To bring in the New Year with a bang, we would like to announce the outcome of an independent, critical and detailed investigation into the operational stability reserves of the freezer trawler Gaul. The results of this investigation reveal that, contrary to the many official pronouncements that were made on this matter (in 1974, 1980, 1999 and 2004), the Gaul’s reserves of intact stability did not in fact meet the minimum standards and norms that were expected for a fishing vessel built in the early 1970s (ref. IMCO “Recommendation on Intact Stability of Fishing Vessels” 1968).
An extract from the final report of the Formal Investigation into the loss of the Gaul (1974) gives the first pronouncement on this matter:
When the stern-trawler Gaul and her crew left Hull at 6 AM on the morning of 22 January 1974 for the Barents Sea fishing grounds, they were not putting to sea in an “exceptionally seaworthy vessel” nor in one that “had excellent sea-keeping characteristics and a large range of intact stability” [1] as the hyperbole in the 1999 MAIB report into the loss of the Gaul would have us believe, instead they were setting out for a destination notorious for poor weather, in a ship, which did not meet the IMCO basic stability standards [2] in the sailing conditions that were normal for her service.
What made things worse, however, was the fact that due to a number of oversights and design errors, the official stability documentation that was provided onboard the Gaul for the use of the Skipper (although certified by the Department of Trade) over-estimated the vessel’s reserves of intact stability to such an extent that anyone using it would not have been able to identify when the vessel was approaching any marginal or critical stability conditions.
Added to that, and most important of all, was the fact that, shortly after her delivery, the Gaul’s owners converted two of her double bottom tanks to enable them to carry fuel oil instead of ballast water (ballast water was required on the Gaul to ensure that the vessel could maintain adequate stability in all anticipated sailing conditions), but the stability documents were not revised to take account of this significant modification.
The effects of this alteration could only be described as disastrous from the viewpoint of the Gaul’s ability to meet the IMCO stability standards (see example in Annex 1) and, in fact, on the day of her loss it is probable that, unbeknownst to her skipper, she was sailing in a marginal or deficient stability condition [3].
The effects of this alteration could only be described as disastrous from the viewpoint of the Gaul’s ability to meet the IMCO stability standards (see example in Annex 1) and, in fact, on the day of her loss it is probable that, unbeknownst to her skipper, she was sailing in a marginal or deficient stability condition [3].
In 2004, the officials charged with conducting the Re-opened Formal Investigation into the loss of the Gaul managed to convince themselves, but not many others, that factory deck flooding, resulting from crew error was the reason why the Gaul had capsized and foundered.
Design faults, which could lead to such flooding, and the fact that the Gaul had inadequate stability for her proposed service were two critical issues that were kept strictly off the agenda.
Design faults, which could lead to such flooding, and the fact that the Gaul had inadequate stability for her proposed service were two critical issues that were kept strictly off the agenda.
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[1] MAIB - the Marine Accident Investigation Branch of the DfT
[2] The IMCO stability criteria have been recognized for more than forty years now as being the minimum base stability standard that should be met by seagoing trawlers to ensure safety at sea.
[3] From the viewpoint of stability assessment, the exact condition of the Gaul at the time of her loss cannot be accurately gauged and minor differences in assumptions made as to the amount of fish and gear onboard, fuel consumption, tank usage etc could take the vessel from a marginal ‘pass’ to a significant ‘fail’ (vis-à-vis the IMCO minimum standard).
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The table above shows that the vessel fails to meet four of the IMCO’s six minimum stability criteria (i.e. the GZ areas and the initial GM value) in the given sailing condition and that the failure is neither marginal nor borderline, but a failure by a substantial margin (see differences between minimum stability criteria and the actual values). (Downloadable PDF version at http://freepdfhosting.com/7ecaf3651a.pdf)
The table above shows that the vessel fails to meet four of the IMCO’s six minimum stability criteria (i.e. the GZ areas and the initial GM value) in the given sailing condition and that the failure is neither marginal nor borderline, but a failure by a substantial margin (see differences between minimum stability criteria and the actual values). (Downloadable PDF version at http://freepdfhosting.com/7ecaf3651a.pdf)Happy New Year!
11 comments:
3] From the viewpoint of stability assessment, the exact condition of the Gaul at the time of her loss cannot be accurately gauged and minor differences in assumptions made as to the amount of fish and gear onboard, fuel consumption, tank usage etc could take the vessel from a marginal ‘pass’ to a significant ‘fail’ (vis-à-vis the IMCO minimum standard)."
The whole concept un-ascertainably compliant or otherwise would appear to be a successful blueprint for the government if the Trident inquiry sets the standard, from what I have read in reports any possibility of a deviation is seized upon to infer compliance not once have I read that any such deviation would lead to a greater divergence from the standard. It was always my understanding that such standards are the minima and as such are a base line to avoid not one to which to strive to barely meet. The whole concept of public inquiries must really be questionable as it appears that the outcomes are very much predetermined at the outset. When the Council for the OAG warned of "inconvenient truth" it was therefore inferred that her mind was made up instead of presenting the case for consideration.
In the case of both the Gaul and the Trident there should not be any revelations 35 years after the fact had comprehensive investigations been carried out. Both of these inquiries in an ideal world would have presented all the facts in an unbiased manner from which a decision could be formed, it is regrettable that this does not appear to be the case due to possible criticism of the various Government bodies, to deny this is may be convenient for the Government but how do they intend to improve if lessons are not learned?
How do the famailies of both Tragedies ever achieve closure without what they would believe is having had a fair hearing?
Best Wishes for 2010
RAJ
RAJ,
Many thanks for your comments
From what we have seen in recent formal investigations, it would seem that the DfT’s standard modus operandi in such cases is for the ‘authorities’ to agree upon the desired outcome in advance of the public proceedings and then to collect, select develop, arrange and present such elements of evidence in such a way that will support that outcome.
Unfortunately, the notion that an inquiry should be impartial, balanced and fair appears to have only secondary importance when there is the possibility that a Government body could be subject to criticism/liability.
Obviously, it is in the public interest that such proceedings should be transparent, effective and capable of delivering justice. Citing budgetary constraints in order to control the direction of an inquiry is a false and self-defeating argument, especially when you look at the sums that are normally spent on these occasions.
Happy New Year to you too!
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