slight damage to bridge wing.
Vessel's superstructure, rigging and starboard funnel were in contact with cellar deck and
connecting bridge.
Moderate Bent funnel, radar damage, mast damage.
Minor
Minor
Class
Vessel
WOAD
MAIB
HSE
HSE
HSE
HSE, WOAD &

MAIB
HSE & WOAD
HSE
Other Source
1978
1978
02/02/78
02/02/78
NMI
NMI
NMI
NMI
DEn
DEn
125
126
127
128
129
130
NMI
NMI
NMI
NMI
DEn
NMI
DEn
DEn
DEn
DEn
NMI
DEn
DEn
NMI
139
140
141
142
143
144
145
146
147
148
149
150
151
152
NMI
NMI
OTN 92 235
OTN 92 235
NMI
DEn
156
157
158
159
160
161
NMI
NMI
138
155
DEn
137
DEn
11/09/79
DEn
136
NMI
07/09/79
DEn
135
154
17/03/79
NMI
134
153
11/03/79
NMI
133
18/04/80
07/01/80
1980
1980
1980
1980
1980
21/12/79
07/12/79
27/11/79
23/10/79
16/10/79
11/05/79
02/05/79
03/02/79
16/01/79
1979
1979
1979
1979
1979
01/01/79
16/08/78
31/03/78
14/02/78
13/02/78
DEn
NMI
131
132
04/01/78
1978
1978
1978
NMI
124
17/12/77
NMI
May
March
February
January
August
March
February
February
February
February
January
December
July
July
June
March
December
Month
May
May
March
March
February
January
October
October
July
December
December
1980
1980
1980
1980
1980
April
January
December
1980 November
1980
1979
1979
1979 November
1979
1979
1979 September
1979 September
1979
1979
1979
1979
1979
1979
1979 November
1979 September
1979
1979
1979
1979
1978
1978
1978
1978
1978
1978
1978
1978
1978
1978
1978
1978
1977
Information
Date
Year
Source
(dd/mm/yr)
123
Consec.
No.
Northern
Northern
Southern
Southern
Central
Central
Central
Central
Southern
Northern
Central
Southern
Northern
Northern
Central
Northern
Southern
Central
Northern
Central
Central
Central
Northern
Central
Northern
Southern
Central
Central
Central
Central
Central
Northern
Central
Central
Central
Central
Central
Central
Central
Location
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Concrete
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Jack-Up
Installation Type
Impact
Orientation
Supply
Supply
Diver Support
Supply
Supply
Side
Side
Stern
Stern
Supply
Bow
Side
Side
Side
Side
Side
Anchor
Handler
Stand-By
Stand-By
Stand-By
Supply
Diver Support
Diver Support
Stand-By
Supply
Supply
Supply
Stern
Stern
Supply
Stern
Side
Stern
Stern
Stern
Stern
Side
Side
Stern
Stern
Anchor
Handler
Supply
Supply
Supply
Supply
Stand-By
Supply
Supply
Supply
Supply
Supply
Supply
Supply
Supply
Supply
Supply
Supply
Supply
Supply
Sea
Condition
Operating
Circumstances
6.0
1.5
2.75
5.5
2.5
1.0
3.0
5.0
2.0
4.5
3.0
2.0
1.5
3.5
3.0
2.0
1.5
1.5
3.0
3.0
3.0
3.66
2.0
1.5
2.5
1.0
74
Cargo Unloading
Cargo Transfer
Cargo Transfer
Cargo Transfer
Diving Operations
Man Overboard Drill
Close Support
Cargo Transfer
Diving Operations
Cargo Transfer
Cargo Transfer
Cargo Transfer
Cargo Transfer
Cargo Transfer
Cargo Transfer
Cargo Unloading
Cargo Transfer
Cargo Unloading
Cargo Transfer
Cargo Transfer
Cargo Transfer
Cargo Transfer
Impact
Vessel Type
Weather Conditions
Misjudgement
D.P. Failure
Manoeuvring Misjudgement
Weather Conditions
Misjudgement
D.P. Failure
Mooring Failure
Misjudgement
Weather Conditions
Engine Failure
Weather Conditions
Misjudgement
Weather Conditions
Weather Conditions
Misjudgement
Misjudgement
Weather Conditions
Weather Conditions
Misjudgement
Misjudgement
Misjudgement
Misjudgement
Primary Cause
Diagonal Brace
Leg D2
Column
Landing Station
Deck
Riser
Storage Tank
Leg 3
Leg SW
G2 Leg
Riser
Diagonal Brace
Fender
Deck
Landing Station
Column SC4
Storage Tank
Storage Tank
Diagonal Brace
Column SC4
Fender
Column SC4
Diagonal Brace
Diagonal Brace
Impact Point
Minor
Dent
Dent
Dent
Minor
Minor
Minor
Minor
Fender
Minor
Dent
Bend
Dent
Minor
Minor
Dent
Dent
Dent
Fender
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Dent
Dent
Dent
Dent
Dent
Fender
Dent
Dent
Minor
Minor
Minor
Minor
Minor
Installation Damage
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
Yes
No
No
No
Yes
No
No
No
No
No
No
No
No
No
Yes
Yes
Yes
No
No
No
No
No
No
Yes
No
Yes
No
No
Yes
Yes
Yes
No
No
No
No
No
No
No
No
Yes
Yes
Yes
Yes
Yes
No
Yes
No
No
No
No
No
No
Stiffener Plate
Damage Dents
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Installation
Damage
Class
Severe damage to boat bumper.
Two dents 1.65m x 1.22m x 0.18m and 0.74m x 0.41m x 0.07m (H x W x D). 2nd ring frame
dented 558mm x 203mm x 50mm.
Dent 0.3m x 0.3m x 0.03m (H x W x D) to diagonal.
Dent 1.6m x 1.6m x 0.2m (H x W x D) in brine tank 24m above keel.
Dent 1.1m x 0.2m x 0.05m (H x W x D) to 9 tank 23.5m above keel.
2 dents 1.17m x 0.76m x 0.1m and 2.13m x 1.83m x ?m (H x W x D). 2 frame stiffeners
damaged with 305mm x 25mm dents.
Paint scraped from 4 vertical members.
Bridge of vessel appeared to be unmanned when collision occurred.*****
Damage to boat bumper including tearing of doubler plate, no damage to structural members.
Dent 0.3m x 0.3m x 0.03m (H x W x D) to 2 diagonals at 24.5m above keel.
75mm dents in diagonal bracing at spider level, riser bent 100mm out of line.
Dented pile guide.
Handrail section damaged.
Slight scoring of platform.
Dent 2m x 0.3m (H x W) in C-9 tank 24m above keel.
Gas riser displaced by 225 mm.
External plating of package slightly buckled, no contact with structural members.
6" crack in weld at top of one vertical metal fender.
Leg indented 18" x 6" x 2" (L x W x D) at sea level.
Indent 150mm x 50mm (L x D) on vertical diagonal brace between legs B1 and A1.
Dent to C-3 diagonal 27 m above keel.
Trivial damage to handrail only.
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
151
152
153
154
155
156
157
158
159
160
161
-
No
No
Yes
No
No
2 dents 1.32m x 0.89m x 0.025m and 0.76m x 0.46m x 0.019m (H x W x D) at 76' height from
keel. Minor damage to boat bumper.
130
127
129
126
Wave lifted stern into the diagonal, boat had moved too far back.*****
125
124
Repaired
128
Paint scraped.
123
Consec.
No.
Operator intends to fit riser guard.

Careful inspection of all plant in affected area.
75
Repair Details
None
Minor
Severe
No damage.
Vessel lost radio aerial.
1m gash in hull, lost communications antennae.
Moderate Damaged deck plates and internal leakage.
Class
Vessel
Other Source
DEn
DEn
OTN 92 235
NMI
DEn
NMI
DEn
DEn
DEn
DEn
DEn
DEn
NMI
DEn
NMI
NMI
DEn
DEn
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
DEn
NMI
NMI
DEn
DEn
197
198
199
200
DEn
195
196
DEn
DEn
193
194
DEn
NMI
172
NMI
DEn
171
192
DEn
170
191
DEn
169
DEn
166
DEn
DEn
165
DEn
DEn
164
168
DEn
163
167
NMI
13/05/82
06/05/82
06/04/82
27/02/82
24/02/82
08/02/82
1982
24/12/81
12/11/81
02/11/81
06/10/81
02/10/81
27/09/81
20/09/81
04/08/81
13/07/81
25/05/81
10/04/81
19/03/81
01/03/81
16/02/81
15/02/81
12/02/81
16/01/81
15/01/81
1981
1981
1981
1981
1981
1981
1981
1981
25/11/80
26/10/80
23/07/80
28/05/80
23/05/80
21/05/80
October
July
May
May
May
Month
August
May
April
January
January
August
July
May
April
March
March
February
February
February
January
January
October
October
October
1982
1982
1982
1982
1982
1982
1982
1981
May
May
April
February
February
February
December
1981 November
1981 November
1981
1981
1981 September
1981 September
1981
1981
1981
1981
1981
1981
1981
1981
1981
1981
1981
1981
1981
1981 September
1981
1981
1981
1981
1981
1980 November
1980
1980
1980
1980
1980
Information
Date
Year
Source
(dd/mm/yr)
162
Consec.
No.
Northern
Northern
Northern
Northern
Northern
Central
Northern
Northern
Northern
Southern
Southern
Central
Northern
Central
Central
Northern
Northern
Southern
Central
Northern
Southern
Northern
Southern
Northern
Northern
Central
Northern
Central
Southern
Southern
Central
Northern
Northern
Location
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Drill Ship
Fixed Steel
Fixed Steel
Installation Type
Diver Support
Supply
Supply
Supply
Stand-By
Supply
Supply
Supply
Supply
Supply
Diver Support
Supply
Diver Support
Stand-By
Diver Support
Supply
Supply
Diver Support
Supply
Supply
Supply
Supply
Supply
Supply
Diver Support
Supply
Stand-By
Supply
Supply
Diver Support
Supply
Stand-By
Diver Support
Supply
Supply
Supply
Supply
Supply
Impact
Orientation
Sea
Condition
Operating
Circumstances
Bow
Bow
Stern
Stern
Bow
Side
Stern
Side
Stern
Stern
Stern
Stern
Side
Stern
Stern
Bow
Stern
Side
Side
Stern
Stern
Side
Stern
Side
Side
3.0
2.0
4.0
4.0
4.0
1.0
2.0
4.0
2.0
5.0
5.5
3.0
1.0
2.5
3.5
2.5
6.0
2.0
5.0
2.0
2.0
3.5
76
Diving Operations
Cargo Transfer
Engine Failure
D.P. Failure
Misjudgement
Weather Conditions
D.P. Computer Failure
Crane Failure
Cargo Unloading
Containers
Diving Operations
Misjudgement
Misjudgement
Weather Conditions
Anchor Dragged
Mooring Failure
Cargo Loading
Cargo Transfer
Cargo Unloading
Anchor Handling
Cargo Transfer
Cargo Transfer
Diving Operations
Misjudgement
Cargo Unloading
Containers
Cargo Loading
Misjudgement
Error in Mooring Procedure
Weather Conditions
Mooring Failure
Misjudgement
D.P. Failure
Thruster Failure
Weather Conditions
Anchor Dragged
Anchor Dragged
Weather Conditions
Diving Operations
Cargo Unloading
Cargo Transfer
Cargo Transfer
Cargo Transfer
Diving Operations
Cargo Transfer
Cargo Unloading
Cargo Unloading
D.P. Failure
Misjudgement
Primary Cause
Cargo Unloading
Containers
Diving Operations
Cargo Unloading
Impact
Vessel Type
Column 1
Leg B4
Leg K7
Leg B2
Riser
Diagonal Brace
Diagonal Brace
Storage Tank
Dent and Lifeboat
Minor
Minor
Minor
Dent
Bend
Dent
Dent
Minor
Fender
Dent with Crack
Diagonal Brace
C3
No. 3 Leg
Fender
Minor
Minor
None
Minor
Lifeboat
Fender
Bend
Minor
Dent with Crack
Dent
Dent
Minor
Dent
Dent
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Fender
Dent
Fender
Minor
Dent
Minor
Installation Damage
Leg A2
Leg B5
Leg E1
Fender
Diagonal Brace
Leg B9
Riser
Column C2
Storage Tank
Leg
Storage Tank
K Brace
Deck
Leg
Leg A4
Fender
Fender
Leg B2
Column SC4
Leg B4
Impact Point
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
Yes
No
No
Yes
No
No
Yes
No
No
No
No
No
No
No
No
No
No
Yes
Yes
No
Yes
Yes
No
No
No
No
No
No
No
No
No
No
No
Yes
No
Stiffener Plate
Damage Dents
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Installation
Damage
Class
No
No
-
Paint scrape only visible damage.
Heavy contact whilst moored alongside (substantial damage).
3' - 5' above waterline. Cellar deck catwalk torn. 24' slip-point dented with 6" indent.
Partial tearing of boat bumper.
Scoring to leg.
Removal of coating on piping.
Brace indented 30" x 17" x 3" (L x W x D) at -9' elevation.
Dent 2m x 2.2m x 0.1m (H x W x D) in C-9 tank at 23m.
Damage to spider deck stairway support/movement of rope shock absorber clamp.
Dents in B-9 tank at 24 m level 1m x 1m x 0.05m and 0.8 x 0.7m x 0.08m (H x W x D).
Dent 0.8m x 0.7m x 0.06m (H x W x D) at 25 m draft (location tank 208).
24" riser pipe in monel sheath dented. Cracks in clamp welds at cellar deck level.
Navigation light and part of platform demolished.
Bent 0.10m - 0.15m.
Timber fenders and holders damaged.
Damage to hull of West No. 1 lifeboat.
Torn monel cladding and damage to cruciform strut on E1 leg.
Impact caused platform to shake.
Displacement of upper can leg A2 boat bumper, damage to stairway support.
Brace C3 indented 0.45m x 0.45m x 0.063m (H x W x D). Cracks in 3 places between hull and
stiffener.
Bottom can of bumper indented and top can displaced.
Paint scraped off C-9 tank.
Elliptical dent, 250mm x 150mm x 7mm without skin penetration.
Small indentation on cross member C1 - D1.
Riser bent 12" - 18" at 10' above waterline, G2 pile guide also affected.
15' above waterline.
Denting of redundant conduit attached to leg.
Unspecified dents to diagonal brace and main deck supports. 2 lifeboats damaged.
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
Yes
Yes
No
Dent 1.83m x 1.29m x 0.1m (H x W x D) between 2nd. and 3rd. ring frames at 79' draft.
163
Repaired
162
Consec.
No.
Repaired at Rotterdam.
D.P. operational procedures altered as a result of incident.
Following further damage member was replaced in 1982.
77
Repair Details
Severe
Minor
Minor
Severe
None
Minor
Minor
Taking in water. Taken to Lowestoft for repairs.
Scraping of paint.
Slight crush damage to bow plating.
Vessel hull pierced by pile follower in two places and loss of boat aerials.
No damage.
Fender dented, stern plating set in 0.07m over 0.9m.
Vessel holed above waterline in way of No. 5 fresh water tank.
Moderate Loss of 3m mast.
Minor
Severe
Minor
Class
Vessel
WOAD & LMIS
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
Other Source
DEn
DEn
DEn
DEn
DEn
DEn
DEn
DEn
DEn
233
234
235
236
237
238
239
DEn
230
232
DEn
229
231
DEn
DEn
DEn
DEn
225
226
228
21/04/84
DEn
224
227
19/01/84
DEn
15/09/85
10/08/85
04/08/85
11/07/85
04/06/85
11/05/85
04/05/85
29/03/85
13/01/85
21/11/84
08/10/84
14/07/84
30/05/84
23/05/84
12/01/84
18/11/83
26/10/83
03/10/83
16/08/83
10/08/83
DEn
DEn
219
223
DEn
218
17/07/83
222
DEn
217
15/07/83
DEn
DEn
216
30/05/83
DEn
DEn
215
28/05/83
24/03/83
220
DEn
05/02/83
02/02/83
24/01/83
21/01/83
1983
28/12/82
221
DEn
214
DEn
213
NMI
209
210
DEn
OTN 92 235
208
DEn
DEn
211
13/12/82
HSE
206
207
212
24/09/82
DEn
205
19/07/82
17/09/82
DEn
NMI
10/07/82
203
DEn
202
22/05/82
204
DEn
July
July
May
Month
December
October
October
August
August
July
July
May
May
March
February
February
January
January
December
October
July
May
May
April
January
January
August
August
July
June
May
May
March
January
1985 September
1985
1985
1985
1985
1985
1985
1985
1985
1984 November
1984
1984
1984
1984
1984
1984
1984
1983 November
1983
1983
1983
1983
1983
1983
1983
1983
1983
1983
1983
1983
1983
1983
1982
1982
1982 September
1982 September
1982
1982
1982
Information
Date
Year
Source
(dd/mm/yr)
201
Consec.
No.
Southern
Central
Southern
Northern
Southern
Northern
Southern
Southern
Southern
Central
Central
Central
Northern
Central
Central
Southern
Northern
Central
Central
Central
Central
Central
Southern
Northern
Central
Northern
Channel
Central
Southern
Central
Northern
Southern
Central
Northern
Central
Central
Northern
Southern
Northern
Location
Fixed Steel
Fixed Steel
Jack-Up
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Jack-Up
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Jack-Up
Fixed Steel
Jack-Up
Tension Leg
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Installation Type
Supply
Supply
Supply
Supply
Supply
Stand-By
Supply
Supply
Stand-By
Supply
Stand-By
Diver Support
Diver Support
Diver Support
Supply
Stand-By
Stern
Stern
Side
Stern
Anchor
Handler
Supply
Side
Stern
Stern
Bow
Stern
Side
Side
Stern
Stbd. Quarter
Stern
Stern
Side
Port Side
Side
Stern
Stern
Stern
Supply
Stand-By
Stand-By
Diver Support
Supply
Supply
Supply
Supply
Diver Support
Supply
Diver Support
Diver Support
Supply
Supply
Supply
Supply
Supply
Supply
Supply
Supply
Impact
Orientation
Sea
Condition
Operating
Circumstances
3.0
Calm
2.0
1.5
1.5
3.0
1.75
1.0
3.5
3.0
5.6
2.5
1.0
3.75
Mooring Failure
78
Cargo Unloading
D.P. Failure
Misjudgement
Misjudgement
Cargo Unloading
Containers
Untangling Nets
Total Power Loss
Anchor Dragged
Misjudgement
Misjudgement
Total Power Loss
Rudder Misaligned
Misjudgement
D.P. Failure
D.P. Failure
Misjudgement
Weather Conditions
Error in Mooring Procedure
Weather Conditions
Weather Conditions
D.P. Failure
Diving Operations
Cargo Unloading
Close Support
Cargo Unloading
Anchor Handling
Cargo Unloading
Diving Operations
Cargo Unloading
Anchor Handling
Personnel Transfer
Cargo Unloading
Diving Operations
Cargo Loading
Cargo Unloading
Weather Conditions
Anchor Dragged Due
Weather
Rock Dumping
Weather Conditions
Cargo Unloading
Containers
Cargo Unloading
Weather Conditions
Misjudgement
Misjudgement
Weather Conditions
Misjudgement
Weather Conditions
Misjudgement
Primary Cause
Cargo Unloading
Containers
Cargo Transfer
Cargo Unloading
Cargo Transfer
Cargo Unloading
Cargo Unloading
Impact
Vessel Type
Dent
Minor
Leg B1
Landing Station
Leg B
Leg
Leg E2
Landing Station
Leg B9
Diagonal Brace
Leg No. 3
Diagonal Brace
Column SC2
Leg E
Diagonal Brace
Leg A4
Column 1/2
Leg A3
Fender
Fender
Dent
Minor
Bend
Dent
Minor
Dent
Weld Damage
Minor
Dent
Dent
Dent
Minor
Minor
Dent
Fender
Dent
Minor
Column D
Dent
Fender
Dent
Minor
Leg Diagonal
Brace
Column PF
Leg SW
Column SC2
Minor
Diagonal Brace
A1
Diagonal Brace
Fender
Dent
Minor
Column SC4
Diagonal Brace
Diagonal Brace
Unspecified
Bow Leg
Diagonal Brace
Leg B3
Dent
None
Dent
Dent
Dent
Fender
Minor
Fender
Minor
Minor
Installation Damage
Column SC2
Column 3
Column D
Diagonal Brace
Leg B1
Riser Guard
Diagonal Brace
Impact Point
No
No
Yes
No
No
No
Yes
No
No
No
Yes
No
No
No
No
No
No
Yes
No
No
Yes
No
No
No
No
No
No
No
No
No
No
No
Yes
No
No
No
No
No
No
No
No
No
No
Yes
No
Yes
No
No
Yes
Yes
Yes
No
No
Yes
No
No
Yes
Yes
No
Yes
No
No
No
No
Yes
No
No
Yes
Yes
No
No
Yes
Yes
No
No
No
No
No
Stiffener Plate
Damage Dents
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Installation
Damage
Class
Slight dent in steel can around tyres of B1 leg boat bumper at 3' from waterline.
Timber fender splayed, minor damage to fender shear plate.
203
204
205
No
-
Horizontal member damaged by 4" - 6" at 175' level together with diagonal members attached
to underside of it.
No report on damage. Occurred just above waterline.
Minimal damage to diagonal bracing between 64' - 74' level.
Bracing column B to deck node 2 indented 0.61m x 0.61m x 0.1m (H x W x D) at 1m above

waterline.
Slight scraping and indentation of boat bumper.
Impact on leg A1, brace, spider deck walkway and deck plating on MSF.
Paint removed.
Breakdown of structural coating/removal of marine fouling.
Dent 1.0m x 0.85m x 0.08m (H x W x D) at 23.5m draft. Stiffener No. 6 pushed in 40 mm.
No structural damage, dent in SW mooring fender.
Dent 0.48m x 0.91m x 0.025m (H x W x D). 90' level port forward column.
Dent 1.52m x 1.52m x 0.13m (H x W x D) at 24m mark. Dent in ring stiffener.
Some paint loss.
Boat bumper disconnected at top, suspected bolt sheared on impact and wave action shock
bumper free.
Indentation of jacket leg, minor paint scuff to leg.
Walkways damaged, loss of access ladder and scoring on PC2 stability blister.
Superficial damage to leg attachments (ladder/torn fender brackets).
150 - 250mm deep dent in diagonal brace between bottom of No. 6 caisson and top of No. 5
caisson..
Dent 1.82m x 3.0m x 0.2m (H x W x D). 3 of 7 internal ribs dented in E9 dry tank.
75mm deep dent at 87' draught, over circular area 0.9m diameter.
Protective coating removed.
Unspecified weld damage.
Dent 0.25m x 0.15m x 0.05m (H x W x D) at sea level.
Loss of navigation light on leg and damage to mountings.
Indentation at waterline.
2 diagonal walkway supports bent at +5m level; timber fender at +3m damaged and fender
retaining metal ring; access ladder to sea at +2.5m damaged.
Slight set to gusset plate between horizontal and diagonal bracings.
Dent 0.5m x 0.3m x 0.1m (H x W x D). Slight indent of vertical bracing member.
Minor dent to fender and some paint removal.
211
212
213
214
215
216
217
218
219
220
221
222
223
224
225
226
227
228
229
230
231
232
233
234
235
236
237
238
239
-
No
No
No
No
Denting 2m x 2m x 0.05m (H x W x D). 80' draft on column SC2 aft.
210
No
No damage.
No
Repaired
209
208
207
Severe buckling to lower can boat bumper. Gusset plate between stabbing guide tubular and
leg doubler plate torn off. Slight denting to leg.
Damage at 24m level on column. Dent 0.91m x 1.22m x 0.05m (H x W x D). 2 deck beams
and brackets distorted, not serious.
5 dents on horizontal brace on row 1 between legs A1 and B1 at +7.5' elevation. Worst indent
250mm x 305mm x 50mm (L x W x D) with local creasing. Redundant member.
Paint removed.
202
206
Superficial damage to member coating/paintwork.
201
Consec.
No.
Internal examination of column wall by O.I.M.
79
Repair Details
No damage.
Scraped paintwork.
Dent on vessel stern.
Minor
Minor
Dented rubbing strake.
Trivial damage to helideck fencing.
Moderate 2 punctures in stern plating above waterline.
Serious damage to bow, fractured welds and damaged stiffeners.
No damage.
Moderate Main mast snapped off.
Minor
Severe
None
Moderate Plating dented 0.1m - 0.125m between frames over a 1.5m length.
Minor
Moderate Vessel's boat bumper badly buckled above waterline.
None
Class
Vessel
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
Other Source
08/04/89
23/04/89
DEn
DEn
DEn
DEn
DEn
DEn
DEn
DEn
DEn
DEn
DEn
DEn
DEn
DEn
DEn
DEn
DEn
DEn
DEn
260
261
262
263
264
265
266
267
268
269
270
271
272
273
274
275
276
277
278
20/05/88
18/09/89
12/09/89
01/09/89
03/08/89
15/06/89
20/05/89
11/05/89
01/05/89
08/04/89
03/02/89
1989
1989
01/01/89
18/11/88
13/11/88
05/09/88
31/08/88
12/07/88
DEn
DEn
259
11/01/88
05/10/87
02/10/87
06/09/87
17/08/87
08/08/87
28/07/87
13/12/86
12/12/86
11/10/86
08/10/86
08/06/86
05/01/86
1986
1986
1986
22/10/85
18/09/85
258
DEn
DEn
252
257
DEn
251
DEn
DEn
250
DEn
DEn
249
256
DEn
248
255
DEn
247
DEn
DEn
246
DEn
DEn
245
253
NMI
244
254
OTN 92 235
OTN 92 235
242
DEn
241
243
DEn
Month
August
August
July
December
December
October
October
June
January
May
October
August
July
May
January
October
October
August
June
May
May
May
April
April
April
February
January
1989 September
1989 September
1989 September
1989
1989
1989
1989
1989
1989
1989
1989
1989
1989
1989
1989
1988 November
1988 November
1988 September
1988
1988
1988
1988
1987
1987
1987 September
1987
1987
1987
1986
1986
1986
1986
1986
1986
1986
1986
1986
1985
1985 September
Information
Date
Year
Source
(dd/mm/yr)
240
Consec.
No.
Central
Southern
Northern
Northern
Southern
Northern
Central
Northern
Fixed Steel
Fixed Steel
Fixed Steel
Jack-Up
Single Point Mooring
Semi-Submersible Emergency Support
Tension Leg
Fixed Steel
Jack-Up
Morecambe
Bay
Central
Jack-Up
Fixed Steel
Fixed Steel
Jack-Up
Fixed Steel
Jack-Up
Jack-Up
Jack-Up
Jack-Up
Fixed Steel
Fixed Concrete
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Jack-Up
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Installation Type
Southern
Southern
Southern
Southern
Northern
Channel
Southern
Southern
Southern
Central
Northern
Central
Northern
Northern
Southern
Central
Central
Northern
Central
Southern
Central
Northern
Central
Southern
Southern
Southern
Central
Northern
Location
Diver Support
Stand-By
Survey
Supply
Stand-By
Supply
Supply
Side
Stern
Stern
Side
Merchant
Tanker
Supply
Stern
Bow/Stern
Stand-By
Supply
Stern
Anchor
Handler
Supply
Supply
Stand-By
Stand-By
Bow
Merchant
Tanker
Supply
Side
Bow/Stern
Bow
Side
Stern
Bow
Stern
Stern
Side
Side
Stern
Stern
Side
Stand-By
Supply
Supply
Supply
Supply
Stand-By
Stand-By
Stand-By
Supply
Stand-By
Stand-By
Supply
Supply
Supply
Supply
Diver Support
Supply
Supply
Supply
Impact
Orientation
Sea
Condition
Operating
Circumstances
1.0
1.25
1.25
2.9
1.5
3.0
0.5
0.8
2.0
1.6
1.2
1.9
3.0
2.0
1.0
2.75
Surveying
80
D.P. Failure
Anchor Dragged
Weather Conditions
Misjudgement
Misjudgement
Cargo Unloading
Containers
Anchor Handling
Misjudgement
Misjudgement
Thruster Failure
Misjudgement
Misjudgement
Misjudgement
Misjudgement
Misjudgement
Misjudgement
Leg B2
Other Fairlead
Leg 3
Sponson
Column C5/C1
Diagonal Brace
Other Underside
Other Underside
Leg 2
Other Port Side
Other Stbd. Side
Leg
Column
Leg Chord
Column
Leg
Fender
Leg A1
Leg SW
South Leg
Minor
Dent
Minor
Minor
Minor
Minor
Minor
Dent
Dent
Minor
None
Dent
Minor
Minor
Minor
None
Minor
Dent
Minor
Dent
Dent
Dent
Minor
Fender
Dent
Dent
Minor
Fender
Fender
Leg
Fender
Fender
Dent
Minor
Bend and Dent
Minor
Minor
Dent
Weld Crack
Minor
Minor
Installation Damage
Leg Diagonal
Brace
Riser
Leg B4/D4
Diagonal Brace
Boom
Deck SW Corner
Leg E6
Impact Point
Weather
Steering Failure
Autopilot Failure
Total Power Loss
D.P. Failure
Weather Conditions
Thruster Failure
Cargo Unloading
Cargo Unloading
Cargo Unloading
Surveying
Personnel Transfer
Close Support
Diving Operations
Close Support
Close Support
Misjudgement
Misjudgement
Cargo Unloading
Weather Conditions
Cargo Unloading
Misjudgement
D.P. Failure
Thruster Electrical Failure
Weather Conditions
Misjudgement
D.P. Computer Failure
Primary Cause
Cargo Unloading
Containers
Cargo Unloading
Diving Operations
Close Support
Impact
Vessel Type
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
Yes
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
Yes
No
No
No
No
No
Yes
Yes
No
No
Yes
No
No
No
No
No
Yes
No
Yes
Yes
No
No
No
No
Yes
No
No
No
No
No
No
No
No
No
Yes
No
No
No
Stiffener Plate
Damage Dents
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Installation
Damage
Class
Brace between legs B6 and D6 bowed by 120mm and dented.
246
Indentation to fender protecting NW leg.
Vessel impacted between legs B5 and C5. Damage to paintwork and structure coating.
251
252
Dent over and under ring spant No. 20, 1.2m x 0.5m x 0.12m (H x W x D).
257
Vessel became entangled in service hoses, 2 x 5" & 1x 4" hoses torn. 1 x 5" gate valve damaged.
No damage observed.
Edge broken off tooth at level 7 on leg No. 2, front rack.
Minor damage to platform.
Platform damage undetermined.
Small dent and scratch marks on rig bottom plating.
No damage reported.
Coating damage to a 2' square area on diagonal cross brace at sea level.
Elliptical damage to C5 10' x 2' x 2" (H x W x D). 36" x 16" removal of surface coating. 3"
square flattening of radius on C1. 2' - 3' above LAT.
0.5" indentation of shell plating 4m above water line. Superficial paint damage.
No damage to SPM body. Walkway and handrails bent and twisted.
Sacrificial anode above waterline dislodged from leg No.3.
Tug hit No.7 fairlead heavily.
Small walkway took impact and parted at supports at 6m.
Paint removed from platform bracing.
Caused indents.
No details, any damage appears to be superficial.
262
263
264
265
266
267
268
269
270
271
272
273
274
275
276
277
278
Impact starboard aft, dent 0.61m x 0.61m x 0.1m (H x W x D).
No
No
No
No
No
Slight damage to cradle of davit launched liferaft.
261
No
260
259
Damage to No. 3 port column shell plating 3m x 3m x 0.1m (H x W x D). Boat bumper (set
in 8" - 12") and access stairway from main deck to platform damaged.
Dent on bow leg chord 6" diameter x 0.5" at +149' level. 2' below point where horizontal
brace meets leg chord.
Impact between legs D2 and D4. Walkways and hand rails at +9m level severely damaged.
256
258
Collision with fender on No. 5 leg, no damage to platform.
255
254
Scaffolding took full brunt of collision. Dent in SW leg 3.5" x 0.5" x 0.188" (H x W x D).
Marine growth removed on diagonal cross member.
8" dent in horizontal and vertical pile guide stiffener at +4m elevation. Lower ladder on leg
A1 destroyed.
A2 boat bumper severely buckled, 150mm tear in horizontal gusset plate. Slight denting of leg
brace.
-
Damage to fender on SW leg.
250
253
Member inspected, no repair needed.
No
81
Repair Details
No
No
Repaired
249
248
Impacted leg D4 at 9m level, paint damage only. Impacted leg B4, damage to Nos. 2 and 3
fenders.
Riser protection indented by 1". Struck 24" deepwell protection frame causing dent 0.25m x
0.2m x 0.05m (H x W x D).
Port burner boom/EMD exhaust lines.
245
247
Superficial scratches on a platform member.
244
243
5" long weld crack on joint between vertical diagonal brace on row 2 adjacent to leg D2 and
horizontal member at -20' elevation.
Indent 600mm x 400mm x 100mm (L x W x D) on diagonal brace on row 3, 150mm below
joint at leg A3 at +18' elevation.
Only minor damage to hand rails.
241
242
Fracture of biocide injection line/valve.
240
Consec.
No.
Damaged railings amidships.
Minor
Minor
None
Severe
None
Minor
Minor
None
Minor
Minor
None
Minor
Minor
Minor
Minor
Minor
Moderate
Minor
Severe
Minor
Minor
Minor
Minor
Minor
Superficial damage occurred to diver's landing stage.
No details.
No damage.
Damage to stern and No. 11 ballast water tank pierced.
No damage.
Damage to rubbing strake.
Stern roller sustained a 2' x 2" dent.
No details, assumed to be no damage.
Unspecified.
Minor dent to stern.
No damage.
Vessel damaged, details unknown.
Bent aft mast.
Details unknown, sustained damage above waterline at bow, stern undamaged.
Extensive damage sustained by bridge including damage to main engine controls and loss of
steering.
Top mast bent, navigation lights smashed.
Holed above waterline 6' from bows.
Damage to the forepeak lights and foremast.
Dent on stern.
Slight indentation to vessel rubbing band.
0.20m indentation on port side. Damage to port side fuel tank No. 22.
Paint damage.
Moderate Starboard radar mast broken.
Minor
Class
Vessel
HSE
HSE
HSE
HSE
HSE, WOAD &

LMIS
HSE
HSE
HSE
OTN 92 235 &

HSE
HSE
Other Source
DEn
298
DEn
DEn
DEn
DEn
DEn
314
315
316
317
DEn
309
DEn
DEn
308
313
DEn
307
312
DEn
306
DEn
DEn
305
DEn
DEn
304
310
DEn
303
311
DEn
DEn
301
302
DEn
DEn
297
DEn
HSE
296
299
DEn
295
300
DEn
DEn
292
DEn
HSE
291
294
DEn
290
293
DEn
DEn
287
DEn
DEn
286
289
DEn
285
288
DEn
DEn
282
DEn
DEn
281
284
DEn
280
283
DEn
31/01/92
21/01/92
27/11/91
18/11/91
07/11/91
21/10/91
04/09/91
31/08/91
22/08/91
28/04/91
18/03/91
09/03/91
04/03/91
21/01/91
03/01/91
03/01/91
01/01/91
31/12/90
09/12/90
07/12/90
03/12/90
16/11/90
22/10/90
18/10/90
11/10/90
11/09/90
24/07/90
23/07/90
28/06/90
25/05/90
29/04/90
22/04/90
21/03/90
14/03/90
25/02/90
14/01/90
28/10/89
14/10/89
21/09/89
Month
July
July
June
May
April
April
March
March
February
January
October
October
October
October
October
August
August
April
March
March
March
January
January
January
January
December
December
December
December
October
1992
1992
January
January
1991 November
1991 November
1991 November
1991
1991 September
1991
1991
1991
1991
1991
1991
1991
1991
1991
1991
1990
1990
1990
1990
1990 November
1990
1990
1990
1990 September
1990
1990
1990
1990
1990
1990
1990
1990
1990
1990
1989
1989
1989 September
Information
Date
Year
Source
(dd/mm/yr)
279
Consec.
No.
Jack-Up
Central
Central
Northern
Southern
Central
Central
Southern
Northern
Southern
Southern
Central
Jack-Up
Fixed Steel
Fixed Concrete
Fixed Steel
Fixed Steel
Jack-Up
Central
Morecambe
Bay
Jack-Up
Central
Southern
Morecambe
Bay
Central
Fixed Steel
Fixed Steel
Fixed Concrete
Jack-Up
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Concrete
Fixed Steel
Fixed Steel
Northern
Central
Central
Southern
Central
Central
Central
Central
Southern
Northern
Northern
Central
Northern
Fixed Steel
Jack-Up
Morecambe
Bay
Northern
Fixed Steel
Fixed Steel
Fixed Steel
Installation Type
Central
Southern
Southern
Central
Central
Central
Location
Impact
Orientation
Sea
Condition
Operating
Circumstances
Supply
Supply
Supply
Supply
Supply
Supply
Supply
Supply
Supply
Stand-By
Supply
Supply
Supply
Supply
Supply
Stern
Stern
Stern
Side
Side
Stern
Bow
Stern
Supply
Stern
Stern
Side
Side
Bow
Stern
Stern
Stern
Anchor
Handler
Supply
Supply
Supply
Stand-By
Stand-By
Supply
Stand-By
Supply
Stand-By
Stand-By
Supply
Supply
Supply
Supply
Stand-By
Stbd. Stern
Supply
Side
Anchor
Handler
Bow
Bow
Stand-By
Stand-By
Stand-By
Supply
Stand-By
4.0
4.0
3.0
3.0
2.0
3.0
2.75
4.25
4.0
3.0
1.0
1.7
2.2
2.25
1.0
82
Cargo Transfer
Cargo Transfer
Cargo Transfer
Cargo Transfer
Close Support
Cargo Transfer
Close Support
Cargo Transfer
Cargo Loading
Cargo Transfer
Anchor Handling
Cargo Loading
Cargo Transfer
Cargo Unloading
Misjudgement
Misjudgement
Misjudgement
Misjudgement
Misjudgement
Misjudgement
Manoeuvring Misjudgement
Power Failure
Total Power Loss
Misjudgement
Weather Conditions
Misjudgement
D.P. Control Failure
Weather Conditions
Operator Error
Operator Error
Misjudgement
Misjudgement
Misjudgement
Weather Conditions
Misjudgement
Misjudgement
Misjudgement
Misjudgement
Primary Cause
Cargo Unloading
Containers
Cargo Transfer
Cargo Loading
Cargo Transfer
Close Support
Close Support
Cargo Unloading
Cargo Unloading
Anchor Handling
Close Support
Close Support
Impact
Vessel Type
Dent
None
Riser
Minor
C Column
Dent
Minor
Dent
Stbd. Column
Dent
No. 2 Stbd.
Centre Caisson
Dent
Minor
Leg C
Unspecified
Minor
Bend and Dent
No. 2 Stbd.
Caisson
SW Leg
Cell 3
Diagonal Brace
Dent
Dent
C Column
Minor
Port Leg
Fender
Port Centre
Column
Fender on Leg 3
Minor
Minor
Leg
Dent
Minor
Fender
Minor
Minor
Minor
Diagonal Brace
No. 1
Diagonal Brace
Leg B3
Leg J Fender
Leg
Minor
Port Centre
Column
Column 4
Minor
K3 Leg
Dent
Dent
Forward Anchor
Assembly Leg 1
South-West Leg
Minor
Fender
Fender
Minor
Minor
Dent
Minor
Dent
Dent and Lifeboat
Minor
Dent
Installation Damage
Leg
North-West Leg
Other N Side
Cord A Port Leg
Pontoon
SW Leg
Landing Station
Column E
Hose
Sponson
Impact Point
No
No
No
No
No
Yes
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
Yes
No
No
No
No
No
No
No
No
No
No
No
No
No
Yes
Yes
No
Yes
No
No
Yes
No
No
Yes
No
Yes
No
No
Yes
No
No
No
No
No
No
No
No
No
No
Yes
No
No
Yes
No
No
No
No
No
No
No
No
Yes
No
Yes
Stiffener Plate
Damage Dents
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Installation
Damage
Class
Minor damage to boat bumper frame. One section of hose damaged but no spillage.
Mark on leg at 1.5m above sea level.
Lost escape ladder, life raft and sustained superficial damage.
Boat bumper ring bent upwards. Paint damage to leg.
Twisting of access ladder.
Deformation damage to bracing structure but no loss of structural integrity.
Paint damage to leg. Forward port anchor dislodged from cradle. 0.625" steel chaser attached
to the forward mooring broken.
Minor damage to horizontal brace.
No damage sustained to rig.
Large dent in steel cover of tyre fender protecting leg 3.
Hit port leg causing superficial damage.
Unspecified dent.
Indentation 0.7m?? x 1.2m x 1.4m (D x W x H) in column.*****
294
295
296
297
298
299
300
301
302
303
304
305
306
307
No serious damage.
Dent at 20m above water 2.5m x 1.2m x 0.1m (H x W x D). Damage to internal tank
stiffening. Walkways/handrails damaged.
Access ladder platform buckled and brackets pulled from column.
Slight damage to jack-up - not serious.
Indent in leg caisson shell plating in way of No. 9 caisson stiffener ring at vertical stiffener No.
5.
Vessel nudged No. 2 anchor chain and hit starboard column.
Indentation at 22m draft level on starboard side.
310
311
312
313
314
315
316
317
309
Plating rounded, forward corner indented 1m x 1m x 0.15m (H x W x D). Internal vertical BP

stiffener displaced.
293
Superficial damage approx 10' above sea level on keg at south-east corner.
292
Leg access ladder dented. 4" water bunkering hose severed.
291
Damage in area of port anchor assembly 1m x 6m (H x W) on leg No. 1 on port side.
290
Glancing blow to production platform riser guard then passed beneath bridge linking
production & drilling platforms.
Vertical diagonal member on row B between elevations -3' and +20' bowed by 90mm and
indented 10mm.
308
Surface damage to fender.
287
2 of the 8 boat fenders were dented just above sea level and possible damage to coating.
286
Slight damage to handrail and paint marks on leg.
Paint deposited on leg.
285
289
Plating damage on starboard pontoon.
284
288
Paint damage to leg and damage to spider deck grating.
83
Repair Details
283
282
Slight dent on E9 void tank 12" x 43" x 0.25" (H x W x D) at +22.2m level. Lifeboat holed
with two 1.5m cracks in starboard forward section.
Top horizontal bracing on boat landing significantly dented. Slight damage to cellar deck
handrail.
Damage to bulk loading hoses and to scaffolding.
280
281
Repaired
Denting 0.02m x 0.1m x 0.02m (H x W x D) 2m - 3m above sea level. Damage to diagonal

brace.
279
Consec.
No.
Minor
Minor
Minor
None
Minor
Minor
Minor
Minor
None
Minor
HSE
HSE
HSE
HSE & WOAD
HSE
Other Source
Paint loss on port quarter rubbing band.
Port bridge wing, lights, funnel damaged. Hull plates buckled. Holed at deck/hull plate area.
Damage to mast and bow starboard bulwark.
No damage.
Superficial damage.
Minimal damage to vessel funnel.
3' long hull dent.
No damage.
HSE
HSE & MAIB
HSE
HSE
HSE & MAIB
HSE
HSE & OTN 92

235
HSE
HSE
HSE
HSE & MAIB
HSE
HSE & MAIB
HSE & MAIB
HSE
HSE
HSE
HSE
HSE
HSE
WOAD
Hole in bow just below waterline. Bow mast bent backwards. 2 tanks believed to be ruptured. HSE & WOAD
Dent in stern of vessel.
Damage to port side including a crack amidships. Radio aerials and navigation lights
damaged.
Damage to ship's aerial.
Moderate Central mast severely damaged.
Severe
Minor
Moderate
Minor
Minor
Class
Vessel
DEn
327
HSE
DEn
DEn
DEn
DEn
DEn
339
340
341
342
343
344
DEn
HSE
HSE
DEn
DEn
HSE
351
352
353
354
355
349
350
DEn
HSE
348
HSE
DEn
338
347
DEn
337
DEn
DEn
336
HSE
HSE
335
346
22/11/92
DEn
334
345
16/11/92
DEn
333
19/06/92
07/09/93
27/07/93
01/07/93
28/03/93
27/03/93
25/03/93
06/02/93
04/02/93
02/02/93
16/01/93
14/01/93
11/01/93
23/12/92
16/12/92
11/12/92
06/12/92
25/10/92
02/10/92
29/09/92
20/09/92
04/08/92
04/07/92
DEn
DEn
331
14/06/92
31/05/92
27/05/92
21/05/92
15/05/92
07/05/92
04/05/92
23/04/92
07/04/92
27/02/92
11/02/92
05/02/92
05/02/92
332
DEn
DEn
326
330
DEn
DEn
DEn
324
325
DEn
DEn
323
329
HSE
322
328
DEn
DEn
320
DEn
319
321
DEn
August
July
June
June
May
May
May
May
May
May
April
April
February
February
February
February
Month
October
October
July
July
March
March
March
February
February
February
January
January
January
December
December
December
December
1993 September
1993
1993
1993
1993
1993
1993
1993
1993
1993
1993
1993
1992
1992
1992
1992
1992 November
1992 November
1992
1992
1992 September
1992 September
1992
1992
1992
1992
1992
1992
1992
1992
1992
1992
1992
1992
1992
1992
1992
1992
Information
Date
Year
Source
(dd/mm/yr)
318
Consec.
No.
Central
Southern
Central
Central
Northern
Central
Central
Central
Southern
Northern
Southern
Southern
Central
Celtic Sea
Central
Jack-Up
Floating Production & Storage
Floating Storage
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Jack-Up
Jack-Up
Morecambe
Bay
Southern
Fixed Steel
Single Buoy Mooring
Jack-Up
Jack-Up
Jack-Up
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Installation Type
Southern
Central
Central
Southern
Northern
Southern
Southern
Northern
Southern
Central
Central
Southern
Central
Northern
Central
Northern
Northern
Location
Impact
Orientation
Sea
Condition
Operating
Circumstances
Supply
Stand-By
Supply
Stand-By
Supply
Supply
Supply
Supply
Supply
Stand-By
Supply
Supply
Stand-By
Supply
Supply
Supply
Stand-By
Stand-By
Supply
Port Side
Stbd. Bow
Stern
Port Side
Port Quarter
Stern
Funnel
Stern
Stern
Beam
Merchant
Tanker
Research
Stern
Stern
Side
Port Stern
Stern
Stern
Mast
Side
Supply
Stand-By
Supply
Supply
Stand-By
Supply
Supply
Supply
Supply
Supply
Supply
Supply
Supply
Supply
Supply
Supply
Supply
2.0
7.0
3.5
2.0
2.0
2.0
2.0
1.0
3.0
1.0
3.0
5.0
84
Cargo Transfer
Personnel Transfer
Cargo Transfer
Close Support
Cargo Transfer
Cargo Transfer
Cargo Transfer
Cargo Transfer
Cargo Transfer
Close Support
Surveying
Loading Crude Oil
Anchor Handling
Cargo Transfer
Anchor Handling
Cargo Transfer
Anchor Handling
Anchor Handling
Anchor Handling
Cargo Transfer
Cargo Transfer
Cargo Unloading
Cargo Transfer
Impact
Vessel Type
Steering Failure
Bowthruster Failure
Weather Conditions
Misjudgement
Weather Conditions
Weather Conditions
Misjudgement
Power Failure
Engine Failure
Misjudgement
D.P. Failure
Misjudgement
Misjudgement
Weather Conditions
Misjudgement
Misjudgement
Misjudgement
Misjudgement
Misjudgement
Misjudgement
Misjudgement
Misjudgement
Misjudgement
Misjudgement
Misjudgement
Misjudgement
Primary Cause
Minor
Caisson 1-S
Fender
Split
Minor
Minor
Port Fwd. Leg

Stbd. Centre
Column
Dent
Stbd. Fwd.
Intermediate Col.
Stbd. Bow
Minor
Minor
Fender
Minor
Dent
Bend and Dent
Bracing Node
Port Side
Column
C Spider Deck
Minor
Minor
Riser Platform
Frame
Cellar Deck
Fender
Dent
Minor
Minor
Minor
Minor
Minor
Fender
Minor
Minor
Fender
Column
West Legs
Bow Leg Chord
Leg
Fender
Port Quarter
Leg ST3
Dent
Minor
Minor
Collision
Bumpers
Stbd. Leg
Dent
Fender
No. 2 Port
Column
Column
Minor
Dent
Minor
Leg
Column
Cellar Deck
Minor
Dent
Port Forward
Column
-
Minor
Minor
Minor
Minor
Installation Damage
Leg A1
Impact Point
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
Yes
No
No
No
No
No
No
Yes
No
No
No
No
No
Yes
No
No
No
No
No
Yes
No
No
No
No
No
No
No
No
No
No
No
Yes
No
No
Yes
No
No
No
Yes
No
Yes
No
No
Stiffener Plate
Damage Dents
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Installation
Damage
Class
355
354
353
352
351
350
349
348
347
346
345
344
343
342
341
340
339
338
337
336
335
334
333
332
331
330
329
328
327
326
325
324
323
322
321
320
319
318
Consec.
No.
Unspecified damage to forward corner of sponson on starboard centre column at height of
Damage to No. 2 lifeboat and davits; escape ladder on south-west leg; 2 diagonal bracings on
Collided with FTP platform legs C1, B1, H1, and boat bumpers and landing. No immediate
Contact with forward port column. Indentation to shell plating. Nos. 1 & 2 anchor house
A4 and B4.
vertical stiffeners in same area set in by same amount.
Superficial damage caused to platform.
Vessel bumped SW leg (A1) of installation. No damage seen. Insignificant impact to pile guide
(not in use).
Floor inside Nos. 3 and 4 anchor winch house (on stbd. fwd. 30' column), walkway around
and aft frame support beam all forced upwards. 3 indentations on inside of column plating at
1st. ring stiffener. Column integrity intact.
85
Repair Details
Repaired
None
Class
Vessel
No damage.
HSE, WOAD &
MAIB
HSE
HSE
HSE
Other Source
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
364
365
366
367
368
369
370
HSE
HSE
HSE
HSE
HSE
384
385
386
387
388
HSE
HSE
383
393
HSE
382
HSE
HSE
381
392
HSE
380
HSE
HSE
379
391
HSE
378
HSE
MAIB
377
HSE
HSE
376
389
HSE
375
390
HSE
HSE
373
374
HSE
HSE
363
HSE
HSE
362
372
19/08/94
HSE
361
371
09/07/94
HSE
360
17/01/94
01/01/99
25/09/98
31/07/98
15/07/98
05/07/98
05/06/98
07/04/98
14/02/98
10/12/97
20/09/97
12/09/97
27/07/97
26/07/97
31/05/97
02/04/97
14/02/97
31/01/97
19/10/96
20/08/96
09/08/96
05/07/96
05/06/96
03/05/96
23/12/95
17/11/95
11/09/95
11/12/94
01/12/94
06/11/94
01/07/94
10/04/94
14/03/94
11/03/94
HSE
HSE
359
10/12/93
29/10/93
Date
358
HSE
357
356
Source
October
August
July
July
April
March
March
January
December
December
December
July
July
May
April
February
January
October
August
August
July
June
May
December
July
July
July
June
April
February
December
1999
January
1998 September
1998
1998
1998
1998
1998
1998
1997
1997 September
1997 September
1997
1997
1997
1997
1997
1997
1996
1996
1996
1996
1996
1996
1995
1995 November
1995 September
1994
1994
1994 November
1994
1994
1994
1994
1994
1994
1994
1993
1993
West of
Northern
Southern
Central
Central
Northern
Northern
Northern
Northern
Southern
Central
Southern
Central
Southern
Central
Northern
Northern
Central
Central
Northern
Bay
Central
Northern
Northern
Southern
Southern
Southern
Fixed Concrete
Jack-Up
Fixed Steel
Jack-Up
Articulated Loading Column
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Jack-Up
Jack-Up
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Concrete
Fixed Concrete
Jack-Up
Fixed Steel
Fixed Steel
Supply
Stand-By
Supply
Supply
Supply
Supply
Supply
Supply
Handler
Supply
Diver Support
Supply
Stand-By
Supply
Supply
Supply
Supply
Supply
Diver Support
Supply
Merchant
Supply
Handler
Handler
Supply
Stand-By
Supply
Supply
Stand-By
Tanker
Stand-By
Supply
Stand-By
Impact
Sea
Operating
Stern
Port Quarter
Stern
Stern
Stbd. Funnel
Bow
Quarter
Stern
Stbd. FRC
Port Quarter
Stbd. Quarter
Bow
Forward
Crane
Bow
Port Quarter
Stbd. Quarter
Crane Jib
3.0
4.0
1.5
3.0
0.0
3.0
1.5
2.4
4.5
3.0
2.5
2.9
4.2
5.0
2.5
2.5
2.0
86
Cargo Transfer
Cargo Transfer
Cargo Transfer
Maintenance
Cargo Transfer
Cargo Transfer
Close Support
Cargo Transfer
Cargo Transfer
Close Support
Cargo Transfer
Cargo Transfer
Cargo Transfer
Cargo Transfer
Cargo Transfer
Cargo Transfer
Cargo Transfer
Close Support
Awaiting Cargo Transfer
Cargo Transfer
Cargo Transfer
Diving Operations
Vessel Type
Misjudgement
Operator Error
Bowthruster Failure
Weather Conditions
Weather Conditions
Operator Error
Weather Conditions
Operator Error
Misjudgement
Obscured Vision
Operator Error
Misjudgement
Weather Conditions
Misjudgement
Misjudgement
Operator Error
Ballast Tank
Stbd. Centre
Bunker Hose
N Leg Access
Forward Leg
Port Side
Port Aft Leg
Escape Ladder
SW Leg
Platforms
Caisson
Plate
Diagonal Brace
Below Boat Deck
Column
D2 Leg
Leg A2
Leg NE
Leg NE
Forward Stbd.
Port Leg
Hull
Bracings
Flare Tower
Fwd. Stbd. Leg
Corner
South-West (A1)
Leg
External
Shaft 5
Stbd. Fwd. Leg
Hand Rail
South-West Leg
Minor
Scratches
Dent and Scrapes
Paint Scuffs
Paint Damage
Bent Fender
Minor
Riser
Paint Scuffs
Superficial
Superficial
Minor
Dent
Bend and Dent
Minor
Minor
Minor
Minor
No
No
No
No
No
No
No
No
No
No
No
No
No
Yes
Yes
No
No
No
No
Yes
No
No
No
No
No
No
No
No
No
No
No
No
No
Yes
No
No
No
No
Damage Dents
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Class
Installation
Scaffold walkway external to M2E badly twisted. Bulk mud and potable water hard pipes and
manifold valves broken and/or displaced and flexible hoses broken.
Leg ladder bent.
Structural damage to south-west navigation light station and lighting stanchion damage.
Paint damage at 1m above water.
Paintwork scratched.
360
361
362
363
364
Column dented in way of contact. Internals distorted in way.
Superficial damage to NE leg.
370
371
Indention to hull 2' x 4' - no breach to tank.
387
Platform north side diesel bunker hose burst causing a spillage of approximately 10 gallons. No
structural damage.
Number 9 starboard water ballast tank and approximately 5 metres of handrails.
Paintwork damage only.
391
392
393
-
Small dent in water well.
Some timber splintering on the boat bumper arrangement, no structural damage.
390
389
Frame 93-94, sl40 bend approximately 3 - 5cm inside water ballast tank 6 port.
386
388
Scratching on 2 teeth of outboard cord in port aft leg.
385
383
Damage to the ladder's verticals and scraping the outer concrete surface of the installation.
Structural damage to the port and starboard aft liferaft platforms and bulk hose rack on aft end
of unit.
382
384
Some unspecified structural damage.
381
Profile damage to the fire pump caisson.
Heavy indent damage to a shell plate in way of a wing ballast tank.
380
379
378
Bent boat fender.
377
Slight indentation to column. Separate contact with Nos. 5 and 6 anchor chasing pennants.
376
3 bolts sprung on redundant 8" glycol riser approx. 12' above L.A.T.
375
374
373
Superficial damage to port leg.
369
372
Buffer of No. 3 lifeboat misplaced and damaged by cowl on top of vessels port funnel. Davit
out of commission; lifeboat previously removed therefore not damaged.
368
-
Minimal damage to bracings MB21 and MB41.
367
366
Indentation 0.25m x 1.5m x 2m (D x H x W) area at 80' level. 2 internal stiffeners in way bent
and twisted.
Paint damage and slight indentation to base of an internal diagonal cross brace at +40 m
elevation.
Potable water and oil based mud hard pipelines pulled away from platform at loading station.
359
365
Light paint damaged on bulwark.
358
Minor damage.
Little damage.
356
357
No.
Unknown.
87

Vessel holed by leg "foot plate".
New joystick fitted. Software adjustments made to system, resulting in improved reaction
times to command instruction. Azimuthing thruster reaction increased to match transverse
thruster time so both act in tandem and not against each other. Other adjustm
No damage.
Damage to cowl on top of port funnel.
Bent and buckled aft crane sheave cheek plate.
None
Unspecified damage to bow and railings.
Coating damage.
Mast damaged.
Unspecified dent.
None.
None.
Minor
Minor
Minor
Damaged pipework on bow.
Two small punctures on port quarter.
Hole in vessel "bash rail".
Some unspecified structural damage.
Paint damaged.
Bent fender and split weld.
Moderate Stbd. FRC and davit badly damaged from contact with anchor chasing pennants.
Minor
Minor
None
Minor
Minor
None
Minor
Minor
Minor
Minor
None
Minor
Severe
Damage
Class
MAIB
Confirms
DEn
NMI
NMI
NMI
NMI
NMI
DEn
NMI
NMI
DEn
NMI
DEn
422
423
424
425
426
427
428
429
430
431
432
DEn
417
NMI
DEn
416
420
DEn
415
421
NMI
414
DEn
NMI
413
NMI
DEn
412
418
NMI
411
419
HSE
HSE
409
HSE
408
410
HSE
HSE
406
407
HSE
HSE
HSE
403
404
HSE
402
405
HSE
HSE
400
401
HSE
HSE
397
HSE
HSE
396
398
HSE
395
399
HSE
11/03/82
19/02/82
1982
1982
20/07/81
05/01/81
1981
1981
1981
1981
19/11/80
12/11/80
08/05/80
1980
07/07/79
08/04/79
1979
1979
1979
1978
23/03/76
1976
15/07/01
21/06/01
09/03/01
28/11/00
18/11/00
06/09/00
02/08/00
17/04/00
05/02/00
23/01/00
12/01/00
19/12/99
16/12/99
12/12/99
27/10/99
10/06/99
11/03/99
August
April
February
January
January
December
December
December
October
June
March
Month
June
October
March
December
July
June
March
May
January
July
April
February
July
January
1982
1982
1982
March
February
December
1982 September
1981
1981
1981 November
1981 September
1981 September
1981
1980 November
1980 November
1980
1980
1979
1979
1979
1979 September
1979
1978
1976
1976
2001
2001
2001
2000 November
2000 November
2000 September
2000
2000
2000
2000
2000
1999
1999
1999
1999
1999
1999
Information
Date
Year
Source
(dd/mm/yr)
394
Consec.
No.
Southern
Central
Southern
Central
Southern
Central
Central
Central
Central
Central
Central
Central
Central
Central
Northern
Central
Northern
Central
Southern
Northern
Central
Southern
Central
Central
Northern
Central
Northern
Central
Northern
Central
Central
Northern
Northern
Location
Jack-Up
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Jack-Up
Fixed Concrete
Fixed Steel
Fixed Steel
Fixed Steel
Jack-Up
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Jack-Up
Fixed Steel
Installation Type
Impact
Orientation
Sea
Condition
Operating
Circumstances
Stand-By
Supply
Supply
Supply
Stand-By
Supply
Supply
Supply
Supply
Supply
Supply
Supply
Supply
Supply
Diver Support
Supply
Stand-By
Diver Support
Supply
Supply
Stand-By
Supply
Stand-By
Diver Support
Stand-By
Supply
Supply
Stand-By
Side
Stern
Stern
Stern
Stern
Side
Stern
Stern
Stern
Stern
Side
Stern
Side
Side
Side
Bow
3.0
2.0
2.75
2.0
3.0
4.0
1.0
2.75
4.0
2.0
3.0
1.25
1.0
Port Quarter
Fender
-
4.0
2.0
3.5
2.0
1.5
Bridge
Bow
Supply
Mast
Supply
Crane Jib
Stern
Stern
Port Side
Anchor
Handler
Diver Support
Supply
Supply
Supply
Supply
Supply
Supply
Supply
88
Cargo Unloading
Cargo Transfer
Cargo Transfer
Cargo Transfer
Cargo Unloading
Cargo Transfer
Cargo Transfer
Cargo Unloading
Cargo Transfer
Cargo Transfer
Cargo Unloading
Cargo Transfer
Cargo Transfer
Diving Operations
Diving Operations
Cargo Transfer
Cargo Transfer
Close Support
Cargo Transfer
Anchor Handling
Cargo Unloading
Diving Operations
Cargo Loading
Cargo Loading
Cargo Loading
Cargo Loading
Cargo Loading
Cargo Transfer
Impact
Vessel Type
Dent
Leg
Leg Port
Anchor Dragged Due

Weather
Fender
Scaffolding
Leg A3
Leg SE
Leg A3
Pontoon
Leg A
Leg A5
Leg Bow Side
Leg B7
SW Leg
Cross Member
None
None
Fender
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
Paint Scuffs
Dent
Leg B1 NW
Corner
Port Aft Leg
Platforms
Pipework
Liferaft Platform
Paint Scuffs
Fender and Ladder
East Side
A1 Stbd. Fwd.
Column
Dents
Cable Tray Support
SW Corner of
Cellar Deck
Stbd. Aft Caisson
Lifeboat
Lifeboat
Potable Water Hose
No. 2 Lifeboat
Lifeboat
No. 4 Lifeboat
A5 Boat Bumper
Bent Frames
Marks on Teeth
Port Leg Chord

'K'
Column B4
Paint Scuffs
Dents
Installation Damage
Diagonal Brace
Stbd. Legs 3 & 4
Impact Point
Weather Conditions
Misjudgement
Misjudgement
Misjudgement
Misjudgement
Steering Control Failure
Misjudgement
Mooring Failure
Electrical Failure
Weather Conditions
Thruster Control Failure
Operator Error
Weather Conditions
Operator Error
Thruster Failure
Operator Error
Primary Cause
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
Yes
No
Yes
No
No
No
Yes
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
Yes
No
No
No
No
Yes
No
No
No
No
No
No
No
No
Yes
Stiffener Plate
Damage Dents
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Installation
Damage
Class
White metal marks and some shaved off metal from vessel on one side of the teeth.
Damage to five timber fenders and distorted frames and stiffeners.
Boat bumper dented and top support pipe slightly kinked on the top side.
Potable water hose parted and damage to No. 4 lifeboat.
Serious damage to lifeboat.
396
397
398
399
400
Paint scraped off.
Slight superficial damage to the column fender and also an access ladder on No. 2 winch.
Damage to escape platform for the liferafts, lifeguard guide wires and bunkering hoses.
Damage to fire water main. Mitigation measures in place.
Two score marks and a small indentation in leg.
Paint removed.
Superficial damage of the platform leg.
No damage.
No damage.
No damage.
No damage.
No damage.
No damage.
No damage.
No damage.
No damage.
No damage.
No damage.
No damage.
No damage.
No damage.
No damage.
No damage.
Impact sustained by wooden block of launch runner.
Hit outrigged scaffolding.
No damage.
No damage reported.
No damage.
No damage.
404
405
406
407
408
409
410
411
412
413
414
415
416
417
418
419
420
421
422
423
424
425
426
427
428
429
430
431
432
403
402
Outer skin of No. 2 lifeboat punctured and mooring pins wrenched from the side of the boat.
The stiffener is also distorted on the lifeboat land area support frame.
Minor structural damage to the support frame of cable trays on the south-west corner of the
Cellar Deck.
Damage to stringers and vertical stiffners and setting in of the shell plating at the 70ft draft
level.
Superficial paint scraches on the diagonal brace.
395
401
Indentation of the shell plating resulting in no penetration of the plating.
394
Consec.
No.
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
89
Repair Details
Repaired
No damage.
Damage to vessel frames and plating.
Indentation on stern of vessel.
Tear in vessel rubbing band 9" x 5" wide.
Superficial damage, hole in bulwark and some damage to bridge.
Damage to the focsle.
Some damage to instruments and to the ROV launch structure on the side of the vessel.
Damage to the bridge and also damaged the launch davit of the port FRC.
Damage on the vessel's bow and bulwarks.
No damage.
Minor damage to the mast and aerials.
Unspecified hull damage.
Moderate Small hole in hull above waterline.
None
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
None
Minor
Minor
Class
Vessel
HSE
Other Source
DEn
DEn
HSE
DEn
449
450
451
452
DEn
DEn
DEn
DEn
DEn
DEn
467
468
469
470
471
464
DEn
DEn
463
466
DEn
462
465
DEn
DEn
461
DEn
DEn
448
DEn
DEn
447
460
DEn
446
459
DEn
445
DEn
DEn
444
DEn
DEn
443
458
DEn
442
457
DEn
441
DEn
DEn
440
DEn
DEn
439
456
DEn
438
455
DEn
437
DEn
DEn
436
HSE
DEn
435
454
DEn
434
453
NMI
21/10/91
14/10/91
27/08/91
16/08/91
06/06/91
18/04/91
22/12/90
22/12/90
13/11/90
11/09/90
22/02/90
22/10/89
13/10/89
31/01/88
28/04/87
24/04/86
22/04/86
03/03/86
21/02/86
31/01/86
18/09/85
27/07/85
08/04/85
22/02/85
06/10/84
09/05/84
02/02/84
22/10/83
23/09/83
29/06/83
27/06/83
22/03/83
28/02/83
22/01/83
21/01/83
11/09/82
29/08/82
19/08/82
09/04/82
August
August
April
Month
June
June
March
February
January
January
July
April
February
October
May
February
October
February
October
October
January
April
April
April
March
February
January
1991
1991
1991
1991
1991
1991
1990
1990
October
October
August
August
June
April
December
December
1990 November
1990 September
1990
1989
1989
1988
1987
1986
1986
1986
1986
1986
1985 September
1985
1985
1985
1984
1984
1984
1983
1983 September
1983
1983
1983
1983
1983
1983
1982 September
1982
1982
1982
Information
Date
Year
Source
(dd/mm/yr)
433
Consec.
No.
Central
Southern
Southern
Central
Central
Southern
Central
Northern
Central
Southern
Northern
Southern
Southern
Central
Southern
Southern
Central
Southern
Southern
Fixed Concrete
Jack-Up
Jack-Up
Jack-Up
Fixed Concrete
Fixed Steel
Jack-Up
Fixed Concrete
Jack-Up
Jack-Up
Jack-Up
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Jack-Up
Fixed Concrete
Jack-Up
Morecambe
Bay
Northern
Jack-Up
Central
Central
Fixed Steel
Jack-Up
Fixed Steel
Fixed Steel
Morecambe
Bay
Northern
Southern
Northern
Central
Central
Central
Fixed Concrete
Morecambe
Bay
Northern
Jack-Up
Semi-Submersible Crane Barge
Fixed Steel
Installation Type
Southern
Central
Central
Location
Impact
Orientation
Sea
Condition
Operating
Circumstances
Supply
Supply
Supply
Stand-By
Supply
Supply
Supply
Supply
Stand-By
Stand-By
Supply
Supply
Supply
Supply
Supply
Stand-By
Supply
Supply
Supply
Supply
Supply
Diver Support
Supply
Research
Supply
Supply
Supply
Supply
Diver Support
Stand-By
Supply
Supply
Supply
Supply
Supply
Supply
Supply
Supply
Supply
Stbd. Side
Port Quarter
Side
Stern
Side
Mast
Stern
Side
Stern
Stern
Side
Side
Side
Side
Stern
Stern
Stern
2.0
3.75
3.5
1.5
3.0
3.0
3.5
3.0
3.5
3.0
3.0
90
Cargo Transfer
Close Support
Cargo Transfer
Close Support
Cargo Transfer
Cargo Transfer
Cargo Transfer
Cargo Unloading
Cargo Transfer
Diving Operations
Cargo Unloading
Cargo Unloading
Cargo Unloading
Cargo Unloading
Power Failure
Misjudgement
Weather Conditions
Weather Conditions
Anchor Dragged
Anchor Dragged
Weather Conditions
Misjudgement
Misjudgement
Misjudgement
Misjudgement
Poor Visibility
Weather Conditions
Thruster Failure
Weather Conditions
Cargo Unloading
Misjudgement
Cargo Unloading
Containers
D.P. Remote Control Failure
Misjudgement
Weather Conditions
Misjudgement
Thruster Failure
Weather Conditions
Misjudgement
Weather Conditions
Weather Conditions
Primary Cause
Anchor Handling
Diving Operations
Personnel Transfer
Cargo Unloading
Cargo Transfer
Cargo Unloading
Cargo Transfer
Impact
Vessel Type
West Leg
Forward Leg
None
None
None
None
None
Stbd. Boat
Bumper
Stbd. Leg
None
None
None
None
None
None
None
Minor
None
None
Minor
None
None
None
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
None
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
Stiffener Plate
Damage Dents
None
Minor
None
None
None
None
Bow Leg
Leg NW
Leg Rack
Shaft
Leg 3
Leg Port
Spider Deck
Deck
Flare Boom
Boat Landing
Stage
SW Landing
Fender
Leg B4
Leg Chord
Breakwater Wall
Leg
Column PF
None
None
No. 8 Anchor
Chain
Leg
None
None
None
None
Leg B2
Leg Rack
Fender
Column CP4
None
None
Columns CPC4
& PC2
Fender
None
None
None
None
None
Installation Damage
Breakwater Wall
Leg Bow Side
Leg Port
Leg Stbd. Side
Leg
Impact Point
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
Installation
Damage
Class
No damage.
Struck leg 4 times without damaging it.
No damage.
Vessel struck breakwater.
No damage.
No damage.
No damage.
No damage.
No damage.
434
435
436
437
438
439
440
441
442
471
470
469
468
467
466
465
464
463
462
461
460
459
458
457
456
455
454
453
452
451
450
449
448
447
446
445
444
443
No damage.
433
Consec.
No.
No
No
No
No
No
No
No
No
Repaired
91
Repair Details
Trivial dent in vessel rubbing bar.
Trivial damage to stern rubber trailing.
Hole in tank.
Sunk
Severe
diesel oil into Invergordon Sound.
Holed by rack teeth and sinking hence sunk by Navy in position 55 20.3'N; 00 55.36'W.
Holed diesel tank which leaked.
Moderate Loss of aerials, bend of main mast through 50 degrees.
Minor
Minor
Severe
Class
Vessel
WOAD, MAIB
LMIS
HSE
HSE
HSE
HSE
Other Source
HSE
HSE
HSE
508
509
HSE
505
HSE
HSE
504
506
HSE
503
507
HSE
LMIS
HSE
500
502
HSE
499
501
HSE
498
HSE
491
HSE
HSE
490
497
HSE
489
HSE
HSE
488
496
HSE
487
HSE
HSE
486
495
HSE
485
HSE
HSE
484
494
16/07/96
WOAD
483
HSE
HSE
482
MAIB
HSE
481
492
HSE
480
493
29/12/95
MAIB
479
06/02/93
20/12/87
23/02/86
16/09/85
05/01/85
06/10/84
04/05/81
01/01/80
17/11/79
28/10/01
27/01/00
30/10/99
04/09/99
23/07/99
23/03/99
06/01/99
29/03/97
03/11/96
06/09/95
22/07/95
06/06/95
20/12/94
19/09/94
04/06/94
18/04/94
03/04/94
24/02/94
23/12/93
16/09/93
21/07/93
24/03/93
HSE
20/12/92
DEn
HSE
476
02/09/92
478
DEn
475
31/08/92
10/07/92
29/02/92
Date
477
DEn
474
DEn
DEn
473
472
Source
August
July
February
July
March
February
December
June
April
April
February
December
July
June
December
July
December
July
March
January
March
October
January
October
January
October
May
January
1987
1986
December
February
1985 September
1985
1984
1981
1980
1979 November
2001
2000
1999
1999 September
1999
1999
1999
1997
1996 November
1996
1995
1995 September
1995
1995
1994
1994 September
1994
1994
1994
1994
1993
1993 September
1993
1993
1993
1992
1992 September
1992
1992
1992
Central
Bay
Southern
Southern
Central
Southern
Bay
Central
Southern
Bay
Northern
Southern
Southern
Northern
Central
Central
Central
Southern
Southern
Central
Southern
Bay
Southern
Southern
Central
Southern
Southern
Southern
Southern
Jack-Up
Fixed Steel
Jack-Up
Fixed Steel
Fixed Steel
Fixed Steel
Jack-Up
Fixed Steel
Fixed Steel
Jack-Up
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Jack-Up
Jack-Up
Jack-Up
Fixed Steel
Jack-Up
Semi-Submersible Crane Barge
Jack-Up
Unspecified
Jack-Up
Jack-Up
Jack-Up
Fixed Steel
Research
Supply
Diver Support
Supply
Stand-By
Stand-By
Supply
Stand-By
Supply
Supply
Supply
Supply
Tanker
Stand-By
Diver Support
Stand-By
Supply
Stand-By
Supply
Stand-By
Supply
Stand-By
Supply
Stand-By
Supply
Supply
Stand-By
Supply
Supply
Stand-By
Supply
Tug
Stand-By
Impact
Sea
Operating
FRC
Mast
Stbd. Quarter
Aerials
Aerials
Port Quarter
Port Quarter
Stbd. Side
Stbd. Side
Stern
Port Side
Stbd. Side
Stbd. Quarter
1.0
0.8
3.5
4.0
3.0
3.0
2.0
0.0
92
Cargo Transfer
Cargo Transfer
Cargo Transfer
Cargo Transfer
Cargo Transfer
Cargo Transfer
Diving Operations
Close Support
Cargo Transfer
Cargo Transfer
Cargo Transfer
Cargo Transfer
Close Support
Cargo Transfer
Close Support
Cargo Transfer
Close Support
Cargo Transfer
Surveying
Vessel Type
Weather Conditions
Anchor Dragged
Weather Conditions
Weather Conditions
Weather Conditions
Thruster Failure
Weather Conditions
D.P. Failure
Misjudgement
Weather Conditions
Operator Error
Weather Conditions
Weather Conditions
Electrical Failure
Misjudgement
Misjudgement
Port Aft
Stbd. Stern Leg
Port Fwd. Leg
Walkway
Brace
Chord 'c' Bow
B7 Leg
Cross Member
Stbd. Aft
Platforms
Bridge Between
Below Lifeboats
North-East Leg
Fairlead
Anchor Wire
Fwd. Corner of
Port Bow Leg
Leg
Structural
Support
Port Leg
Stbd. Side
Port Fwd. Leg
Post Side
Stbd. Fwd. 18'
Bow Leg
Port Leg
Bow Leg
None
None
10 ft Below Waterline
Weed Removed
None
None
None
None
None
None
None
None
None
Fender
None
None
None
None
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
Damage Dents
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
Class
Installation
No damage to structure.
No visual damage to leg.
No visible signs of damage.
No damage reported.
No damage.
No damage.
None apparent.
No damage.
None apparent.
After investigations no damage reported.
No damage.
No damage.
None specified.
None apparent.
None apparent.
None apparent.
None apparent.
None apparent.
Contact did not occur. Potable water hose burst as vessel pulled clear.
No damage reported.
No apparent damage at 6.5m level.
Contact did not occur. Potable water hose burst as vessel drifted clear.
No damage to the leg chord.
None apparent.
None apparent.
No damage reported.
No apparent damage.
No obvious damage.
474
475
476
477
478
479
480
481
482
483
484
485
486
487
488
489
490
491
492
493
494
495
496
497
498
499
500
501
-
502
503
504
505
506
507
508
509
No
No
No
No visual damage.
473
Repaired
No structural damage.
472
Consec.
No.
93
Repair Details
Slight damage to stbd. rubbing strake.
Minor damage to fender.
Minor
Minor damage to aerials.
Damage to aerials. Recalled to Aberdeen.
Hole in hull in way of potable water tank.
Small indentation in hull.
Severe
None
FRC was sent to pick up mail in marginal weather and in doing so the craft came into contact
with installation. Craft sustained some damage which required onshore repair.
Towed to Haugesund for repairs. Sustained hole in hull and list.
No damage.
MAIB
MAIB
Navigation light broken and after mast bent by approximately 10o.
Moderate Vessel proceeded to Liverpool.
Moderate
Minor
Minor plate indentation on port bow approx 20 ft from the vessel stem.
Moderate Damage to ballasttank.
Minor
MAIB & NSL
Extensive unspecified damage to starboard side.
Moderate Stbd. rudder damage. Vessel returned to port.
Minor
Minor
Minor
Severe
Minor
Severe
MAIB
HSE
HSE
Extensive damage to starboard rails around monkey island, radar scanner and navigation/radio
aerials.
HSE
HSE & MAIB
HSE
Other Source
Superficial damage and slight teeth marks to stern.
Moderate Unspecified hole in hull above waterline.
Moderate
3" split sustained by vessel's stbd. quarter rubbing strake.
Moderate FRC damaged.
Minor
Minor
Minor
Minor
Class
Vessel
28/01/93
18/08/93
HSE
MAIB
MAIB
HSE
MAIB
HSE
HSE
HSE
HSE
MAIB
HSE
MAIB
HSE
512
513
514
515
516
517
518
519
520
521
522
523
524
25/06/98
15/08/98
HSE
LMIS
MAIB
HSE
HSE
HSE
MAIB
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
527
528
529
530
531
532
533
534
535
536
537
538
539
540
541
542
543
544
545
546
547
548
03/01/95
24/12/98
16/12/98
22/11/98
14/05/98
30/04/98
26/04/98
03/03/98
09/02/98
03/12/97
25/10/97
12/08/97
28/07/97
03/03/97
23/02/97
16/01/97
10/11/96
07/11/95
12/10/95
05/07/95
29/01/95
28/01/95
HSE
HSE
525
526
12/12/94
21/09/94
14/08/94
15/04/94
17/02/94
30/08/92
13/08/92
15/05/92
29/08/91
31/01/91
04/01/91
25/12/90
HSE
511
21/09/89
HSE
Month
August
April
February
August
January
August
August
May
August
January
January
December
October
July
January
January
January
December
August
June
May
April
April
March
February
December
October
August
July
March
February
January
1998
1998
December
December
1998 November
1998
1998
1998
1998
1998
1998
1998
1997
1997
1997
1997
1997
1997
1997
1996 November
1995 November
1995
1995
1995
1995
1995
1994
1994 September
1994
1994
1994
1993
1993
1992
1992
1992
1991
1991
1991
1990
1989 September
Information
Date
Year
Source
(dd/mm/yr)
510
Consec.
No.
Southern
Central
Northern
Jack-Up
Fixed Steel
Single Buoy Mooring
Fixed Concrete
Jack-Up
Jack-Up
Jack-Up
Fixed Steel
Fixed Steel
West of
Shetlands
Southern
Central
Central
Jack-Up
Fixed Steel
Jack-Up
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Morecambe
Bay
Central
Southern
Southern
Central
Southern
Southern
Northern
Jack-Up
Fixed Steel
Morecambe
Bay
Southern
Celtic Sea
Jack-Up
Barge
Morecambe
Bay
Southern
Fixed Concrete
Fixed Steel
Jack-Up
Installation Type
Central
Northern
Central
Northern
Central
Central
Southern
Location
Impact
Orientation
Vent Pipe
Supply
Supply
Port Bow
Merchant
Tanker
Supply
Supply
Supply
Stern
Supply
Supply
Port Quarter
Stern
Anchor
Handler
Supply
Supply
Supply
Merchant
Tanker
Diver Support Side and Mast
Supply
Supply
Stbd. Quarter
Supply
Anchor
Handler
Diver Support
Supply
Supply
Supply
Supply
Stand-By
Anchor
Handler
Supply
Funnel
Supply
Supply
Supply
Supply
Supply
Supply
Anchor
Handler
Supply
Stbd. Side
Stand-By
Supply
Stand-By
Sea
Condition
Operating
Circumstances
4.0
2.5
2.0
1.5
2.0
3.5
94
Cargo Transfer
Loading Crude Oil
Cargo Transfer
Anchor Handling
Cargo Transfer
Cargo Transfer
Loading Crude Oil
Diving Operations
Cargo Transfer
Cargo Transfer
Cargo Transfer
Cargo Transfer
Cargo Transfer
Cargo Transfer
Cargo Transfer
Cargo Transfer
Impact
Vessel Type
Operator Error
D.P. Failure
Operator Error
Operator Error
Misjudgement
Misjudgement
Operator Error
Total Power Loss
Weather Conditions
Primary Cause
Drilling
Conductor
Stbd. Chord
Inner Leg
Leg
NE Leg
NW Leg Column 1
Outer Skirt
Port Leg
Port Aft Leg
Port Forward and

Centre Columns
Shell Plating
Leg
SW Leg
Stern
Leg and Riser
Crane Hook
B1 Leg
Leg Fender
Spider Deck
No. 1 Lifeboat
Station
East Central
Structure
Fwd. and Stbd.

Legs
Anchor Winch
Cab Platform
Port Fwd.
Column
Bow Leg
Fwd. Post
Column
-
Installation Damage
West Face
Port Leg
Impact Point
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
Stiffener Plate
Damage Dents
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Installation
Damage
Class
514
515
516
517
518
519
520
521
522
523
524
525
526
527
528
529
531
532
533
534
535
536
537
538
539
540
541
542
543
544
545
546
547
548
Damage not significant. Structural assessment carried out.
530
513
Superficial damage.
512
511
510
Consec.
No.
Repaired
Installation at Cromarty Firth.
95
Repair Details
Minor
Deep scuffing along 25 meters on port bow.
Moderate Possibly holed. Proceeded to port.
Moderate Holed on port aft quarter. Proceeded to Aberdeen for repairs.
Vessel holed on waterline in way of fuel tank. Taken to South Shields for repair.
Moderate Fuel tank vent pipe ripped off.
Severe
Moderate Hole in No. 5 ballast tank.
Minor
MAIB
MAIB &
WOAD
LMIS
MAIB
WOAD & LMIS
Other Source
Vessel holed in stbd. side just aft of funnel leading to power loss and eventual foundering in
position 53 02'.76N; 03 01'.92E at 1213 hrs. on same day with 200 m3 of diesel oil on board.
Moderate Damage to bridge and steering. Towed to Invergordon.
Sunk
Class
Vessel
HSE
HSE
HSE
HSE
HSE
DEn
554
555
556
557
HSE
551
553
HSE
550
552
HSE
23/11/90
02/05/01
04/02/01
19/07/00
20/04/00
30/01/00
08/05/99
29/04/99
01/03/99
May
February
July
April
January
May
April
March
Month
1990 November
2001
2001
2000
2000
2000
1999
1999
1999
Information
Date
Year
Source
(dd/mm/yr)
549
Consec.
No.
Central
Southern
Southern
Location
Jack-Up
Fixed Steel
Jack-Up
Fixed Steel
Installation Type
Impact
Orientation
Sea
Condition
Operating
Circumstances
Stand-By
Stand-By
-
Anchor
Handler
Supply
Stern
Stbd. Quarter
Port Quarter
Supply
Supply
Tug
Supply
Supply
Close Support
96
Anchor Handling
Towing
Anchor Handling
Impact
Vessel Type
Operator Error
Thruster Failure
Weather Conditions
Weather Conditions
Primary Cause
None
Stbd. Aft
Diagonal Brace
and Column
Buoy
Installation Damage
Legs
Column C4
SW Leg
Crane Pedestal
Anchor
SE Leg
Impact Point
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
Stiffener Plate
Damage Dents
Not
Applicable
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Unspecified
Installation
Damage
Class
Struck anchor buoy.*****
556
557
Unspecified damage reported in the area of preload tanks Nos. 20 and 22.
555
Unspecified damage reported.
554
Minimal damage to crane pedestal and helideck supports.
Vessel made glancing contact.
553
552
551
550
549
Consec.
No.
Repaired
97
Repair Details
None
No damage.
Moderate Rig's anchor punctured a hole in one of the ballast tanks.
Class
Vessel
Other Source
Appendix B
Commercial Shipping
Between UKCS and U.K.
98
Year
2000
2000
2000
2000
2001
2001
2000
2000
2000
2000
2001
2001
2000
2000
2000
2000
2000
2000
2000
2000
2001
2001
2000
2000
2000
2000
2001
2001
2000
2000
2000
2000
2000
2000
2001
2001
2000
2000
2000
2000
2001
2001
2000
2000
2000
2000
2001
2001
2000
2000
2000
2000
2000
2000
2000
2000
2001
2001
2000
2000
2000
2000
2001
Quarter
1
2
3
4
1
2
1
2
3
4
1
2
1
2
3
4
1
2
3
4
1
2
1
2
3
4
1
2
1
2
1
2
3
4
1
2
1
2
3
4
1
2
1
2
3
4
1
2
1
2
3
4
1
2
3
4
1
2
1
2
3
4
1
Reporting Port
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Cromarty Firth
Cromarty Firth
Cromarty Firth
Cromarty Firth
Cromarty Firth
Cromarty Firth
Dundee
Dundee
Dundee
Dundee
Firth of Forth
Firth of Forth
Firth of Forth
Firth of Forth
Firth of Forth
Firth of Forth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Hartlepool
Hartlepool
Heysham
Heysham
Heysham
Heysham
Heysham
Heysham
Milford Haven
Milford Haven
Milford Haven
Milford Haven
Milford Haven
Milford Haven
Peterhead
Peterhead
Peterhead
Peterhead
Peterhead
Peterhead
River Clyde
River Clyde
River Clyde
River Clyde
River Humber
River Humber
River Humber
River Humber
River Humber
River Humber
River Mersey
River Mersey
River Mersey
River Mersey
River Mersey
0 - 5000
3519
5310
4517
4200
3694
846
4
2
9
8
5
12
2
5
8
1
3
12
2
8
5
2
391
533
655
515
338
28
3
4
222
228
498
537
588
661
Maximum Vessel Deadweight (tonnes)

5001 - 15000
>50000
15001 - 50000
23
18
42
41
28
3
1
1
1
16
8
1380
1738
1799
1675
2538
2099
8
10
12
43
44
19
4
8
5
1
3
3
21
24
35
21
20
21
4
3
5
6
1
4
99
1
1
2
2
24
24
26
29
22
12
27
32
17
25
14
Total Voyages
3542
5328
4559
4241
3722
849
4
4
13
11
5
13
2
5
8
1
3
13
19
16
5
2
391
533
655
515
338
28
3
4
222
228
498
537
588
661
21
25
35
21
20
21
1384
1738
1802
1680
1538
2105
1
1
2
2
32
35
38
76
66
31
31
40
22
25
14
Year
2000
2001
2000
2000
2000
2000
2000
2000
2000
2001
2001
2000
2000
2000
2001
2000
2000
2000
2000
2001
2001
2000
2000
2000
2000
2000
2001
2001
2000
2000
2000
2000
2001
2001
Quarter
12
1
3
4
1
2
3
4
1
2
1
2
3
1
1
2
3
4
1
2
3
1
2
3
4
1
2
1
2
3
4
1
2
Reporting Port
Aberdeen
River Mersey
River Tees
River Tees
River Tees
River Thames
River Thames
River Thames
River Thames
River Thames
River Thames
River Tyne
River Tyne
River Tyne
River Tyne
Scapa Flow
Scapa Flow
Scapa Flow
Scapa Flow
Scapa Flow
Scapa Flow
Sheerness
Southampton
Southampton
Southampton
Southampton
Southampton
Southampton
Sullom Voe
Sullom Voe
Sullom Voe
Sullom Voe
Sullom Voe
Sullom Voe
0 - 5000
3519
2
1
Maximum Vessel Deadweight (tonnes)

5001 - 15000
>50000
15001 - 50000
23
3
4
15
1
1
1
1
1
5
1
1
5
3
3
7
6
12
2
3
19
27
24
21
22
15
1
100
14
17
19
26
20
22
58
41
20
53
47
12
Total Voyages
3542
17
4
5
1
5
4
4
7
6
12
3
8
1
1
19
27
24
21
22
15
1
14
17
19
26
20
24
58
41
20
53
47
12
Appendix C
Commercial Cargo on ERRV
101
Year Quarter
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
1
1
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
4
4
4
4
4
4
4
4
4
4
4
4
4
4
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
Reporting Port
Direction
Voyages
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Inwards from UKCS
Outwards to UKCS
Outwards to UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Inwards from UKCS
Inwards from UKCS
Outwards to UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Inwards from UKCS
Inwards from UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Inwards from UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Inwards from UKCS
Inwards from UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
1
1
1
1
1
1
1
1
1
1
2
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
2
1
2
1
7
Cargo Type
Other General Cargo and Containers less than 20'
Other Liquid Bulk Products
Iron and Steel Products
102
Cargo
Weight (t)
2
2
5
61
25
41
13
71
79
26
14
37
52
6
39
81
44
27
21
10
7
19
3
37
2
35
5
81
39
119
18
236
44
42
24
24
2
167
35
40
5
105
68
4
18
47
2
4
20
16
22
89
2
61
9
56
26
20
3
68
6
27
5
16
91
79
19
67
Year Quarter
Reporting Port
Direction
Voyages
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Aberdeen
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Outwards to UKCS
Outwards to UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Inwards from UKCS
Outwards to UKCS
Inwards from UKCS
Inwards from UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Outwards to UKCS
Outwards to UKCS
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
2
1
1
1
1
1
1
1
1
4
3
3
3
2
3
1
1
1
2
1
1
3
3
2
4
3
2
3
3
1
2
2
1
2
1
2
4
1
2
1
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
4
1
1
1
1
1
1
1
2
2
2
2
2
2
2
2
2
2
2
2
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
4
4
4
4
4
4
4
4
4
4
Cargo Type
Other Dry Bulk
103
Cargo
Weight (t)
42
5
5
170
25
16
70
112
21
112
112
42
11
1
1
1
102
34
20
101
20
55
2
23
26
14
6
26
58
80
45
21
22
20
24
23
35
25
119
57
73
105
91
91
33
21
32
30
22
20
135
105
42
169
157
76
18
117
31
16
37
32
20
29
52
116
24
93
Year Quarter
Reporting Port
Direction
Voyages
2000
2000
2000
2000
2000
2000
2000
2000
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2000
2000
2000
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Great Yarmouth
Heysham
Heysham
Heysham
Immingham
Immingham
Immingham
Immingham
Immingham
Immingham
Immingham
Immingham
Immingham
Immingham
Liverpool
Peterhead Bay
Peterhead Bay
Peterhead Bay
Peterhead Bay
Peterhead Bay
Peterhead Bay
Peterhead Bay
Peterhead Bay
Peterhead Bay
Peterhead Bay
Peterhead Bay
Peterhead Bay
Outwards to UKCS
Outwards to UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Inwards from UKCS
Inwards from UKCS
Outwards to UKCS
Outwards to UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Inwards from UKCS
Outwards to UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Inwards from UKCS
Inwards from UKCS
Inwards from UKCS
Outwards to UKCS
Outwards to UKCS
Outwards to UKCS
Inwards from UKCS
Outwards to UKCS
Inwards from UKCS
Outwards to UKCS
Outwards to UKCS
Inwards from UKCS
Outwards to UKCS
Inwards from UKCS
Outwards to UKCS
Outwards to UKCS
Inwards from UKCS
Outwards to UKCS
Inwards from UKCS
Outwards to UKCS
Inwards from UKCS
Outwards to UKCS
Outwards to UKCS
Inwards from UKCS
Outwards to UKCS
Inwards from UKCS
Outwards to UKCS
Outwards to UKCS
Inwards from UKCS
Outwards to UKCS
Inwards from UKCS
Outwards to UKCS
Inwards from UKCS
Outwards to UKCS
4
2
2
4
6
2
4
6
1
1
1
1
2
2
2
3
2
2
2
2
2
3
3
2
2
4
2
3
4
2
2
2
2
2
2
2
2
6
6
6
1
1
2
5
1
1
1
4
4
3
1
1
1
1
1
1
1
1
1
2
2
1
1
4
4
4
4
4
4
4
4
1
1
1
1
1
1
1
1
1
1
1
1
1
2
2
2
2
2
2
2
2
3
3
3
3
3
3
4
4
1
1
1
1
1
1
1
1
2
2
2
2
3
1
1
2
2
2
2
2
3
3
3
3
3
3
Cargo Type
104
Cargo
Weight (t)
137
75
97
159
193
102
51
367
23
19
22
19
74
56
80
90
65
98
66
86
96
51
57
92
74
137
89
114
184
89
109
72
85
168
89
98
99
85
1163
85
21
10
150
96
190
12
17
290
250
276
220
50
52
72
12
56
40
15
54
73
44
62
27
105
Appendix D
Near Miss Database
'Near
Miss'
Yes
No
No
No
No
Yes
No
No
No
Yes
Yes
Yes
Consec.
No.
10
11
12
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
24/12/98
09/09/98
10/06/98
02/04/98
23/03/98
24/11/97
30/10/97
06/08/97
16/06/97
03/06/97
06/03/97
17/06/96
Information
Date
Source
(dd/mm/yr)
22:48
04:30
23:30
08:40
23:57
16:36
07:57
14:40
07:15
20:05
19:40
12:15
Time
1998
1998
1998
1998
1998
1997
1997
1997
1997
1997
1997
1996
Year
December
September
June
April
March
November
October
August
June
June
March
June
Month
106
Northern
Northern
Southern
Central
Northern
Central
Southern
Southern
Location
Tanker
Floating
Production, Storage
& Offloading
Floating Storage
Tanker
Fishing
Semi-Submersible
Drilling
Fixed Steel
Fishing
Stand By
Fixed Steel
Fixed Steel
Supply
Supply
Semi-Submersible
Accommodation
Fixed Steel
Anchor
Handler
Fixed Steel
3.0
8.0
3.0
Sea
Condition
Tanker
Stand By
Semi-Submersible
Drilling
Fixed Steel
Cargo
Semi-Submersible
Drilling
Installation Type Vessel Type
12
11
10
Consec.
No.
Primary Cause
Other Source
Confirms
107
Cargo vessel lost power and was drifting towards the rig. Drilling operations suspended and down manning took place. Local vessels
Total Power Loss
gave assistance to get a tow line attached and pull the vessel clear of the rig.
Vessel reported engine failure while positioned up wind of drilling rig. Relative bearing observation indicated vessel would drift past
Appendix E
close but not collide with rig. Monitoring continued. Stand by vessel proceeded with attempts to place tow line onto vessel. Tow
Engine Failure
(see Consec.
was secured and CPA was increased to in excess of 100 yards. Tug arrived on scene and secured tow line on vessel. Tow line had
No. 18)
parting shortly after being secured. Vessel later recovered power.
Tanker was passing installation on SW corner. Closest point to installation was 1.5 nautical miles. Tanker lost all engine power when
due west of installation and started to drift directly towards it. 10 minutes after power had been lost engine power was regained.
Engine Failure
Tanker's closest point to installation during this power loss was 1.08 nautical miles.
Whilst preparing for rig move of jack up drilling rig - anchor handling vessel suffered total loss of power. Vessel started drifting and
Total Power Loss
narrowly missed colliding with platform.
Supply vessel was in a position at the stern of the rig with a potable water hose connected transferring potable water and off-loading
containerised deck cargo. Vessel was positioned on a northerly heading and in attempting to reposition encountered manoeuvring
Manoeuvring
difficulties and made contact with rig's No. 5 anchor wire on port aft side. Rig was de-ballasted to transit draught for wire inspection. Misjudgement
Some strand damage was evident on No. 5 anchor wire.
Shuttle tanker secured to FPSO and GPS signals were poor and both DARPS and DGPS were deselected from DP console. Shuttle
maintained position using Artemis only but this failed for a short period and DP system reverted to 'model control'. Due to software
D.P. Control
problem this caused shuttle tanker to manoeuvre astern causing mooring hawser to be tensioned. The off-position alarm sounded and
Failure
control of shuttle established by using DGPS absolute system. This caused shuttle to manoeuvre ahead and stabilise in normal
offloading position.
During crane operations with the supply vessel a 1 tonne container was knocked over on the vessel deck due to sudden vessel
Manoeuvring
movement. During operations to regain control the vessel then moved close to the riser access tower. Wind speed - 27 knots.
Misjudgement
Direction - 144 degrees. Wave height - 3 metres. Visibility - fine and clear.
Engine failure of one engine on stand by vessel. Weather conditions 7-8 metres seas 45 knot winds. Vessel unable to carry out stand
Engine Failure
by duties and had to hold station.
Post/Operation
Beam trawler entered 500 metres safety zone while fishing.
Neglected
Vessel 6 nautical miles away. Coastguard alerted. Helicopter available for precautionary downmanning. Supply vessel in field
prepared to take undertow.
Standby vessel contacted installation control room and informed them that a trawler had no engine power and was drifting toward
installation and current position was 2 miles from north east side of installation. Wind 145 degrees, 25/30 knots, 2/3 metre seas,
visibility poor in mist, down to 200 metres in places, cloud cover 8 oktas. Another fishing vessel was on location but unable to offer
any assistance. Installation OIM was called out and platform emergency procedures for collision activated. Stand by vessel launched
Engine Failure
it's FRC and the crew transferred a handline from accompanying vessel to the drifting vessel so that a 3" wire tow line could be
connected between the vessels. Accompanying vessel took up slack on wire tow rope and vessel was towed past on installation's
north face at 750 metres,
Incident occurred during normal crude oil export transfer operations between the FSU and shuttle tanker. Shuttle tanker suffered
Thruster Control
loss of propeller pitch control, the propeller failing to zero pitch with the resultant loss of thrust. Shuttle tanker later re-established
Failure
pitch control and initiated a pump shutdown by breaking the telemetry link.
Operating Circumstances
'Near
Miss'
No
No
Yes
Yes
No
No
Yes
No
Yes
Consec.
No.
13
14
15
16
17
18
19
20
21
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
HSE
26/10/99
17/09/99
02/09/99
27/08/99
18/08/99
25/06/99
16/05/99
29/04/99
03/01/99
Information
Date
Source
(dd/mm/yr)
14:00
21:20
01:50
03:30
19:14
20:32
06:40
05:30
15:58
Time
1999
1999
1999
1999
1999
1999
1999
1999
1999
Year
October
September
September
August
August
June
May
April
January
Month
Jack-Up
Morecambe
Bay
108
Tanker
Floating
Production, Storage
& Offloading
West of
Shetlands
Fishing
Diver Support
Supply
Supply
Tanker
Diver Support
Stand By
Fixed Steel
Fixed Steel
Floating Production
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Southern
Southern
Central
Central
Southern
Central
Northern
Location
2.6
Sea
Condition
Total Power Loss
Installation's standby vessel was observed from the platform not displaying any navigational lights. The platform was advised that the
standby vessel had lost all power and was drifting towards the platform. The OIM initiated emergency procedures onboard the
platform and notified HM Coastguard. A nearby installation's standby vessel transferred to the scene and attended the drifting vessel.
Vessel drifted north of the installation and later reported that all power and main engines had been restored. Drifting vessel reported
that the loss of power was due to a generator tripping causing all load to be transferred to another generator which then shutdown
due to overload causing total loss of electrical and consequential loss of main engines.
Whilst moving the vessel from the southern side to the eastern side of the platform there was a failure of the ship's starboard 'taut
wire boom' causing the vessel to swing starboard. At the time the vessel was engaged in ROV work at platform.
13
14
Power Failure
Post/Operation
Neglected
After an oil export the shuttle tanker and FPSO assumed fixed headings close to their weather vaning headings and began
disconnection operation. During disconnection the ESD2 automatic disconnect facility was inhibited while crew reconnected
messenger lines and paid these out. During recovery of oil export hose FPSO experienced reduction in electrical power availability;
thrusters automatically tripped and power to oil export hose reel reduced increasing time taken to recover hose. Whilst hawser and
messengers were being recovered, FPSO heading changed rapidly: 55 degrees in about 2 minutes. Shuttle tanker Master took manual
control of tanker and manoeuvred it, using minimum power, to safe position ending disconnect operation with ship stopped 10 - 30
metres away from FPSO at 90 degrees difference in heading. Wind SE, force 3-4. Slight/mod sea state. Sea/swell Ht sig 2.6 metres,
max 4.6 metres, period 8 secs. Swell predom westerly.
Fishing boat infringed the installation's safety zone when it came as close as 40 metres from the SW corner of the installation.
Installation was evacuated but the vessel could not be raised on the radio by the standby vessel.
20
21
109
Post/Operation
Neglected
Having failed to make contact with an approaching vessel, the standby vessel launched the their fast rescue boat. The FRC came
alongside the approaching vessel.
19
Engine Control
Failure
Post/Operation
Neglected
Post/Operation
Neglected
Post/Operation
Neglected
18
17
16
15
Oil tanker was on a collision course with installation. All radio calls went unheeded and 10 persons evacuated from the installation.
When the tanker changed course distance from installation was half a mile.
Standby vessel reported that a supply vessel was heading towards the platform on a possible collision course and they had been unable
to contact the vessel. Platform GPA and muster initiated and emergency response plan implemented. Contact was established approx
20 minutes before the closest point of approach and the vessel altered course.
Supply vessel was working cargo at an installation when an alarm sounded on the bridge. Control of the vessel's port main engine
(PME) was lost and vessel's Master took manual control of the vessel and communicated with the Chief Engineer. A further alarm on
the joystick desk indicating a thruster failure and the Master made the decision to pull clear of the installation. The platform deck
crew was warned by the vessel to stand clear of the potable water hose that subsequently parted. The vessel cleared the installation to
outside the 500 metres zone to effect repairs.
ROV support vessel was using platform as way mark on auto pilot. Auto pilot not switched off until vessel 10 to 60 metres from
installation.
D.P. Control
Failure
Primary Cause
Consec.
No.
Appendix E
(see Consec.
No. 45)
Other Source
Confirms
'Near
Miss'
No
Yes
Yes
No
Yes
Yes
Yes
Consec.
No.
22
23
24
25
26
27
28
HSE
HSE
HSE
HSE
HSE
HSE
HSE
15/10/01
15/07/01
05/09/00
23/06/00
09/01/00
04/01/00
28/11/99
Information
Date
Source
(dd/mm/yr)
08:50
11:55
10:45
10:05
22:00
15:00
17:52
Time
2001
2001
2000
2000
2000
2000
1999
Year
October
July
September
June
January
January
November
Month
110
Southern
Central
Southern
Southern
Northern
Location
Fishing
Semi-Submersible
Drilling
Barge
Research
Barge
Tanker
Fixed Steel
Fixed Steel
Fixed Steel
Fixed Steel
Floating
Production, Storage
& Offloading
Sea
Condition
28
27
26
25
24
23
22
Consec.
No.
111
Shuttle tanker was making its approach in preparation for cargo offloading. At a distance of approximately 200 metres shuttle tanker
experienced failure of main propellor pitch control. This initiated a sequence of events which resulted in a 100% ahead pitch demand
from the DP system. The vessel started to move ahead and manual control was selected. The vessel was steered to starboard and
arrested 120 metres from the FPSO's stern at approximately 90 degrees.
A large object was sighted on a potential collision course with platform. Investigation found object to be an RAF target pontoon
19m x 4m x 2.5m (20 tonnes). Pontoon taken in tow by standby vessel until salvage vessel took control.
Drilling rig was moving from the NW bell location to the standoff location. When it became free at the NW bell location, it
unexpectedly moved towards the wellhead. The footprint of the jack-up port leg overlapped the footprint of the protection frame
on the wellhead. Well and pipeline were shut in and depressurised.
Research vessel suffered a loss of steering whilst inside the platform 500 metres zone. The vessel pulled away under reverse power
and using remote steering. Closest approach to the platform was 150 metres.
An 800 feet dumb barge being towed by two tugs came into contact with the dive station and detached it from its moorings while a
diver was operating inside cell 1 attached to the dive station by an umbilical line.The diver was not injured but was immediately
removed from the water and diving operations suspended.
Flotel was at the stand off position and was also retrieving two of the last four anchors. An unexpected squall came through the area
from a direction of 200 degrees causing the flotel to pivot in a direction towards the installaiton. With the backup resources at hand,
e.g. the vessel's propulsion and the four anchor handling vessels, the flotel was brought back under full control in a timely manner.
The air gap between the floteland the installation was reduced. During this situation the installation's OIM was informed and they
decided to go into alert and shutdown their platform.
Standby vessel reported unidentified vessel approaching the rig, speed 6-8 knots, CPA 0.2 nautical miles. Weather was thick fog with
south easterly x 30 knot wind. Rig was moored to 8 anchors and drilling 12 1/4" hole with water based mud. Unidentified vessel
had passed within 0.5 nautical miles of nearby installation and her standby vessel had been unable to raise vessel on VHF or see it for
identification. Standby vessel tried unsuccessfully to contact on VHF. Drilling operations were suspended and anchor winches all
clutched out in preparation to move off location. Aberdeen Coastguard informed that appraoching vessel was 1.8 nautical miles from
the rig CPA 0.12 nautical miles. OIM instructed standby vessel to fire flares across appraoching vessel's bow to warn vessel. Abandon
rig alarm sounded. Muster at aft boats. Men positioned port fwd. column with flares. Radio contact established and all hands stood
down.
Post/Operation
Neglected
Weather
Conditions
Steering Failure
Post/Operation
Neglected
D.P. Computer
Failure
Primary Cause
Appendix F
(see Consec.
No. 198)
Other Source
Confirms
112
Appendix E
Safety Zone Infringement List
Date
29/12/95
16/01/96
08/02/96
21/03/96
31/03/96
13/04/96
25/04/96
30/04/96
27/05/96
04/08/96
27/08/96
23/09/96
25/09/96
20/11/96
21/11/96
20/12/96
26/12/96
06/03/97
10/03/97
25/03/97
30/04/97
08/05/97
Consec.
No.
10
11
12
13
14
15
16
17
18
19
20
21
22
1655
1000
2050
0615
1949
1005
0930
1615
1025
0706
1100
2144
1425
1630
1725
2055
1900
1501
0845
0000
2320
0817
Time
13
13
20
25
39
10
15-18
8-10
30
15
25
12
16
Lt Airs
26
10-15
15
15
14-16
12
270
213
240
190
186
170
120
320
000
168
180
195
330
Variable
253
090
315
090
065
180
230
1.0
0.5
2.0
3-4
3.5
1.0
2.0
1.0
3-4
1.0
1.0
<1
1.7-2.5
1.0
2.5-3
1.0
1.5
3.0
1.5-2
1.5
0.9
Wind
Wind
Sea
Speed Direction Height
Moderate
Calm
Moderate
Moderate
Moderate
Calm
Moderate
Moderate
Moderate
Moderate
Calm
Calm
Moderate
Calm
Moderate
Slight
Moderate
Moderate
Moderate
Calm
Calm
Sea
Condition
0.9
0.3
1.4
2.0
0.5
0.5
0.3
0.2
1.1
1.1
1.5
1.7
1.5
0.4
273
000
097
010
167
190
285
147
139
337
153
161
164
227
Tide
Tide
Rate Direction
113
Cloudy/Fine/Clear
Fine/Clear
Cloudy
Cloudy/Drizzle
Partly Cloudy
Partly Cloudy
Partly Cloudy/Clear
Clear
Overcast/Snow Showers
Clear/Moderate
Clear
Fine
Partly Cloudy
Overcast/Hazy
Clear
Clear
Overcast/Drizzle
Overcast
Rain/Mist Patches
Partly Cloudy
Weather
12
>10
12
5-6
10
>10
8-10
10
10
>12
>20
3-4
6-8
0.5
3-4
2-3
>10
Visibility
06:00
Daylight
Full Daylight
18:52
06:00
07:22
16:00
17:08
Nautical
Twilight
Stationary
290
184
Stationary
020
Stationary
150
020
012
145
Stationary
Stationary
135
170
135
Stationary
325
330
Stationary
335
160
120
Vessel
Course
0.0
11.0
8.5
0.0
2.0
0.0
8.0
3.0
3.0
11.0
0.0
0.0
6.0
8.0
0.0
10.0
0.5
0.0
11.0
2.3
740m
450m
600m
100m
100m
250m
475m
450m
400m
300m
40m
185m
370m
410m
370m
50m
390m
Radar
Radar
Radar
Visual
Visual
Visual
Visual
Radar
Radar
Radar
Radar
Radar
Radar
Radar
Visual
Radar
Radar
Radar
Radar
Radar
Visual
Radar
Sail
Training
Fishing
General
Cargo
Fishing
Stand By
Derrick
Barge
Fishing
Fishing
Fishing
Fishing
Fishing
Fishing
Fishing
Fishing
Fishing
Fishing
General
Cargo
Fishing
Fishing
Fishing
Fishing
Fishing
Vessel
How
Intruder
CPA
Speed
Measured Type
Date
14/06/97
26/07/97
25/08/97
05/09/97
11/09/97
21/10/97
23/10/97
23/10/97
23/11/97
17/03/98
24/03/98
04/04/98
19/06/98
23/08/98
11/12/98
25/01/99
18/02/99
18/02/99
17/05/99
19/06/99
16/07/99
06/08/99
Consec.
No.
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
0915
0440
0930
1900
1605
1550
2215
1415
1320
0230
0725
1915
0800
0010
1327
1202
0838
1337
1150
1406
0625
0630
Time
11
15
10
12-15
12-15
40
18
22
16
15-20
18
7-10
15
15
15-20
20
20
14
Lt Airs
035
230
250
110
270
270
250
168
010
270
120
240
248
113
300
010
068
270
235
270
200
Variable
1.5
1.0
1.5
1.0
1.5
1.5
4.0
2.0
2.5
3.5
1-1.5
4.5-5
2.0
1.0
1.5
1.5
2.0
3.0
1.5
0.1
1.5
2.3
Wind
Wind
Sea
Calm
Moderate
Slight
Calm
Moderate
Moderate
Rough
Good
Good
Moderate
Moderate
Moderate
Low
Moderate
Calm
Moderate
Moderate
Confused
Moderate
Slight
Slight
Calm
Sea
Condition
0.6
0.0
0.7
1.5
1.5
0.5
0.1
0.3
0.3
1.1
1.0
0.4
0.8
1.5
1.0
1.3
0.2
0.2
1.2
1.0
310
000
000
182
182
308
027
190
052
273
160
002
128
146
127
329
052
040
096
270
Tide
Tide
Rate Direction
114
Scattered Clouds
Cloudy/Overcast/Dull
Fine/Clear
Fine/Clear
Cloud
Cloud
Cloudy
Overcast/Rain Showers
Rain Showers
Clear
Rain/Drizzle
Overcast/Fine
Light Cloud/Clear
Clear
Partly Cloudy
Cloudy
Scattered Cloud
Cloudy
Cloudy
Cloudy/Fine/Clear
Cloudy/Fine
Mist/Fog Patches
Weather
10
10
>10
10
>10
>10
10-12
>10
10
>10
10
>10
>10
>10
>12
0.6-0.8
Visibility
08:50
18:07
18:07
14:50
04:03
19:15
04:43
16:30
18:15
18:02
17:30
04:32
02:29
Nautical
Twilight
306
115
Stationary
070
255
255
090
Stationary
Stationary
090
008
270
Stationary
Various
125
122
150
009
245
Stationary
000
Various
Vessel
Course
10.0
6.5
0.0
9.5
13.6
13.6
10.0
0.0
0.0
0.8
9.0
0.0
5.0
11.4
10.0
3.5
1.0
0.0
1.0
400m
400m
200m
370m
435m
30m
350m
320m
100m
310m
277m
100m
425m
30m
500m
170m
Various 500m
Radar
Radar
Visual
Radar
Radar
Radar
Radar
Radar
Radar
Radar
Radar
Radar
Radar
Radar
Radar
Radar
Visual
Radar
Visual
Radar
Radar
Diver
Support
Fishing
Fishing
General
Cargo
General
Cargo
Supply
Fishing
Fishing
Fishing
Fishing
Fishing
Fishing
Fishing
Fishing
Fishing
Fishing
Fishing
Fishing
Fishing
Fishing
Fishing
Vessel
How
Intruder
CPA
Speed
Measured Type
Date
02/09/99
06/09/99
13/09/99
05/10/99
06/10/99
18/10/99
27/10/99
13/11/99
29/01/00
04/02/00
24/02/00
Consec.
No.
45
46
47
48
49
50
51
52
53
54
55
0625
0530
1637
1210
2313
0730
1343
1815
1951
2017
0150
Time
24
55-60
13
28-30
10
10
12
Lt Airs
283
248
270
200
060
200
340
Variable
Variable
240
2.1
4-5
10.0
0.5
2.5
1.5
1.0
2.0
1.0
Slight
0.5
Wind
Wind
Sea
Moderate
Mountainous
Moderate
Rough
Slight
Calm
Slight
Calm
Slight
Sea
Condition
0.2
1.0
1.9
0.2
0.5
0.2
0.7
1.1
1.9
150
171
000
250
040
116
000
352
000
Tide
Tide
Rate Direction
115
Partly Cloudy
Drizzle
Overcast/Showers
Cloudy
Clear
Partly Cloudy
Cloud
Few Clouds/Dry/Clear
Cloudy/Fine/Clear
Poor Visibility
Clear
Weather
12
2-3
1.5
6-8
10
>12
20
10
4-5
Visibility
06:30
17:53
17:28
18:13
19:00
04:37
05:28
Nautical
Twilight
Stationary
135
350
100
150
Stationary
036
236
065
Vessel
Course
0.0
4.0
10.7
4.5
5.0
0.0
8.2
9.0
9.2
400m
460m
300m
450m
481m
182m
211m
185m
50m
Visual
Radar
Radar
Radar
Radar
Radar
Radar
Radar
Radar
Visual
Diver
Support
Tanker
Fishing
Bulk
Carrier
Fishing
Fishing
Fishing
Fishing
Fishing
Fishing
Vessel
How
Intruder
CPA
Speed
Measured Type
116
Appendix F
ERRVA Warning Off Reports
13/05/01
16/05/01
27/05/01
27/05/01
28/05/01
28/05/01
29/05/01
29/05/01
29/05/01
01/06/01
02/06/01
02/06/01
10
11
12
13
14
15
16
17
08/06/01
09/06/01
10/06/01
26
27
28
29
14/06/01
06/06/01
25
32
06/06/01
24
11/06/01
05/06/01
23
12/06/01
05/06/01
22
31
05/06/01
21
30
04/06/01
04/06/01
20
02/06/01
23/04/01
02/06/01
22/04/01
19
11:30
21/04/01
18
10:00
20/04/01
18:35
08:15
04:15
17:00
19:05
15:15
18:30
00:50
23:00
18:15
16:30
06:00
13:15
13:00
09:30
07:45
16:00
22:30
12:20
08:00
21:45
04:00
08:30
15:00
22:00
20:00
22:00
16:25
09:15
17/04/01
15
20
10
14
12
20
24
35
30
30
35
22
17
20
27
15
20
10
10
10
10
10
22
30
15
999
999
225
999
999
315
999
270
230
202
999
270
270
338
340
338
315
225
280
315
247
202
225
225
200
270
022
112
157
180
000
292
0.5
0.25
0.5
0.5
4.5
1.5
3.5
0.5
0.5
1.5
0.5
000
225
315
270
270
230
270
270
270
340
000
315
225
280
270
225
202
225
000
200
338
000
112
157
180
000
292
0.25
0.5
1.5
4.5
2.5
1.5
0.5
0.5
0.5
1.5
1.5
2.5
315
000
225
315
315
315
270
270
270
270
248
340
338
315
225
280
225
202
225
000
200
315
000
158
157
180
000
292
Wind
Time of
Sea Wave
Swell
Wind
Sea
Swell
Speed
First
Height
Height
Direction
Direction
Direction
Detection (knots)
(m)
(m)
Date
Consec.
No.
Fishing
Fishing
Tug
General cargo
General cargo
General cargo
Fishing
General cargo
General cargo
Unknown
Fishing
General cargo
Fishing
Stand By
Fishing
General cargo
Fishing
Offshore supply
Fishing
General cargo
General cargo
Fishing
Fishing
General cargo
Specialised carrier
Unknown
General cargo
Fishing
Fishing
Fishing
Fishing
General cargo
Intruder Type
Fraserburgh
Peterhead
Tartan A
Talin
Poland
Pentland Firth
Denmark
Fishing Grounds
Aberdeen
Fraserburgh
Londonderry
Faroes
Frigg Field
Claymore
Aberdeen
Claymore
Fishing Grounds
Denmark
Ireland
Unknown
Fishing Grounds
Fishing Grounds
Fishing Grounds
Bremerhaven
Aalborg
Intruder
Destination
117
270
090
090
344
280
First
First Detection
Detection
Range (miles)
Bearing
Northern
Northern
Northern
Northern
Northern
Northern
Northern
Northern
Northern
Northern
Northern
Northern
Northern
Northern
Northern
Northern
Northern
Northern
Northern
Northern
Northern
Northern
Northern
Northern
Northern
Northern
Northern
Northern
Northern
Northern
Northern
Northern
Sector
217
219
288
100
110
099
221
276
088
271
037
272
054
210
240
288
318
037
010
220
088
047
038
095
106
273
271
340
340
164
110
109
Estimated
Course
8.5
5.2
11.3
12.4
12
9.4
10
8.6
10
10.2
8.9
10.4
7.5
5.5
12.8
8.3
8.5
13
13
10.4
10.7
2.2
2.2
7.4
13.4
14.3
0.5
0.5
0.2
0.25
0.2
0.5
0.2
0.5
0.1
0.25
0.2
0.2
0.4
0.1
0.3
0.5
0.5
0.5
0.3
0.8
0.5
0.2
0.48
0.5
0.1
1.5
0.5
10.2
10
12
11
7.5
CPA to
Estimated
Range
Installation
Speed
(miles)
(miles)
(knots)
Remarks
10/07/01
11/07/01
12/07/01
13/07/01
13/07/01
15/07/01
15/07/01
16/07/01
16/07/01
19/07/01
57
58
59
60
61
62
63
64
08/07/01
51
56
08/07/01
50
55
06/07/01
49
10/07/01
06/07/01
48
54
05/07/01
47
08/07/01
05/07/01
09/07/01
04/07/01
45
46
53
12:00
03/07/01
44
52
19:30
03/07/01
43
06:00
19:35
13:15
07:00
07:00
00:07
09:00
23:00
22:25
20:35
10:30
09:00
07:05
01:20
08:10
00:00
13:15
10:45
10:30
03/07/01
03/07/01
42
05:00
01:00
02:30
16:30
12:45
19:30
06:00
01:00
27
10
10
18
18
12
20
20
10
15
10
16
25
15
10
10
18
15
10
14
10
10
16
15
37
30
24
10
000
112
112
999
304
338
247
315
202
135
180
203
045
236
011
090
202
090
180
304
135
999
999
315
203
124
270
169
338
000
3.5
0.5
1.5
2.5
1.5
1.5
1.5
1.5
1.5
1.5
0.5
1.5
0.5
1.5
1.5
0.5
000
112
112
270
338
247
999
202
135
180
180
236
135
090
304
135
270
124
270
169
338
000
0.5
2.5
2.5
1.5
0.5
0.5
0.5
000
022
338
180
202
135
180
236
135
180
090
304
270
270
169
000
000
Wind
Time of
Sea Wave
Swell
Wind
Sea
Swell
Speed
First
Height
Height
Direction
Direction
Direction
Detection (knots)
(m)
(m)
41
02/07/01
40
37
30/06/01
26/06/01
36
01/07/01
20/06/01
35
38
19/06/01
34
39
16/06/01
18/06/01
33
Date
Consec.
No.
Fishing
Container
Fishing
Fishing
Yacht
Fishing
General cargo
Fishing
Sail Training
Yacht
Fishing
Fishing
Fishing
Tanker
General cargo
General cargo
Fishing
Yacht
General cargo
Fishing
Fishing
Yacht
General cargo
Offshore supply
Fishing
Fishing
Fishing
Fishing
Fishing
Yacht
Fishing
General cargo
Intruder Type
Fishing Grounds
Fishing Grounds
Hull
Fishing Grounds
Norway
Stavanger
Grimsby
Fishing Grounds
Fishing Grounds
Newcastle
Fishing Grounds
Floro
Lerwick
Fishing Grounds
Fishing Grounds
Fishing Grounds
Fishing Grounds
Fishing Grounds
Fishing Grounds
Fishing Grounds
Liverpool
Intruder
Destination
118
2.9
3.5
5.7
3.5
097
235
045
135
185
270
270
135
090
156
000
025
255
280
270
First
First Detection
Detection
Range (miles)
Bearing
Northern
Southern
Northern
Northern
Southern
Northern
Southern
Northern
Unknown
Northern
Southern
Southern
Northern
Liverpool Bay
Northern
Northern
Northern
Northern
Northern
Unknown
Northern
Unknown
Southern
Liverpool Bay
Northern
Northern
Northern
Southern
Northern
Northern
Northern
Northern
Sector
190
055
301
225
315
190
242
100
355
077
247
305
321
095
200
000
045
270
357
180
205
309
270
075
100
090
303
045
217
032
275
Estimated
Course
3.4
15
10
2.4
8.5
10
7.2
3.5
9.6
12
3.6
6.5
12.6
15
3.5
5.8
7.2
9.1
11
1.2
0.2
0.2
0.25
0.3
0.2
0.5
0.4
0.5
0.25
0.6
0.7
0.3
0.72
1.5
0.15
0.3
0.2
0.3
3.5
12.55
5.2
2.5
5.7
3.5
10
CPA to
Estimated
Range
Installation
Speed
(miles)
(miles)
(knots)
Remarks
30/07/01
31/07/01
31/07/01
31/07/01
31/07/01
01/08/01
02/08/01
03/08/01
04/08/01
04/08/01
06/08/01
07/08/01
07/08/01
07/08/01
80
81
82
83
84
85
86
87
88
89
90
91
92
93
08/08/01
30/07/01
79
96
29/07/01
78
08/08/01
28/07/01
77
08/08/01
27/07/01
76
95
26/07/01
75
94
26/07/01
26/07/01
74
26/07/01
72
73
24/07/01
24/07/01
69
25/07/01
20/07/01
68
71
19/07/01
67
70
19/07/01
19/07/01
65
Date
66
Consec.
No.
13:20
08:10
06:45
23:20
22:45
22:15
00:01
00:25
02:30
19:30
10:15
05:30
04:50
00:10
11:15
00:35
12:15
17:20
17:30
19:20
18:30
17:30
10:06
18:00
00:15
11:50
15:00
08:40
06:00
27
26
25
15
20
10
15
15
16
20
12
14
14
22
30
12
10
13
22
15
27
270
045
247
045
090
247
236
270
270
000
180
202
315
247
247
270
236
247
225
135
022
999
999
202
225
135
000
315
326
000
3.5
2.5
2.5
0.2
3.5
1.5
2.5
1.5
1.5
1.5
0.5
0.5
0.5
0.5
0.5
3.5
236
045
247
135
247
270
315
180
202
304
270
270
270
236
225
225
135
202
225
135
000
315
326
000
1.5
0.5
0.5
0.5
0.5
0.5
0.5
236
045
247
247
270
000
180
270
270
270
225
225
315
202
225
135
000
315
326
000
Wind
Time of
Sea Wave
Swell
Wind
Sea
Swell
Speed
First
Height
Height
Direction
Direction
Direction
Detection (knots)
(m)
(m)
Offshore supply
Fishing
Yacht
Fishing
Fishing
Fishing
Fishing
Offshore supply
Fishing
Fishing
Yacht
General cargo
Fishing
Fishing
Fishing
Fishing
Fishing
Fishing
General cargo
General cargo
Fishing
Fishing
Fishing
Fishing
Fishing
Fishing
Yacht
General cargo
Fishing
Yacht
General cargo
Fishing
Intruder Type
Ijmuiden
Fishing Grounds
Fishing Grounds
Nelson Field
Fishing Grounds
Grimsby
West Sole
Buologne
Fishing Grounds
Hull
Blyth
Fishing Grounds
Fishing Grounds
UK
Pleasure
Fishing Grounds
Intruder
Destination
119
6.5
10
260
320
003
330
136
045
040
135
First
First Detection
Detection
Range (miles)
Bearing
Southern
Northern
Northern
Northern
Northern
Southern
Northern
Northern
Northern
Southern
Southern
Southern
Northern
Northern
Northern
Northern
Northern
Northern
Southern
Southern
Northern
Southern
Unknown
Unknown
Southern
Northern
Unknown
Southern
Southern
Unknown
Southern
Northern
Sector
124
220
030
180
300
304
160
326
075
244
086
140
179
032
040
109
150
035
270
316
195
130
225
220
260
040
132
078
315
146
025
Estimated
Course
9.4
2.2
2.2
2.5
12.4
13.9
10.3
8.8
13.4
2.4
3.4
10
14.2
8.3
6.3
8.5
9.4
7.7
8.9
11.2
3.2
0.7
0.1
0.25
0.28
0.9
1.2
0.75
0.15
0.2
0.8
0.5
0.5
0.5
0.6
0.4
0.25
0.2
0.3
0.2
0.1
0.4
0.2
0.25
0.36
0.6
1.3
4.8
12
5.2
10.2
1.5
6.5
6.5
6.9
12
10
11.6
3.5
CPA to
Estimated
Range
Installation
Speed
(miles)
(miles)
(knots)
No reply to VHF.
Remarks
23/08/01
23/08/01
128
19/08/01
118
23/08/01
19/08/01
117
127
19/08/01
116
126
19/08/01
115
22/08/01
18/08/01
114
22/08/01
18/08/01
113
125
18/08/01
112
124
18/08/01
111
22/08/01
17/08/01
110
123
17/08/01
109
21/08/01
16/08/01
108
21/08/01
16/08/01
107
122
15/08/01
121
13/08/01
105
106
20/08/01
11/08/01
104
21/08/01
11/08/01
103
119
11/08/01
102
120
09/08/01
09/08/01
99
11/08/01
09/08/01
98
101
09/08/01
97
100
Date
Consec.
No.
11:50
08:30
05:20
19:10
08:15
07:50
17:20
22:30
23:59
19:30
11:22
09:35
18:00
13:15
11:00
03:10
19:55
02:45
08:10
07:06
20:10
00:35
00:15
06:30
02:30
01:07
12
12
20
10
15
15
20
30
15
14
15
12
20
10
18
10
10
10
10
15
15
12
15
146
135
135
135
214
999
180
146
135
214
090
225
135
112
112
214
214
202
225
214
202
999
180
225
225
999
202
202
326
326
338
292
0.5
1.5
0.5
1.5
1.5
0.5
1.5
0.5
2.5
146
135
180
214
214
180
999
135
214
090
180
135
112
112
214
214
202
225
214
225
135
180
225
270
000
202
202
326
326
338
292
0.5
0.5
0.5
0.5
0.5
0.5
1.5
1.5
0.5
1.5
0.5
1.5
1.5
1.5
1.5
1.5
1.5
146
135
180
135
214
214
180
135
135
214
090
180
135
112
112
214
214
202
225
214
225
090
270
202
202
326
326
338
292
Wind
Time of
Sea Wave
Swell
Wind
Sea
Swell
Speed
First
Height
Height
Direction
Direction
Direction
Detection (knots)
(m)
(m)
General cargo
General cargo
General cargo
General cargo
Tanker
Yacht
Fishing
Fishing
Research
Passenger
General cargo
General cargo
General cargo
Ro-Ro other cargo
General cargo
Fishing
Fishery Protection
Tanker
Fishing
Fishing
Fishing
Fishing
Fishing
Fishing
Yacht
Fishing
Yacht
General cargo
Fishing
Sail Training
General cargo
Fishing
Intruder Type
Humber
Howden Dyke
Humber Anchorage
Dover
Fishing Grounds
Fishing Grounds
Humber
Immingham
Norway
Awaiting Orders
Fishing Grounds
Tetney
Fishing Grounds
Fishing Grounds
Fraserburgh
Mantsholm
Fishing Grounds
Hull
Fishing Grounds
Hull
Immingham
Fishing Grounds
Intruder
Destination
120
3.2
250
225
045
300
141
First
First Detection
Detection
Range (miles)
Bearing
Northern
Southern
Northern
Southern
Southern
Southern
Southern
Southern
Southern
Southern
Southern
Southern
Southern
Northern
Southern
Northern
Northern
Northern
Southern
Southern
Unknown
Northern
Northern
Northern
Northern
Northern
Southern
Southern
Southern
Southern
Southern
Southern
Sector
108
274
075
255
251
130
254
010
357
258
268
265
254
057
145
190
181
186
014
300
999
345
210
118
155
350
272
325
284
229
240
071
Estimated
Course
10
10
12.5
11.5
12.2
5.3
13.5
4.3
8.5
7.5
13
15
8.5
2.5
10
11.5
11
7.7
999
12.6
10.3
2.5
8.5
4.4
11.8
7.1
2.4
14.5
7.6
1.25
0.45
0.5
0.25
0.4
0.2
0.25
0.4
0.77
0.99
0.25
0.99
0.5
0.27
0.3
0.5
0.5
0.25
0.5
0.25
0.5
0.4
0.4
0.4
1.29
0.49
0.7
6.5
16
12
4.64
8.5
6.8
11.4
8.2
10
11.5
10
10
CPA to
Estimated
Range
Installation
Speed
(miles)
(miles)
(knots)
Fog - VHF contact on 6th attempt.
Fog.
No reply to VHF.
Remarks
07/09/01
07/09/01
08/09/01
11/09/01
140
141
142
143
26/09/01
26/09/01
27/09/01
27/09/01
30/09/01
158
159
160
25/09/01
155
157
25/09/01
154
156
24/09/01
153
150
22/09/01
20/09/01
149
23/09/01
20/09/01
148
152
20/09/01
147
151
14/09/01
16/09/01
146
12/09/01
05/09/01
139
14/09/01
02/09/01
138
145
01/09/01
137
144
01/09/01
29/08/01
133
136
28/08/01
132
29/08/01
28/08/01
131
30/08/01
27/08/01
130
135
24/08/01
129
134
Date
Consec.
No.
04:15
01:00
00:05
14:30
08:15
10:30
09:30
09:50
09:10
10:00
22:30
20:15
00:35
06:20
10:28
08:20
11:15
20:00
21:30
19:45
08:30
09:45
22:00
08:00
12:00
21:15
20:00
06:30
09:00
01:00
15
10
10
18
10
10
15
13
15
10
10
18
30
12
18
17
20
34
23
36
12
17
20
16
15
20
16
202
157
157
090
090
135
135
045
000
000
000
000
135
315
326
326
180
292
338
338
270
338
270
202
338
999
146
247
304
315
180
1.5
1.5
1.5
1.5
1.5
0.5
2.5
2.5
2.5
1.5
1.5
202
090
090
135
135
000
000
000
000
000
135
315
326
326
180
292
338
338
270
315
270
202
338
146
315
304
315
180
0.5
1.5
2.5
2.5
2.5
2.5
2.5
0.3
0.5
202
090
135
135
000
000
000
135
315
326
326
180
292
338
338
270
202
338
214
146
304
315
180
Wind
Time of
Sea Wave
Swell
Wind
Sea
Swell
Speed
First
Height
Height
Direction
Direction
Direction
Detection (knots)
(m)
(m)
Fishing
Fishing
General cargo
Offshore supply
Bulk carrier
Container
General cargo
General cargo
General cargo
Fishing
General cargo
Tug
General cargo
Bulk carrier
Offshore supply
Fishing
General cargo
Fishing
Offshore supply
Fishing
General cargo
General cargo
Fishing
Fishing
Fishing
General cargo
General cargo
General cargo
General cargo
Offshore supply
Yacht
General cargo
Intruder Type
Grimsby
Fishing Grounds
Bergen
Malborg
Aalborg
Gdansk
Liverpool
Warren Point
Belfast
P. B. Loyd Jr.
P. B. Loyd Jr.
Bilbao
Continent
Fishing Grounds
Fishing Grounds
Denmark
Antwerp
Bremen
Immingham
Dushovik
Holland
Intruder
Destination
121
10
315
270
270
090
090
276
000
080
First
First Detection
Detection
Range (miles)
Bearing
Southern
Northern
Northern
Northern
Northern
Northern
Northern
Northern
Northern
Northern
Liverpool Bay
Liverpool Bay
Liverpool Bay
Southern
Northern
Northern
Northern
Southern
Northern
Northern
Southern
Southern
Northern
Unknown
Northern
Southern
Southern
Liverpool Bay
Southern
Northern
Liverpool Bay
Southern
Sector
253
073
080
054
096
096
100
276
277
269
005
060
178
010
056
211
117
090
185
008
148
999
345
180
125
146
080
272
060
100
090
Estimated
Course
7.4
8.5
11.6
13.6
12
12.6
11.2
11
11.5
10.7
5.5
13
8.5
12.9
12.5
12
3.7
11
9.5
9.3
9.5
10.6
12.7
4.5
12
0.68
1.8
1.8
1.5
1.7
1.25
0.65
1.45
0.25
0.25
0.5
0.2
0.4
0.2
1.7
0.1
1.9
0.6
0.2
0.5
1.21
1.3
0.67
0.4
0.5
1.1
9.77
10
10.1
11
10
9.02
6.5
3.2
11.7
13
16
9.4
12
CPA to
Estimated
Range
Installation
Speed
(miles)
(miles)
(knots)
No registration marks.
Vessel altered course after being called by name. Very

poor English.
Remarks
05/10/01
05/10/01
05/10/01
05/10/01
06/10/01
06/10/01
06/10/01
07/10/01
07/10/01
08/10/01
08/10/01
08/10/01
09/10/01
09/10/01
09/10/01
09/10/01
09/10/01
10/10/01
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
12/10/01
04/10/01
169
192
04/10/01
168
11/10/01
04/10/01
167
11/10/01
04/10/01
166
191
03/10/01
165
190
03/10/01
164
11/10/01
03/10/01
163
11/10/01
01/10/01
162
189
30/09/01
161
188
Date
Consec.
No.
01:30
19:45
16:00
10:10
09:46
07:00
20:25
18:30
17:50
17:45
05:00
16:45
08:05
03:45
18:10
03:10
22:45
14:45
04:30
16:34
16:15
10:25
05:00
13:30
12:54
01:15
23:20
17:15
04:10
02:35
13:09
35
26
18
20
18
25
10
25
27
27
30
25
37
50
16
28
20
18
20
18
25
25
20
15
17
18
25
25
21
27
39
25
214
215
191
180
202
200
330
247
270
270
214
202
202
202
157
180
214
180
202
157
203
180
180
236
236
236
236
225
225
225
225
180
2.5
2.5
1.5
2.5
2.5
2.5
3.5
0.5
1.5
2.5
1.5
2.5
2.5
0.5
1.5
2.5
2.5
2.5
202
210
191
180
202
200
165
247
270
270
214
202
202
202
157
180
214
180
202
157
225
180
180
247
236
236
236
225
225
225
225
180
1.5
2.5
2.5
2.5
2.5
4.5
1.5
2.5
2.5
1.5
1.5
1.5
2.5
202
210
191
180
202
200
165
247
270
270
214
202
202
202
180
214
180
202
157
225
180
180
247
236
236
236
225
225
225
225
180
Wind
Time of
Sea Wave
Swell
Wind
Sea
Swell
Speed
First
Height
Height
Direction
Direction
Direction
Detection (knots)
(m)
(m)
General cargo
Fishing
General cargo
Tanker
Container
Offshore supply
Offshore supply
Offshore supply
Drilling
General cargo
Offshore supply
Tanker
Fishing
Container
Fishing
General cargo
Tanker
General cargo
Tanker
General cargo
General cargo
Tanker
Unknown
Fishing
Fishing
Tanker
General cargo
Fishing
General cargo
General cargo
General cargo
Tanker
Intruder Type
Halingen
P. B. Loyd Jr.
P. B. Loyd Jr.
Rotterdam
Hoton
Antwerp
Antwerp
Rotterdam
Fishing Grounds
Grimsby
Humber
Immingham
Immingham
Grimsby
Ramsey I.O.M.
Fishing Grounds
Thames
Elbe
Fishing Grounds
Peterhead
Sgaham
Tees
Intruder
Destination
122
First
First Detection
Detection
Range (miles)
Bearing
Liverpool Bay
Northern
Southern
Southern
Southern
Northern
Northern
Southern
Southern
Southern
Southern
Northern
Southern
Southern
Northern
Southern
Southern
Southern
Southern
Southern
Liverpool Bay
Southern
Southern
Southern
Southern
Southern
Southern
Southern
Southern
Southern
Southern
Southern
Sector
318
191
095
179
253
050
159
162
074
148
314
127
310
154
062
090
270
315
260
298
293
141
307
170
185
135
072
068
315
336
333
330
Estimated
Course
3.8
13.5
12.8
12.5
11
7.1
9.6
9.9
11
10.6
12
14.9
15
13
6.2
13
18.1
9.8
7.8
9.3
13
11.5
9.7
7.1
6.2
9.7
13.1
0.2
0.1
0.99
1.16
0.1
0.1
0.3
0.1
0.64
0.66
0.75
1.09
0.2
1.55
0.25
0.299
0.2
1.61
1.2
0.58
0.23
0.75
0.25
0.25
1.45
1.25
1.01
1.05
1.3
1.1
7.02
12
12
10
6.8
8.7
10
10
12
4.5
6.6
14
12
11.5
12
14
4.1
16
6.5
10
CPA to
Estimated
Range
Installation
Speed
(miles)
(miles)
(knots)
Late reply to communications.
Remarks
24/10/01
27/10/01
27/10/01
03/11/01
13/11/01
220
222
223
224
22/10/01
216
221
22/10/01
215
24/10/01
21/10/01
214
219
20/10/01
213
22/10/01
20/10/01
212
24/10/01
20/10/01
217
19/10/01
210
211
218
18/10/01
18/10/01
17/10/01
207
208
16/10/01
209
16/10/01
205
206
202
16/10/01
16/10/01
201
16/10/01
15/10/01
200
203
15/10/01
199
204
15/10/01
15/10/01
198
13/10/01
14/10/01
196
197
09:30
13/10/01
195
08:30
10:15
14:10
11:00
23:38
22:10
01:15
08:15
08:00
01:30
14:30
19:47
06:00
03:35
21:00
16:20
14:06
16:20
19:00
15:00
14:36
09:25
01:10
17:00
13:20
08:00
09:30
10:40
09:00
12/10/01
12/10/01
194
20
30
20
20
20
12
18
15
17
21
14
22
10
28
18
18
12
15
18
17
20
24
20
23
15
10
15
18
012
191
220
170
170
225
140
330
022
045
135
135
135
112
203
130
124
165
230
214
214
225
191
157
157
135
190
135
180
260
2.5
1.5
1.5
1.5
1.5
3.5
1.5
1.5
0.5
1.5
4.5
2.5
1.5
1.5
002
191
220
140
140
225
120
022
090
090
090
135
112
090
120
157
165
230
214
214
225
191
157
157
135
210
135
180
230
3.5
3.5
3.5
1.5
1.5
1.5
1.5
1.5
2.5
2.5
0.5
1.5
2.5
1.5
0.5
360
220
140
140
120
022
090
090
090
135
112
090
120
170
230
214
225
191
157
157
135
210
135
180
230
Time of
Wind
Sea Wave
Swell
Wind
Sea
Swell
First
Speed
Height
Height
Direction
Direction
Direction
Detection (knots)
(m)
(m)
193
Date
Consec.
No.
Fishing
Fishing
General cargo
Offshore supply
Offshore supply
Offshore supply
General cargo
Offshore supply
Fishing
Fishing
Container
Tanker
General cargo
General cargo
Fishing
Fishing
General cargo
Fishing
Offshore supply
Offshore supply
General cargo
Tanker
Fishing
General cargo
Fishing
General cargo
Fishing
Offshore supply
Tanker
Offshore supply
Fishing
Bulk carrier
Intruder Type
Fishing Grounds
Felixtowe
P. B. Loyd Jr.
P. B. Loyd Jr.
P. B. Loyd Jr.
P. B. Loyd Jr.
Fishing Grounds
Fishing Grounds
Bremen
Immingham
Tyne
Cuxhaven
Fishing Grounds
France
Fishing Grounds
P. B. Loyd Jr.
P. B. Loyd Jr.
Fishing Grounds
Humber
Fishing Grounds
Wisbech
Fishing Grounds
Humber
P. B. Loyd Jr.
Grimsby
Denmark
Intruder
Destination
123
0.6
12
350
255
First
First Detection
Detection
Range (miles)
Bearing
Northern
Liverpool Bay
Southern
Northern
Northern
Northern
Southern
Northern
Southern
Southern
Southern
Southern
Southern
Southern
Northern
Southern
Northern
Northern
Northern
Northern
Southern
Southern
Southern
Southern
Northern
Southern
Northern
Northern
Southern
Northern
Southern
Northern
Sector
350
348
215
049
140
007
278
046
174
080
102
304
333
092
025
152
290
999
152
158
014
080
119
270
999
243
077
184
265
155
255
123
Estimated
Course
5.5
11.2
13.6
11.8
12.3
10.6
11.5
7.4
7.7
11
8.1
7.3
2.6
14
10
2.4
11.3
13
9.7
11
10
9.3
7.8
13.4
10
7.7
8.5
12.5
0.1
0.9
0.3
0.3
1.7
2.3
0.2
0.6
0.276
1.3
1.24
1.7
0.6
0.25
0.77
0.6
0.2
0.1
0.1
1.3
1.3
0.2
1.9
0.18
0.2
0.9
0.55
0.1
0.3
1.3
1.5
10.8
7.17
11.1
10.7
10
12
16
10
6.76
6.96
8.5
14
12
4.5
12
11.4
10
7.1
11
Estimated
CPA to
Range
Speed
Installation
(miles)
(knots)
(miles)
Would have passed inside 500 metres zone.
Late reply to communications.
Remarks
13:10
19/12/01
06/01/02
243
244
245
246
19/12/01
242
23:10
12/12/01
15/12/01
240
12/12/01
239
241
20:00
09/12/01
238
17:30
04:30
08:15
22:35
00:05
01:10
02:30
02:05
02/12/01
04/12/01
11:00
16:00
09:25
07:10
15:00
236
02/12/01
235
05:57
06:00
237
30/11/01
30/11/01
233
30/11/01
232
234
29/11/01
29/11/01
230
231
28/11/01
29/11/01
228
229
05:37
18:40
24/11/01
28/11/01
226
227
09:25
22/11/01
225
20
32
16
35
35
12
18
17
30
10
16
15
14
20
12
25
27
20
14
30
250
155
120
020
300
090
050
190
200
180
090
190
190
160
240
220
220
260
270
220
300
4.5
2.5
1.5
1.5
2.5
1.5
250
160
020
300
090
045
230
200
180
330
190
190
160
220
220
220
260
270
270
300
1.5
0.5
2.5
2.5
0.5
0.5
2.5
General cargo
Fishing
Fishing
Bulk carrier
Fishing
General cargo
Unknown
Offshore supply
Fishing
Dredger
Offshore supply
Fishing
General cargo
General cargo
Fishing
General cargo
Fishing
Fishing
General cargo
Fishing
Offshore supply
Fishing
Intruder Type
Brazil
Fishing Grounds
Harding
Fishing Grounds
Humber
Great Yarmouth
Fishing Grounds
Hull
France
Ipswich
Grimsby
Fishing Grounds
Germany
Indefatigable 23C
Fishing Grounds
Intruder
Destination
045
100
First
First Detection
Detection
Range (miles)
Bearing
Liverpool Bay
Northern
Liverpool Bay
Southern
Unknown
Southern
Southern
Northern
Unknown
Southern
Southern
Southern
Southern
Southern
Southern
Unknown
Southern
Southern
Southern
Northern
Southern
Liverpool Bay
Sector
360
000
090
190
190
192
011
999
280
142
058
260
072
141
206
261
058
090
188
127
353
Estimated
Course
Printed and published by the Health and Safety Executive

C1.25 02/03
250
160
020
300
045
230
200
180
330
190
190
160
220
220
260
270
270
300
Time of
Wind
Sea Wave
Swell
Wind
Sea
Swell
First
Speed
Height
Height
Direction
Direction
Direction
Detection (knots)
(m)
(m)
Date
Consec.
No.
4.5
12.8
12
11
10.2
6.5
11
12
9.4
14.8
9.2
8.3
11.5
11
10
8.5
0.2
0.4
0.62
0.5
0.3
0.75
1.01
0.74
0.96
0.82
0.3
0.44
0.95
1.05
0.1
0.5
0.2
3.5
14
12
12
9.21
10
11
10
0.45
6.75
14.1
3.5
Estimated
CPA to
Range
Speed
Installation
(miles)
(knots)
(miles)
Radar contact was lost at 6 miles.
This vessel was not an intruder. Will stay clear of 500

metres. Knows the area.
This situation was in dense fog.
Advised to give 1 mile clearance from rigs when

fishing.
Advised to give 1 mile clearance when fishing and

readily agreed.
Vessel altered course as contacted.
Vessel was called several times with no response.

FRC crew stood by but did not launch. Vessel
eventually answered to calls on VHF Ch. 16.
Vessel altered course and passed 0.5 mile west of

platform without problem.
Remarks
ISBN 0-7176-2679-2
RR 053
30.00
9 780717
626793
Ship/platform collision incident database (2001)
HSE BOOKS

Shipplatform Collision Incident Database 2001

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HSE

Health & Safety

Ship/platform collision incident

Prepared by Serco Assurance

RESEARCH REPORT 053

Health & Safety

Ship/platform collision incident

Crown copyright 2003

reproduced, stored in a retrieval system, or transmitted in

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Incidents resulting in moderate or

Summary of mean incident frequencies of all reported incidents and

Incidents resulting in moderate or

2.1 COLLISION INCIDENT DATABASE

Analysis of Historical Data

Floating Storage Units

Analysis of Platform Supply Vessel Fleet and

Commercial Shipping Trends on the UKCS

Near Miss Information

(ERRVA data only)

Appendix A - Ship/Platform Collision Incident Database Passing Vessels

Appendix A - Ship/Platform Collision Incident Database Attendant Vessels

Appendix B - Commercial Shipping Between UKCS and U.K.

Appendix C - Commercial Cargo on Emergency Response and Rescue Vessels 101

Appendix D Near Miss Database

Appendix E Safety Zone Infringement List

Appendix F ERRVA Warning Off Reports

Table 2: Damage resulting from incidents to all installations per year

Table 3: Incidents per year by all vessel types

Table 4: Incidents per month by vessel type

Table 5: Frequency of all reported incidents to all installations per year

Table 6: Frequency of moderate or severe damage to all installations per year13

Table 8: Damage resulting from incidents to fixed installations by year

Table 9: Frequency of all reported incidents to fixed installations per year

Table 10: Frequency of moderate or severe damage to fixed installations

Table 11: Mean and cumulative frequency of all reported incidents to

Table 12: Damage resulting from incidents to floating installations by year

Table 13: Frequency of all reported incidents to floating installations per

Table 14: Frequency of moderate or severe damage to floating installations

Table 16: Damage resulting from incidents to jack-up installations by year

Table 19: Mean and cumulative frequency of all reported incidents to

Table 23: Primary cause factors

Table 24: Geographical distribution of incidents

Table 25: Near Miss Data Analysis

Figure 2: Damage resulting from incidents to all installations per year

Figure 3: Incidents per year by all vessel types

Figure 4: Incidents per month by vessel type

Figure 5: Frequency of all reported incidents to all installations per year

Figure 6: Frequency of moderate or severe damage to all installations per

Figure 7: Mean and cumulative frequency of all reported incidents to all

Figure 8: Damage resulting from incidents to fixed installations per year

Figure 9: Frequency of all reported incidents to fixed installations per year

Figure 10: Frequency of moderate or severe damage to fixed installation per

Figure 13: Frequency of all reported incidents to floating installations per

Figure 14: Frequency of moderate or severe damage to floating installations

Figure 16: Damage resulting from incidents to jack-up installations by year

Figure 17: Frequency of all reported incidents to jack-up installations per

Figure 18: Frequency of moderate or severe damage to jack-up installations

Figure 20: Geographical distribution of incidents