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Originally posted by Bravo20 View PostIs it not supposed to be on part of the cliffs that is not that readily accessible? Does the charity cliff walk go that way?Last edited by ancientmariner; 6 March 2020, 09:25.
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Originally posted by na grohmiti View PostIs a recovery/refloat possible similar to what was done with.the Remains of Betelgeuse? Fill the void spaces with floating matter? Any attempt to tow off would only cause further damage, even if done during spring tides.
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Ireland Gets Maritime Oil Pollution Plan - Almost 34 Years After Kowloon Bridge Sinking
Irish Coast Guard deputy director Gerard O’Flynn has hailed as a “milestone” the publication of the State’s framework for handling major maritime pollution incidents.
The plan released by the outgoing government last Friday (June 26) fulfils long-awaited commitments made after the grounding of the Kowloon Bridge off the west Cork coast almost 34 years ago.
Devastating damage was caused to wildlife and the south-west coast’s marine environment when the 900 ft super bulk carrier with a cargo of iron ore ran aground in a gale on November 22nd,1986, broke into three pieces and sank off Toe Head.
At that stage the 27 crew had already been airlifted off the ship, having reported damage to its steering gear.
There was no public inquiry, and Cork County Council had to bear the full clean up of the cost of 0.5 million
The Sea Pollution Act 1991 makes provision for the prevention of pollution of the sea by oil and other substances, but Ireland is obliged to have a national contingency plan as a signatory to the International Convention on Oil Pollution Preparedness, Response and Co-operative Convention.
Mr O’Flynn said the new plan is a “very important milestone”, which “sets out a framework for interactions between stakeholders” in a major pollution incident.
These stakeholders range from the Government’s transport department to the Irish Coast Guard – responsible for both search and rescue and pollution response – and shipping companies, he said.
“We have a national search and rescue plan, and this new pollution contingency plan is another landmark,” he said.
The new national search and rescue plan was published by former transport minister Shane Ross in July 2019.
He was acting on recommendations in a number of reports – including the Air Accident Investigation Unit’s interim statement on the Rescue 116 helicopter crash of March 2017 which claimed the lives of Irish Coast Guard aircrew Dara Fitzpatrick, Mark Duffy, Paul Ormsby and Ciarán Smith, and the Marine Casualty Investigation Board’s report into the death of Irish Coast Guard Doolin volunteer Caitriona Lucas off the Clare coast in September 2016.
The maritime oil and hazardous and noxious substances (HNS) plan sets out a framework for pollution originating from ships, harbours, offshore units or oil/HNS handling facilities and land-based sources.
It covers waters in the Irish Exclusive Economic Zone (EEZ) and addresses Ireland’s obligations under international convention.
It also provides for requesting assistance from other countries through bilateral and multi-lateral arrangements.There was no public inquiry, and Cork County Council had to bear the full clean up of the cost of 0.5 million
So how long will we have to wait for an ETV or Pollution monitoring patrol?For now, everything hangs on implementation of the CoDF report.
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Originally posted by na grohmiti View Post
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Originally posted by DeV View Post
Everyone has done a copy and paste of the Indy report and all without knowing the difference between a comma and full stop with regard to numbers.
32,000tons is the same as 32000tons, I think it would be more like 32.0 tons. Although the figure could have referred to her holding tanks as she is a fish transporter not an oil transporter.
Vessel details
https://www.myshiptracking.com/vesse...00-imo-9052680
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Based on her size alone she couldn't carry 2000 tonnes of anything.
Fantastic result from L.E. Niamh and her crew.
The hours of towing exercises definitely paid dividends. Otherwise we would be looking at another Galway bay grounding and the ecological nightmare that would come with it.For now, everything hangs on implementation of the CoDF report.
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The absence of an ETV again exposed yesterday off Waterford.
The combined might of three lifeboats was required yesterday to save a stricken 4,000-tonne ship in huge seas off the Irish coast. An amazing job by the volunteers of @DunmoreEastRNLI, @KilmoreQuayRNLI & @RosslareRNLI, who successfully battled for 12 hours to save the vessel. pic.twitter.com/sV9CIeaupC
— RNLI (@RNLI) October 21, 2020
Dramatic Heavy Seas Rescue Off Southeastern Ireland
October 21, 2020 by Mike Schuler
Image courtesy
RNLI
Three rescue boats with Royal National Lifeboat Institution came to the rescue of a cargo ship that had lost power and was in danger of hitting rocks in southeast Ireland on Tuesday.
The ship, the 4,000-tonne Lily B with nine crew members on board, was carrying coal when it lost power and came within half a nautical miles at Hook Head in Wexford, Ireland.
The Irish Coast Guard received a distress call from the vessel around 3 p.m. local time Tuesday. The Coast Guard requested the help lifeboats from Dunmore East, Kilmore Quay and Rosslare to the assist the vessel until a tug could arrive.
Conditions at the time were reported to be force eight with waves of over six meters.
The RNLI lifeboats from Dunmore East and Kilmore Quay were able to establish tow lines with the vessel, helping keep the cargo ship away shore as the lifeboat from Rosslare stood by.
Some dramatic video shows the conditions the RNLI lifeboats faced as they battled to keep the vessel off the rocks.
The tug arrived on scene and was able establish its own tow line to the vessel around 5:40 p.m. The Lily B was eventually towed to calmer waters in Waterford Harbour early Wednesday morning.
“If it wasn’t for the work of the three lifeboat crews out in force eight conditions I fear the vessel would have hit the rocks and there could have been a serious loss of life,” said Rosslare RNLI Lifeboat Operations Manager David Maloney. “The 4,000-tonne vessel came within a half a mile of the shore and Dunmore East and Kilmore Quay lifeboat crews had an incredibly difficult job in keeping it away from the rocks.
“The seas were huge, and it would not have been pleasant for anyone out there in those conditions. The lifeboat crews were out for over twelve hours in a callout that involved serious skill and concentration and I am tremendously proud of all three lifeboat crews involved. Thankfully we did not have a tragedy today,” Maloney added.For now, everything hangs on implementation of the CoDF report.
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Relevant to ETV Secondary Role: Low Probalility/High Impact Events
Naval News 03/11/20: Spanish Navy Finally Getting New BAM IS Submarine Rescue Ship
La Voz De Cadiz 23/11/17: Defense confirms the work of a third BAM to support submarines (Translation via Google)
ETV Positions N&W Europe 13th August 2012 from the IRCG Report PDF Page 15
Either we know something that nobody else knows or we have not been paying sufficient attention to this issue.
We can only hope that some suitable capability can be put in place before, either a supertanker incident in the Celtic Sea or, a reactor fire on the Porcupine Bank.
It is difficult to estimate the full spectrum of damage to; the environment, public health, marine industry, tourism, and economy if either high consequence event were to occur. Such damage would be significantly, and needlessly, amplified as the State currently possesses no capability to rapidly contain or mitigate consequences.
My understanding of how high-speed ERRVs function is that they can transit at relatively high speeds because they only take on towing ballast after they reach the incident site. This basic notion is the source of my belief that such a vessel could, in time, make a fine basis for a NS OPV/ETV hybrid.
Four such vessels would provide comprehensive rotating cover while undertaking their regular Naval Service patrol duties.
I once harboured a not-so-secret plan as to how the NS might achieve such a capacity.
Extract from previous post 11th April 2016
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Originally posted by The Usual Suspect View PostRelevant to ETV Secondary Role: Low Probalility/High Impact Events
Naval News 03/11/20: Spanish Navy Finally Getting New BAM IS Submarine Rescue Ship
La Voz De Cadiz 23/11/17: Defense confirms the work of a third BAM to support submarines (Translation via Google)
ETV Positions N&W Europe 13th August 2012 from the IRCG Report PDF Page 15
Either we know something that nobody else knows or we have not been paying sufficient attention to this issue.
We can only hope that some suitable capability can be put in place before, either a supertanker incident in the Celtic Sea or, a reactor fire on the Porcupine Bank.
It is difficult to estimate the full spectrum of damage to; the environment, public health, marine industry, tourism, and economy if either high consequence event were to occur. Such damage would be significantly, and needlessly, amplified as the State currently possesses no capability to rapidly contain or mitigate consequences.
My understanding of how high-speed ERRVs function is that they can transit at relatively high speeds because they only take on towing ballast after they reach the incident site. This basic notion is the source of my belief that such a vessel could, in time, make a fine basis for a NS OPV/ETV hybrid.
Four such vessels would provide comprehensive rotating cover while undertaking their regular Naval Service patrol duties.
I once harboured a not-so-secret plan as to how the NS might achieve such a capacity.
Extract from previous post 11th April 2016
Should the ICG not have the resources allocated to either buy or charter such a capacity?
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The difference being a ship of this type could do normal naval roles (and fulfil some EPV functions) if operated in naval hands. The Scandanavian navies operate Patrol vessels with Tug characteristics, and every vessel at sea can be a Tug, if first on scene.For now, everything hangs on implementation of the CoDF report.
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