Jørgen Berg Australien
Thala Dan flyder endnu! Thala ligger klar til at blive skrottet Sidste nyt om Thala Dan From:Jorgen Berg To:John & Anne Larsen - Warburton - VIC - Australia ; Mette & Poul Erik Hansen - Strib - Danmark ; Poul & Carin Rønholm - Æbletoft - Danmark ; Povl Kjeld Hansen - Ikast - Danmark ; Vilhelm Petersen - Birkerød - Danmark Sent: Monday, December 18, 2006 6:13 PM Subject: Thala Dan projektet Kære venner, Der sker en hel del i disse uger omkring forsøget på at få Thala Dan købt af et brazilians ophugningsværft og få hende sejlet til Australien hvor hun kan ligge som Antarktisk museum skib. Da de fleste af jer har haft direkte kommunikation med mig omkring dette på forskellige områder, har jeg nu valgt at lave en email gruppe "Thala Dan gruppen", hvor jeg så generelt kan holde jer oprettet om projektets fremskreden og samtidig få feed back og korrigerede oplysninger. Hvis en af jer ikke ønsker at modtage disse email og blive holder underrettet, så blot sig til. Hvis I kender andre der gerne vil høre om projektet, da blot lad mig få deres emailadresse. Kriteriet er blot at de enkelte har været på JLs polarskibe og måske endda på Thala Dan, samtidig med at gerne se at skibet bevares. Jeg vil hovedsaglig som her i starten referere til emails og reporter samt komme med yderlige oplysninger. Det meste vil være på engelsk, selv om min kommunikation med J.Lauritzen og Fondet desangående er og vil være på dansk. Der bliver reference til relevante websider. I 1992 og 93 var jeg en hel del involveret i at prøve at få "Kista Dan" til Melbourne som museumsskib for Australian Antarctic Expedition, men hun var for skadet efter en storm i Syros, Grækenland og blev hugget op i stedet for i Tyrkiet. Men her beskæftiger vi os hovedsagligt især med "Thala Dan" som sandsynligvis er det aller sidste JL polar skib der har været til Antarktis og stadig flyder, måske med undtagelse af "Perla Dan", som jeg kommer tilbage til senere. Fra nogen af jer, især fra Povl Keld Hansen i Ikast, har jeg modtaget en del hjælpende materiale. Men hovedsageligt, og af hensyn til privatinteresser, vil jeg ikke umiddelbart oplyse om hvem der er forfatteren, med mindre vedkommende giver sin tilladelse. Jeg starter med nogle email fra maj 2004. Hej Jørgen Berg. Jeg har idag søgt billeder af Thala Dan på Nettet, og kom ind på din hjemmeside, der kunne jeg så se du har sejlet med TD samt KD og andre af JLs skibe, da jeg så du havde været med Kista Dan som elev kom jeg til at tænke på om vi skulle have sejlet med den på samme tidspunkt, jeg var med KD en rejse til Grønland sommren 1965. Magga og Thala Dan har jeg også sejlet med henholdsvis 1963 og TD 1964/66 og sidst i 1970, på alle skibene sejlede jeg som tjener. Idag er jeg 60 år invalidepensionist på 7 år, skriver en del sammen med fhv. Kapt. Med Venlig Hilsen Maj 2004 Hej ......, Det var en interessant email du sendte. Og for at besvare eller kommentere din tekst, jeg var med "Kista Dan" i ialt 11 måneder både på Grønland og til de engelske antarktiske baser. Det var i 1962-63 og jeg har ikke været med hende senere. Dog var jeg sammen med Museet i Victoria i Australien senere i 1993 med til at prøve at redde "Kista Dan" fra ophugning og placere hende som museums skib i Melbourne. Det var fordi hun var det skib der etablerede de to første australske antarktiske baser. Det lykkedes dog ikke selv efter lang tids arbejde og hun blev hugget op i Tyrkiet som det græske skib "Olympiakos" i 1993 eller 1994. Så vidt jeg ved sejler "Thala Dan" stadig. Hende var vi også ude efter men Brazilianerne ville ikke af med hende. Hun sejlede sidst (og måske stadig) som den brazilianske flådes antarktiske bases forsyningsskib "Barao de Teffe". "Thala Dan" har jeg været med i 3 sæsoner til de australske og franske antarktiske baser. Min hustru er den australske ekspeditionleders datter, netop fra min tid på "Thala Dan". Thala blev væsentligt ombygget i Frederikshavn i 1976 og fik et fuldt passager kammer dæk indsat, hvilket gjorde apteringen noget større. Da jeg så billeder fra hende i Brazilien lignede hun sig selv. "Magga Dan" har jeg aldrig sejlet med, men har arbejdet opbord på hende under oplægning i Ålborg. Det samme med "Nella Dan". "Kong Hans" (Hans Nielsen) har jeg også besøgt nogle gange når jeg har været på familie besøg i Svendborg. Han var skipper på "Thala Dan" da jeg var overstyrmand ombord. Peter Granholm har jeg ikke set eller snakket med længe og vidste ikke at han nu var død. Peter var skipper på "Thala Dan" og jeg var overstyrmand ombord dengang vi ramte en klippe udfor den franske antarktiske base Dumont d´Urville og blev svært beskadiget med stor chance for at synke på vej tilbage til Melbourne. Ispeter var nede og inspicerer hende i Melbourne. De bedste hilsener Maj 2004 Tak for din email og de nye billeder af Anita Dan og Thala........ "Anita dan" senere "Endurance" - så vidt jeg husker. Den havde "A" mast både for og agter lige som "Erika Dan" og en mere, vistnok "Greta Dan" der nær var sunket oppe i Sydgrønland. Du må så have med med Anita efter at hun nær var sunket efter en kollision i den engelske kanal. Jeg mener at have set et billede af hende i skibs magasinet "Fairplay" for nogle år siden hvor hun var slæbt op på stranden i Indien til ophugning. Hun var stadigvæk i "live" da vi forsøgte at få Kista eller et polar skib til Melbourne som museums skib. Jeg har ikke sejlet med Anita men har været ombord på hende adskellige gange i havnene. "Erika Dan" blev købt af Araberne, men sank så på turen dertil i Biscayen under noget mystiske omstændigheder. "Erika Dan" var dog også nær sunket tidligere da hun var nede med en belgisk ekspedition til Antarktis. Hun blev noget smallere og de mistede alt lasten på isen de der kom en storm. Grytviken på South Georgia, der var jeg inde med Kista Dan i 1963 på vej til Halley Bay basen, Base Z, for englænderne. Det var året efter at den var stoppet med at være hvalfanger station. Der var stadig væk enkelte skibe men det meste var i mølpose. Jeg kan let genkende fotoet med Anita i Grytviken - argentinske skibe men norske hvalfangere. Maj 2006 - Jorgen Maj 2006 - I will be pleased to help you with the article on the Dan ships. I guess that you are only talking about the ships which went to the Antarctic for ANARE, Kista, Magga, Thala and Nella, and not including the other polarships which went down to Antarctic for the British, Kista, Perla, Anita and for the Belgians, Erika. In fact J.Lauritzen had about 15 ice strengthened ships - polar ships in the 1960 -70 which were use in the ice navigation in On the history side, Nella - you know about her sinking outside MacquarieIsland, Kista were as Olympiakos broken up in ............ Som I kan se af nedenstående korrespondance med ANARE klubben sker der lidt mere omkring de 4 polar ekspeditionsskibe. De 3 digital fotos af Thala Dan som Barao de Teffe er dem jeg fik tilsendt af dig Povl, og det har jeg skrevet til David. De bedste hilsener, Jørgen Juni 2006 ..............David har også fortalt mig at der er ved at være interesse for at se om man kan købe "Barao de Teffe" ex "Thala Dan". Jeg har fortalt David at skibet var på den brazilianske flådes liste så sent som i 2004, men jeg kan ikke finde hende på listen mere. Om hun så er oplagt, solgt eller hugget op ved jeg ikke, men hun er tilsyneladen gået ud af aktiv tjeneste. For over et år siden rettede jeg email henvendelse til den brazilianske flåde et par gange og spurgte om hende, men fik ikke noget svar. David har snakket om at eventuelt rette officiel henvendelse via den australske konsul i Brazilien, men jeg har også sagt at måske har JL stadig et kontor i Brazilien, hvor jeg måske kunne få dem til at ringe flåden op og spørge om skibets skæbne. Hvis hun stadig er i braziliansk flådes eje og flyder, kan ANARE så rette den officielle henvendelse om et eventuelt køb af hende. ........ 29 Nov 2006 ..Hej......... Jeg har lovet David Dodd - ANARE at jeg vil fortælle dig at ANARE har fundet ud af at ex "Thala Dan" nu "Barao de Teffe", alligevel ikke er hugget op endnu efter at være solgt af den Brazilianske flåde. Hun ligger fuldstændig som hun var i gamle dage ved ophugningskajen i Rio og intet er fjernet. Men hun er planlagt til at blive hugget op i januar 2007. Dog synes den Brazilianske flåde at der er for meget historie i hende og er ikke glad ved en ophugning. Hun er for tiden i privat familie eje. Den australske ambassadør har været over og kigge på hende på ANAREs anmodning og bortset fra noget rust ser hun godt ud meddeler han. ANARE interesser vil gerne købe hende og bringe hende til Hobart eller Melbourne. Thala Dan sejlede 25 sæsoner for ANARE og for Franskmændene. Jeg har snakket med dem i dag og sagt at jeg mener at hvis hun bliver klasset for turen som en "yacht" er det langt den letteste måde at få hende sejlet over på. Vi ved selvfølgelig ikke hvordan maskineriet er, da hun har ligget helt stille ved kajen i 2 år. Så vi behøver en surveyor til at kigge på hende og se om hun selv kan sejle til Australien. I første omgang vil man her forhandle med ophugningsselskabet så de ikke rør hende, mens vi her i Australien ser om vi kan skaffe penge til at købe hende før. Ingen her kender salgsprisen på hende, mens jeg mener at det nok vil være lidt over de antal dollars et ophugningsselskab betaler per lightweight tons for at kunne skotte en sådant skib. Der er uden tvivl nok stadig godt stål i hende. Det er det aller sidste JL polarskib der stadig flyder efter at Kista Dan blev hugget op i Tyrkiet. Tror du at JL Fonden på nogen måde vil støtte projektet, feks ved igen at sende en surveyor (gamle Hej Jorgen. I write in english, as you may be want to let my email info go to ANARE. It was surprising news to hear, that Thala Dan still exist. Although it is tempting to see the old Lady again, I think I should refrain from it. I would gladly survey it, but very shortly I am 80, so I think I should say no. I am not so worried as to the hull, but no doubt one has to look into the condition of the engines. The main engine is not of a complicated type, and as I understand the auxilleries has been renewed. The sterntube may be be a problem, as it was with the Kista Dan. When Robert Jørgensen and I inspected Kista Dan at truck, and the leakage was coming from the stern tube.By experience I know, when a ship has been laid up for a longer period,sea-shells-rur will build up in the sterntube.When the shaft then turns, the shells will be crushed, and the remnants will act as sandpaper and cause further leakage. Unfortunately the sterntube arrangement is of a complicated art, as it deserves a lot access, which is rather costly. The shaft has to be drawn for inspection and repacking. You need a good engine surveyor to have a look into these things. Robert Jørgensen,Wesenberg Lund,Bent Nielsen has all passed the bar, and I dont know anybody from JL who could possibly carry out the job. The alternative could be to tow her, may be a job for the navy? I would have liked to do the job to sail her, but my driver-licence has run out- and I am too old. Can I be of any assistance- let my know- and I hope you are able to raise the money for the job-I really like the idea of a JL-polar ship should be a museumship. Best wishes. Hej ....... Du skal have rigtig mange tak for de tekniske oplysninger om Thala Dan. Jeg har sendt dit email videre til ANARE. Jeg har også fået et positivt svar fra Claus Pavar som vil komme mere tilbage på hvad JL kan gøre for at hjælpe os med Thala. Jeg skal have kigget i mine gamle oplysninger, idet ANARE David Dodd har spurgt om passager kapaciteten efter ombygningen og last kapaciteten. Selvom jeg var dæks superintentent ombord på Thala Dan de måneder under hendes ombygning på Frederikshavns Værft, kan jeg ikke huske det. Jeg skal også på Internettet og finde ud af den pris per light tons break up yards i gennemsnit betaler per tons stål, selv om det nok varieger en hel del. Det var forresten Peter Haywood der som Australiens ambassadør kiggede på Thala Dan i Rio. Han selv er tidligere Executive Officer i ANARE i 1980erne, men jeg kan ikke huske ham. Nu havde jeg også absolut mest at gøre med ANARE i 70-erne med Thala Dan, og så fra 88 og senere da jeg igen kom i ANARE klubben. Davis Dodd siger at der vil komme lidt i ANARE club bladet om det med Thala Dan. Du skal have rigtig mange tak for din hjælp hidtil, og jeg skal nok holde dig orienteret om hvordan det går. Jeg har noteret mig at dine 80 år ses at være i overkanten for en sejlads! Jeg selv er "kun" 63 og kunne nok medvirke aktivt i en sejlads, hvilket jeg da også har tilbudt. Jeg tror nok at man planner på at den Australske stat vil skyde nogle penge ind i projektet, men lad os nu se. Først vil ANARE have at vide hvor meget de kan købe Thala Dan for, og jeg har antydet at jeg mente skrotprisen plus måske 10 eller 15% på toppen. Men jeg har sagt at hvis de ikke eventuelt spørger den brazilianske flåde hvad de tror at prisen kunne være, baseret på hvad flåden solgte hende for plus extra, ja så bliver det nok svært at finde en rimelig pris. Det er jo brazilianere! Indtil videre - og de bedste hilsener Jørgen Jorgen INITIAL DRAFT BUSINESS ACTION PLAN FOR THE RESCUE OF THE “THALA DAN” -14 December 2006. BACKGROUND 1. The “Thala Dan”, the last of the Danish Shipowners ( J.Lauritzen A/S ) famous polar expedition and supply ice ships (“Kista Dan”, “Magga Dan”, “Thala Dan” and “Nella Dan”), which played a key role in the opening up Australian Antarctic Territory from the 1950’s through to 1980’s, with the establishment of Australian Antarctic bases and their annual re-supply and the exploration of the Territory’s vast coastal regions, has been found largely intact, moored in a ship breakers yard in Rio de Janeiro, Brazil, scheduled for demolition to scrap iron in January 2007. 2. Through the generous assistance provided to date by the Australian Ambassador to Brazil, Mr Peter Heyward, a career diplomat, who in the past held a senior appointment with the Antarctic Division, preliminary contact with the ship breakers yard has been made and they have indicated that the are prepared to receive and consider an offer to purchase, ‘as is, where is’. 3. The “Thala Dan” represents an important part of Australia’s proud history of involvement in exploration and discovery of Australian Antarctic Territory and her return to Australia as a national icon and part of Australia’s Antarctic Heritage, will not only capture the imagination of the Australian public, but polar scientists from around the World. In addition to supporting ANARE, the “Thala Dan”, also supported the FrenchAntarcticTerritories and bases with annual re-supply and scientists for 25 seasons and up to the late 1990’s, as the Brazilian Navy’s Antarctic supply ship, renamed the “Baro de Teffe”, supplied the Brazilian Antarctic Bases for a further 20+ years 4. The original Danish owners (J Lauritzen A/S), who built the specially designed ‘Dan’ ships for polar Arctic and Antarctic re-supply and research voyages, have indicated their support and assistance for the ‘rescue’ of the “Thala Dan”, and the project, as an International Polar Year 2007-2008 Friendship Exercise, could also see the involvement of the Danish and Brazilian Governments. 5. The International Polar Year 2007-2008, (the Fourth since 1882-83), during which nations with interests in the Earth’s With Global Warming and Antarctic Whaling now firmly on the World agenda, these ‘young scientist voyages’ will be a significant spring board of polar interest for future generations of Australians and the ‘homecoming’ of the “Thala Dan” will add further interest. 6. A consortium to ‘rescue’ the “Thala Dan” from the breakers yard now needs to be formed with a view of purchasing the “Thala Dan” and sailing her back to Australia where she will be developed as a polar museum ship and be moored on a permanent care basis, in a maritime complex in either Hobart, Melbourne or Sydney – actual location to be determined following discussions with Federal and State Government authorities. 7. Clearly, the ‘rescue’ of the “Thala Dan” will be solely dependent on the outcome of a satisfactory marine survey of her present condition and her seaworthiness to undertake the voyage to Australia and the continued assistance from our Ambassador to Brazil, Mr Peter Heyward, will be an essential part of this ‘rescue’ attempt. xxxxxxxxxxxxxxx From:Jorgen Berg To:John & Anne Larsen - Warburton - VIC - Australia ; Mette & Poul Erik Hansen - Strib - Danmark ; Poul & Carin Rønholm - Æbletoft - Danmark ; Povl Kjeld Hansen - Ikast - Danmark ; Vilhelm Petersen - Birkerød - Danmark Sent: Tuesday, December 26, 2006 4:46 PM Subject: Thala Dan status den 25 dec Kære venner, Projektet med at få ”Thala Dan” herned til Australien, Melbourne eller Hobart som museum skib, er der endnu mere arbejde ved. Vi er stadig faktisk kun 2 som udføre arbejdet, David Dodd fra ANARE Club og jeg selv. Vi har ikke fået lovning på nogle penge endnu her til at købe skibet for selv om mange er velvilligt indstillet overfor projektet. Det vigtigste er at få sikret at skibet ikke hugges op som planlagt her i begyndelsen af januar, og det har vi ny fået ejeren af det brasilianske ophugnings værft til at give lovning på. Vi har sagt at vi vil inspicerer skibet først, for at se om det kan sejles hertil Australien for egen kraft og det er ikke ligetil at finde ud af. Vi snakker nu om at få en brasiliansk surveyor til at checke maskineriet, skrue aksel, m.v. og jeg selv samtidig rejse til Rio for forhandlingerne med værftet, hvis det umiddelbart ser ud til at hun kan sejle selv.. Men vi har dog først spurgt værfts ejeren om skibet efter hans umiddelbare mening stadig har udstyret ombord til selv at kunne sejle til Australien. Vi har set et nyt foto af skibet hvor propeller bladene og skruedelen er taget af, og det skal vi have afklaret. Hvis skruen allerede er solgt sammen med reserveskruen ombord, så kan vi godt opgive projektet. Det venter vi således også svar på fra værfts ejeren, samtidig med at vi har spurgt om en foreløbig salgspris. Det hele minder meget om projektet med at få Kista Dan til Australien som museum skib i begyndelsen af 90-erne og det arbejdede jeg også meget med. Hun var dog for skadet ved at ramme havne kajen i Syros under en storm og blev erklæret for et Total Constructive Loss og senere hugget op i Tyrkiet. Jeg kan tilføje at her i Australien er Thala Dan (Barao de Teffe) projektet på højt plan. Vi har udenrigsministeriets tilladelse til at søge mere hjælp hos den australske ambassadør til Brazilien. Vi er også igang med andre offentlige instanser. J.Lauritzen er velvilligt indstillet, men der skal en officiel ansøgning til JL Fondet først. Jeg siger her mange tak til dem af jer der hidtil har sendt mig oplysninger om eller omkring "Thala Dan". De bedste hilsner, God Jul og Godt Nytår, fra Jørgen From:Jorgen Berg To:John & Anne Larsen - Warburton - VIC - Australia ; Mette & Poul Erik Hansen - Strib - Danmark ; Poul & Carin Rønholm - Æbletoft - Danmark ; Povl Kjeld Hansen - Ikast - Danmark ; Vilhelm Petersen - Birkerød - Danmark Sent: Friday, January 12, 2007 10:10 PM Subject: Thala Dan opdatering 12 januar 2007 Kære venner, Der er ikke nogen endelig afgørelse om "vi" køber skibet eller ikke. Fpr at få hende herned til enten Melbourne eller Hobart eller begge dele, skal hun være "sødygtig" i henhold til det klassifikationsselskab som har hende. Nedenstående email fra mig til David Dodd (ANARE) viser lidt af problemstillingen. Jeg har David Doff i telefonen omkring 2 gange om dagen, og har har nu bedt den australske regering om hjælp, da der ikke rigtig er nogen der vil være sponsor på nuværende tidspunkt, med undtagelse af JL Fondet som vil tage endelig stilling til det, og hvor meget, efter midten af marts 2007. Jeg skal til en ANARE funktion i morgen lørdag, 50 års dagen for stiftelsen af den australske Davis base, og her bliver der nokmere snak om "Barao de Teffe" - "Thala Dan". De bedste hilsner, Jørgen ++++++++++++++++++++ David, Thank you for that letter re "Thala Dan" - "Barao de Teffe" . My comments are: 1-) Senor Jorge is telling us many things about scrap metal, which I believe is of no real interest to us. We want a decent selling price for the ship as a whole, not a scrapmetal business. 2-) While he seems not committed to tell us if she can sail under own power to Australia (well, fair enough) - he can tell us if his breakers yard have removed essential "under own power items" from the ship such as the propeller, engine control systems, pumps etc. - items, which in the eyes of a classification company will not allow her even a “Voyage of Grace”. 3-) It would be essential to know if the Brazilean Navy sailed the ship "under own power" ower to the breakers yard. If not, did the Navy removed essential "under own power items" from the ship, before they sold - handed it ower to the breakers yard. 4-) I believe it should be quite clear to the Brazilians that we do not want a partly dismantled hulk, but a ship which can be moved (own power or towed). 5-) If it is only possible to tow her to 6-) Does the breakers yard see her as "sea worthy" for such a voyage to 7-) I believe it can be very risky to pay a depositum before we have satisfactory answers to above. 8-) Or we could lodge a depositum for the ship in a bank outside Cheers Jorgen From:Jorgen Berg To:John & Anne Larsen - Warburton - VIC - Australia ; Mette & Poul Erik Hansen - Strib - Danmark ; Poul & Carin Rønholm - Æbletoft - Danmark ; Povl Kjeld Hansen - Ikast - Danmark ; Vilhelm Petersen - Birkerød - Danmark Sent: Friday, January 12, 2007 10:10 PM Subject: Thala Dan opdatering 12 januar 2007 Kære venner, Der er ikke nogen endelig afgørelse om "vi" køber skibet eller ikke. Fpr at få hende herned til enten Melbourne eller Hobart eller begge dele, skal hun være "sødygtig" i henhold til det klassifikationsselskab som har hende. Nedenstående email fra mig til David Dodd (ANARE) viser lidt af problemstillingen. Jeg har David Doff i telefonen omkring 2 gange om dagen, og har har nu bedt den australske regering om hjælp, da der ikke rigtig er nogen der vil være sponsor på nuværende tidspunkt, med undtagelse af JL Fondet som vil tage endelig stilling til det, og hvor meget, efter midten af marts 2007. Jeg skal til en ANARE funktion i morgen lørdag, 50 års dagen for stiftelsen af den australske Davis base, og her bliver der nokmere snak om "Barao de Teffe" - "Thala Dan". De bedste hilsner, Jørgen ++++++++++++++++++++ David, Thank you for that letter re "Thala Dan" - "Barao de Teffe" . My comments are: 1-) Senor Jorge is telling us many things about scrap metal, which I believe is of no real interest to us. We want a decent selling price for the ship as a whole, not a scrapmetal business. 2-) While he seems not committed to tell us if she can sail under own power to Australia (well, fair enough) - he can tell us if his breakers yard have removed essential "under own power items" from the ship such as the propeller, engine control systems, pumps etc. - items, which in the eyes of a classification company will not allow her even a “Voyage of Grace”. 3-) It would be essential to know if the Brazilean Navy sailed the ship "under own power" ower to the breakers yard. If not, did the Navy removed essential "under own power items" from the ship, before they sold - handed it ower to the breakers yard. 4-) I believe it should be quite clear to the Brazilians that we do not want a partly dismantled hulk, but a ship which can be moved (own power or towed). 5-) If it is only possible to tow her to 6-) Does the breakers yard see her as "sea worthy" for such a voyage to 7-) I believe it can be very risky to pay a depositum before we have satisfactory answers to above. 8-) Or we could lodge a depositum for the ship in a bank outside Cheers Jorgen ----- Original Message ----- From:David Dodd To:Jorgen Berg Sent: Tuesday, January 09, 2007 8:45 PM Subject: Reply from Jorge 3-1-2007 Jorgen David, I only got your text the rest is in Cyberspace. Well, that is their first asking price, so I guess that we have to "walk away 3 times" before we get to reality. Like in the Bedouin bazaars, "special price for you mister". One could ask a ship brokering company like the Danish one - or JL - what they think should be the purchase price - with the propellers running and an 1 hr successful trial run outside Cheers Jorgen ----- Original Message ----- From:David Dodd To:Jorgen Berg Sent: Friday, January 05, 2007 5:48 PM Subject: Re The Thala Dan -Purchase Price 3 Jan 2007 Jorgen From:Jorgen Berg To:Claus Pavar - J.Lauritzen - Danmark Sent: Wednesday, January 24, 2007 11:33 PM Subject: Letter to Brazilian Navy - Thala dan Hej Claus, Her er som status på Thala Dan projektet. Efter at vedhængte brev er afsendt i rettet form til den brazilianske flåde, har de netop meddelt os at de sender et team over til ophugningsværftet for at inspicerer "Barao de Teffe" - H42 - Thala Dan. Vi skulle få deres rapport om skibets tilstand på mandag. Som du kan se af mine foreslag i brevet må jeg prøve at være meget specifik, siden jeg har lidt svært ved at forstå hvorfor hovedmaskinen til dels er skildt ad og specielt hvorfor ejeren af ophugningsværftet ikke i månedens forløb præcis har været i stand til at fortælle os hvor denne pitch propeller - vendbaree skrue er henne. Vi har set på et nyt billede at skruen ikke sad på skrueakslen. Vi vil desuden prøve at få ophugningsværftet til at give os endnu en måned til at beslutte om vi kan få hende herned. Da den brazilianske flåde heller ikke synes at hun skal hugges op, er her chancer. Vi er også ved at involvere den Australske regering plus den Brazilianske ambassadør til Australien. De bedste hilsener, Jørgen ----- Original Message ----- From:Jorgen Berg To:David Dodd Sent: Thursday, January 18, 2007 10:50 PM Subject: Re:Letter to Brazilian Navy David, Here are my suggestions for inclusion in blue and my the following suggestions for deletions in red. All in the body text. Certainly feel free to accept the suggestions or not. Good work! Cheers Jorgen ----- Original Message ----- From:David Dodd To:Jorgen Berg Sent: Thursday, January 18, 2007 9:47 PM Subject: RTe Letter to Brazilian Navy Jorgen From:Jorgen Berg To:John & Anne Larslack; mso-bidi-font-family: Arial">Hej Venner, Hermed er mine optegnelser, formet som en slags rapport, over inspektionen m.v fra "Thala Dan" og mit besøg i Rio de Janeiro i marts 2007. Rapporten er givet i draft, altså kladde, format til AIC gruppen, således at de kan tage ud af den hvad de vil i forskellige formater til brug ved forsat at prøve at rejse penge til at købe skibet for og få det sejlet herned. Det er jeg ikke indblandet i bortset fra med JL Fondet, men det er ikke let, ser det ud til. Mine optegnelser her er således ikke endt med at være den endelige rapport, og de må derfor ikke bruges til offentligørelse i blade m.v. selvom vi her har en aftale om at jeg kan sende den til andre der har med Thala Dan at gøre, det kunne jo være der ren af jer der har nogle fantastiske ideer tilprojektet. Optegnelserne er derfor kun til jeres orientering og kommentarer hvis I har nogen. Rapporterne der bliver skrevet i flere korte udgaver og nok ikke af mig, vil alle sammen være tæt baseret på teksten i vedlagte, som absolut er den største samling af fakta på Thala Dan området der er skrevet i denne forbindelse. I vil noterer at der er en del om Thala Dan''''s historie, idet der jo blandt andet skal vækkes interesse for hende som museums skib hernede i Australien. God førnøjelse med en eventuel læsning. Jeg skal nok holde jer underrettet om hvad der videre sker i projektet. Jeg er nok i Melbourne i hvertfald indtil sidst i juli hvor efter det ser ud til at jeg skal være 12 måneder ialt on-site forskellige steder i Papua New Guinea spredt over de næste 36 måneder. Det er en konsulent opgave som Maritime Sector Specialist for AUSAid og Papua New Guineas regering. Men inden den tid er dog projektet med Thala Dan nok helt afgjort, ellers må John her i Melbourne området nok træde til. Jeg kommer tilbage til enkelte af jer over de næste par dage. Jeg skal også have lavet CD''''er med de over 400 digitale fotos fra mit besøg på Thala Dan. De bedste hilsener, Jørgen Her følger Jørgen rapport fra turen til Rio. ”Thala Dan” – Findings for possible rescue. – DRAFT - by: Captain Sections: Topic 1. Preamble 2. “Thala Dan” - short history 3. Location of vessel & company 4. Inspection of “Barão de Teffé” – ex “Thala Dan” 5. General findings 6. 7. Rudder 8. Propeller 9. Cargo gear and mooring winches 10. Forecastle 11. Main deck 12. Decks aft 13. Helicopter deck 14. Cargo holds 15. Superstructure 16. Accommodation, corridors, cabins and mess rooms 18. MonkeyIsland 19. Crows nest 20. Engine room, main engine and auxiliary engines 21. Steering engine room 22. Galley 23. Tanks and piping 24. Electrical 25. Other rooms onboard 26. Work options onboard 27. Roles for “Thala Dan” after possible purchase 28. CapeDon Society 29. Competition for purchase 30. Next steps 31. “Perla Dan” situation 32. Australian situation 33. Some General Considerations 34. By towage 35. By semi-submersible 36. By own power 37. Towage / under own power - in comparison 38. Suggestions and views 39. Further details for “Thala Dan” 40. Ship Classification issues 41. Subcon repair company 42. Nordrep repair company 43. Brazilian Navy report 44. “Thala Dan” – longer history 45. Maiden voyage 46. December 1959 overview 47. “Nella Dan” 48. Polar ships and ANARE + Expédition Polaires Françaises 49. The authors Antarctic relations 50. “Thala Dan” – later years 51. Brazilian Antarctic and “Barão de Teffé” 52. “Barão de Teffé” – ex “Thala Dan” upgrading 53. “Thala Dan” - if not purchased by AIC 54. Contacts – relevant to the “Thala Dan” project 55. Author’s full style address 1. Preamble These findings are on my inspection of “Thala Dan” in Avenida breakers yard in 2. Purpose of visit to The purpose of this pro-bono visit to Brazil, with just travel costs paid, was to put a face to the possible purchase discussions, find out if “Thala Dan” in any way could come to Australia, if possible under own power, and to how that eventually could be achieved. Discussions would take place with local stakeholders in the proposed further process. At this point in time no firm promise had been made to actually buy “Thala Dan” from Avenida, since the cost of doing so, the possible work associated with the next steps, and other circumstances is basically unknown. Further, sponsor funds to buy the ship, even cover the possible next step before purchase, is still to come from interested parties. 2. “Thala Dan” - short history The polar expedition and research ship “Thala Dan” was ordered by the shipowner J. Lauritzen A/S Copenhagen in “Thala Dan” – the longer history, can be found in the last section of this report. 3. Location of vessel & company As of March 2007 “Barão de Teffé” – ex “Thala Dan” bears no name, home port or other identification. She is upright and afloat at high tide and standing on mud bottom at low tide with a slight list to starboard in the scrape yard Avenida 4. Inspection of “Barão de Teffé” – ex “Thala Dan” I arrived at Best Western Rio Copa Hotel in I was picked up from this hotel in central part of The translator, Leonado Rabelo de Morais, was Brazilian and good, having worked and studied in After the initial discussions at an associate office, we drove to Avenida breakers yard, and took a rowing boat the very short distance out to Thala Dan. This first inspection onboard took place from about 0930. Since there were no light or electricity at all onboard, only what could be seen in daylight was inspected, decks, cargo gear, some cabins, helicopter deck, bridge and Monkey Island. It was decided that Jorge would arrange for light onboard the next day, where a further inspection would take place hopefully in company with the repair company Subcon. In the evening from 1740 I had a meeting at the Rio Copa hotel with Mr. Enock Pereira da Costa from Subcon, where the ship was discussed and the subsequent ship inspection arranged with Subcon and Jorge, hopefully next day when lights had been established onboard. Enock spoke very good English and would liaise with Jorge about the inspection and lights. It appeared to be too difficult to arrange for any lights onboard for Wednesday even with a range of telephone calls and despite apparent much effort also from Subcon, so the next inspection happened on Thursday instead. On that occasion it took over an hour to come from the Avenida yard out to the ship and over an hour to come back again. That was not because of distance, but simply because of lack of organisation. Just previous to the March 2007 inspections, the Australian ambassador to 5. General findings The ship was inspected one day with daylight only and a later day with only 2 removable, seem to be 60 watt globes, rather limited for the purpose of an inspection, even we had torches with us onboard. The following views can be supported by the more than 450 digital photos taken during the ship inspection. “Thala Dan” is now 50 years old and I found her in a much better condition to look at, than I had anticipated with that age in mind. She seems to have been very well maintained while in Brazilian Navy ownership. But she has naturally and basically specially suffered the neglect, which happens with areas exposed to sun and rain, while she has been laying 4 years in a yard destined to be cut up to steel plates, and all metal from the ship sold. Because she was built as an ice strengthened polar ship, she has a strong hull and deck etc. Inside she basically looked OK, but it appeared clear that a team of common thieves at one or more points in time have rummaged through the ship trying to find anything of value to them which they could steal, so she looks just very messy in the accommodation. 6. From outside, the hull looks much better from bow to stern, than on many trading bulk carriers, I have seen lately. The paint seems basically intact and with not much rust. While there are barnacles, there are not excessive and mostly only concentrated on the aft section of the ship’s hull, again to a far less extent than I have seen on many ships. Of course under the low water waterline standing on the mud bottom of the bay, the outside hull situation could not be seen during this inspection. From inside the steering room, engine room, all 3 cargo holds and down in the storage rooms under the forecastle, the hull plates looked well maintained with good paint coverage and generally no rust. 7. Rudder The rudder could not be inspected being completely under water. The associated steering engine appeared in a very good condition with no rust on the two cylinders and paint and hydraulics intact. The rudder seems placed a few degrees away from midships according to the indication on the steering engine. 8. Propeller On one of the original photos sent earlier to AIC from 9. Cargo gear and mooring winches The cargo gear including wires seemed to be in a good condition with some tarpaulins still covering the winches at hatch # 3. The electrical circuit and parts or the running of the winches, could not be tested with no power onboard. The anchor winch and mooring winch aft looked in a particular good order. 10. Forecastle This area seemed in a remarkable good condition with generally a good pipe condition down to tanks and not much rust on the deck. The storage rooms under the forecastle were in good condition with good painting and basically no rust or corrosion seen neither on the hull plates. As with most of the ship, an abundance of spare parts, cargo gear etc, were still on the shelfs in these storage rooms. Ladders up to the focsle from the main deck have at one stage been partly replaced by aluminium ladders. But that have made the situation worse, and these 2 ladders, or rather the rest of them, are very dangerous, and needs to be replaced or new steps welded onto them. 11. Main deck The main deck / weather deck had suffered most from 4 years of rain and sun. It was very rusty with large flakes, but mostly easy to remove just with the foot. The bulwarks on the sides of the main deck as extension of the hull upwards, were equally very rusty with a lot of loose paint and rust scaling. However, I believe that a sandblasting followed by painting can restore these parts. 12. Decks aft Basically all decks aft were under cover and in much better condition than the exposed main deck. The decks above the main deck aft were seen in a reasonable condition, with not much maintenance, if any, required at this stage apart from a little repair in one spot. 13. Helicopter deck The helicopter deck was like the main deck very rusty and basically needed the same treatment. The Brazilian navy had extended the helicopter deck aft at on stage, in order to comply with helicopter safety requirements. It is also noted that the type of helicopters used during their Antarctic service changed to bigger helicopters. 14. Cargo holds I was surprised about the good condition of the cargo holds, having expected lots of rust and scaling paint. But at this stage no real maintenance seems to be required, not even if “Thala Dan” is to find herself in a position to load a non sensitive general cargo to Australia if under own power and in class. The ladders down to the cargo holds had loose steps were welding would be required 15. Superstructure I general the super structure appears not to be rusty on the outside, neither on the inside with few exceptions where rust have been running down from other items. No real maintenance would probably be required for a trip to Australia, but the windows to the cabins etc. and their rubber seals would need to be checked and some maybe replaced in order to avoid water damage inside. 16. Accommodation, corridors, cabins and mess rooms The corridors and basically all cabins looked messy. A navy officer in the Subcon team attending the inspection assured me, that the navy did not leave the ship like that, and it also appeared evident that a team of opportunistic thieves had been throughout the accommodation to see if there was anything easy to steal. But the mess is no more than a cleaning gang in a couple of days can take well care of and eventual small repairs to the accommodation can also easily be taken care of. Where there were no apparent items of interest for thieves, like in the mess rooms the condition were surprisingly good as can be seen on the more than 450 digital photos taken. Also this area had apparently been visited by thieves but it is hard to say what have been removed by them or by the Navy before handing the ship over to the breakers. Some equipment, especially radio equipment, was clearly missing and I suspect that newer equipment including radio and radar was taken away by the navy on purpose, thast being classified material. “Thala Dan” also i.e. has the really old direction finder in the chartroom. 18. MonkeyIsland This area above the bridge were seen in general good condition and with the range of antennas and old equipment a maritime museums delight. She still has a satcom, appear to be a Standard A antenna, onboard. 19. Crows nest The crows nest was not inspected due to the potential dangerous ladder situation as described under cargo holds. The crows nest door had been left open since the last person visited there whenever that was. 20. Engine room, main engine and auxiliary engines The engine room itself appeared in good condition with no sign of flooding at any stage. Paint was generally in good shape indicating no obvious fire or other damage to the piping or hull plates. Many places were fitted with newer electrical cables. The newer 2 Frichs auxiliary engines installed in Frederikshavn Shipyard in 1975, when the extra passenger deck was put in, appeared in good shape and could probably be ready to run after a check on the electrical circuits in the engine room and rest of the ship. The main engine is in a state of sudden disrupted repair with all the 7 pistons taking up from their cylinders and rested on wood beams just above. It appeared in the middle of a process of a scheduled, but major main engine overhaul not yet finished. A situation apparently exists with a damage probably crankshaft bearing, but I could not see that. I refer here to the more detailed attached report made by the inspection team from the Brazilian navy. I can add the some main engine parts taken off appeared to be placed temporarily in other parts of the engine room. The scope of repair needed to the main engine is not known to me or to Subcon and this area could be the major factor in the cost of bringing her to 21. Steering engine room Appeared in very good condition compared with her age, as in the other respects. It was well maintained and painted, with apparent good piping and electrical circuits. The steering engine in particular appeared in good order. 22. Galley It appears that the Brazilian Navy has installed a new and bigger galley obviously to cater for the allowed max 84 persons onboard. Much of the equipment even the old from 1957, were still installed and appeared intact. 23. Tanks and piping There is no bunker oil onboard of any kind, all being removed by the navy before sold to Avenida. It is not known if there is water in some ballast tanks. No tanks were inspected but two bilges were open and looking inside with lights, they appeared to be dry and in an ok condition. 24. Electrical After more than 4 years without power onboard, it cannot be known what condition the various electrical systems and cabling are in neither in the engine room, the accommodation, to the deck and winches etc. It could be a surprise one way or the other. The cables, which could be seen, were generally not rusty, but covered in paint with no clear water damage. Subcon advised that it could be hard to find needed spares for the old DC electrical system, and suggested that some complete renewal would be better and cheaper. This could be the option in an under own power situation was chosen. However, as a pure museum ship in 25. Other rooms onboard It was surprising to see that the ships laundry still had all the Danish original Nyborg industrial washing machines installed. But if they still worked, could not be tested, however there were no indication that they were not working. Storage rooms in abundance were generally in good order. 26. Work options onboard Voluntary work has seriously considered not only for crewing (yacht) but also for bringing various parts of “Thala Dan” up to scratch and as she was under the ANARE charter as far as possible. But no changes or any additions the Brazilian navy has made should be removed or altered. 27. Roles for “Thala Dan” after possible purchase AIC wants to get “Thala Dan” down to --- Sailing museum ship to various Australian ports, towed or under own power. --- Scientific sailing ship under own power around the Australian coast. --- Sailing in a scientific capacity to Antarctic waters if she can be accepted into an Ice class like Lloyds 100 A1 Ice Class 1, which is the ultimate she can achieve, but likely to be expensive in refitting. In a downgraded role earning an income while a museum ship, she maybe could be considered as a backpacker hotel ship for a while with upgraded fire and safety system, laying alongside a wharf. She has a current bunk capacity for 84 persons and storage rooms and galley to service a high number of people. 28. CapeDon Society Discussions should take place with Cap Don Society in 29. Competition for purchase Enock told me at the Tuesday 20 March meeting, that an American company recently had expressed an interest in buying “Thala Dan” and convert her into a supply ship for offshore oil drilling rigs. They had people inspecting her at the Avenida yard, but found her not suitable for that purpose. I will certainly agree with that and without an inspection, because she has very slow mooring and cargo gear and will roll in any swell or moderate sea with her round bottom and no stabilisers. But in general the saying goes in 30. Next steps Brazilian situation - Subcon advises that if the Australian Intermediate Committee (AIC), here represented by the Royal Society of Victoria, decided to go further with the process of buying “Thala Dan” for the subsequent transfer to Victoria, Australia, as a museum ship or whatever, then Subcon would very much like to be the repair party making her ready for the trip. It was not possible during the inspection to really get a detailed idea of what was needed to get “Thala Dan” ready. Subcon (Enock) proposed that Subcon would need up to 2 weeks detailed inspection to give the AIC a list of repairs, maintenance and preparations needed as required by a classification company to be decided and advised. Subcon would give detailed cost and time for repair and quotations, so AIC could again decide if they again were in a position to go ahead with getting “Thala Dan” to 31. “Perla Dan” situation When looking at the situation of getting an old polar ship back into service, I must mention the case with the “Perla Dan”, which according to a description from a Second Officer onboard that ship, was laid up in http://www.treklens.com/gallery/North_America/Canada/photo111480.htm . “Perla Dan” in J. Lauritzen ownership, went to the Antarctic for the British Antarctic Survey at one stage. It must be possible to contact the relevant authorities and hopefully get some indication about the problems or opportunities being faced at that time, should AIC which to proceed. 32. Australian situation The AIC’s 4 months effort to raise sufficient funds from sponsors to get “Thala Dan” to Australia, has so far been very difficult and not with the luck which had been hoped for at this stage. The exception is the J. Lauritzen A/S Foundation in The major reason for the lack of received or promised Australian funding from private sponsors and or from the AustralianState or Federal government, could be that there until now has not been a clear, concise and worked through due diligence report with clear bottom line figures for the fulfilment of this “Thala Dan” project. While my inspection goes a little way towards that, a detailed inspection by a repair company like the Subcon Brasil, with bottom line quotation figures, should fulfil the final requirement in a due diligence situation. 33. Some General Considerations It must be kept in mind that there are at least 3 options for the “Thala Dan” transfer to 34. By towage If “Thala Dan” is just going to be used solely as a museum ship in 35. By semi-submersible If “Thala Dan” would loaded onboard a semi-submersible ship, then she would first need to be towed, hopefully a very short distance, out to deeper but sheltered water, best a bay or inlet, where the semi-submersible would have enough water to ballast down to the required meters under the water surface and with sufficient under keel clearance. Then 3 or 4 tugboats would have to hold her in position, while the semi-submersible pumped out her ballast water and came up under the hull of “Thala Dan”, and so loading her then welding her onto the semi-submersibles weather deck for the voyage to Australia. Not much preparation work would be required onboard “Thala Dan”, but a bit of extra welding work on the cargo deck of the semi-submersible ship would be required due to the very round bottom on “Thala Dan”. Wrecks, damaged warships, barges and specially oil drilling rigs have been transported that way around the world. This transport is very expensive and much preparation with tugboats and deep water in both ends would need to be taken into account. 36. By own power However, if the thought by AIC is that “Thala Dan” eventually, or in conjunction with being a museum ship, should become a scientific expedition ship around Australia and even as such, also sail to Antarctica at stages, then she will need to sail under own power already from Rio. No doubt that will be the most expensive option, but then allow her to continue to sail around in Australian waters 37. Towage / under own power - in comparison It is not feasible to tow her from Rio to say 38. Suggestions and views As said it should be psychically possible to bring “Thala Dan” back to a condition where she can sail under own power or to be towed back to I have discussed this with Subcon in some details and they demand about 30.000 to 40.000 USD for a detailed inspection and testing which would take up to two weeks. Then Subcon, Enock Pereira, would produce a report with detailed cost and time. I requested that if AIC go ahead and accept this proposal, then repair and replacement would have to be to a, to be named, classification society’s standard for the tree modes of transport/transfer to 1-) Towed to But no special maintenance such as rust removal and painting. This in my view would be the cheapest option to get “Thala Dan” to 2-) As in 1-) but cleaned up inside, rust on decks weather deck and helicopter decks removed by sand blasting and painted, bulwarks repaired to class requirement sandblasted and painted. 3-) Repaired, and made acceptable to class for sailing under own power to It could be that there is an option of sailing her in a “voyage of grace” situation or class her as a “yacht” giving more flexible manning. 4-) Fully reconditioned and fully accepted in class for sailing under own power to 5-) As for 4-) but also with the full ship treated for rust and painted in the old polar colours, crème and red. 6-) Then offcourse just as is, but with all derricks down in their cradles, loaded on the cargo deck of a semi-submersible ship. It would be a substantial charter hire for such a ship, but virtually nothing needed to be done to “Thala Dan” before loading. 39. Further details for “Thala Dan” If the navy yard in AIC would like to have all work checked if possible by Aalborg Industries representation in Pre-delivery trial run for a day outside Refuelling cost, bunkers, and provisions for the trip with the manning chosen if any, and if not as a dead ship, or onboard a semi-submersible. AIC will engage a shipbroker for the purchase of the ship, if she is going to be purchased. 40. Ship Classification issues After 4 years in lay up or rather laying at a breakers yard, “Thala Dan” must be classed before she can be towed or sail to Australia. It is probably best to get her classed in a local Brazilian classification society, since they need to access her condition while being repaired and get the equipment onboard for the trip to Of course, if she is fully admitted to class, she may be able to carry cargo and passengers on the voyage to “Thala Dan” may be exempt for some of that is she can be classed as a yacht. Many Classification Societies will not accept a ship the size of “Thala Dan” as a “yacht” but there are for example no apparent such restrictions from the Gibraltar Register. Some demands may be excluded by class if she will be undertaking a last “voyage of grace”, that is a single non-commercial voyage from Rio de Janeiro to Australia with no cargo onboard and no passengers, and some other conditions fulfilled. However it is important to keep in mind that in all these instances she must be seaworthy. If “Thala Dan” is going to be doing scientific trips into Antarctic waters, then she will need to be i.e. classed in Lloyds 100 A1 Ice class 1, where she was classed from new and while in J. Lauritzen A/S ownership sailing for the French and Australian Antarctic Expeditions as well as to The AIC needs to be clear and confident about which role(s) “Thala Dan” needs to undertake after arriving in Australia, before deciding under which format she is to undertake the trip to Australia. Since I estimate that in total it will be more expensive to be repaired and sail under own power, AIC also need to be clear where the funds for her repair, classification and insurance cost and cost of sailing to Australia, should actually come from. But it is remarkable that after 4 years with no power onboard for pumps etc, that there is no notice able water in cargo holds or engine rooms or superstructure, apart from a bit of water in one cargo hold where rain has been able to come in through a hatch cover slightly open. 41. Subcon repair company Subcon was established in 1996 and was formed by engineers and technicians from the Brazilian Navy shipyard in 42. Nordrep repair company Upon my return to 43. Brazilian Navy report Below is the Brazilian navy report from an inspection they did onboard “Thala Dan” / “Barão de Teffé” on 24 January 2007. The report is presented as received from the Australian consular staff who translated it from Portuguese to English, but with a few maritime and technical expressions too difficult to translate. My only comment to the report here is that where rust treatment and paint is recommended, that is not necessary for a trip to BRAZILIAN NAVY REPORT ON THE INSPECTION TO THE EX-NF/NAPOC "BARÃO DE TEFFÉ"
Under decision of the Naval Operation Command (ComOpNav), a group of militaries and one civil member of the Department of Ports and Shores (DPC) and also the Department of Hydrography and Navigation (DHN) was set with the aim of inspecting the hull of the ex-NF/NapOc "Barão de Teffé" in order to verify its current state and the possibility of doing a return journey to Australia. Once in 2. GROUP OF INSPECTORS The following staff took part of the inspection group and will provide further information in the future: - CF Alberto Pedrassani Costa Neves (NHiSirius) - Naval Inspector, Engo Juarez Maia de Carvalho Junior (DPC) - Naval Inspector, CT (EN) Fernando Emanuel Cavalcante Benites (DPC) - CT (QC-CA) Fabio Santana Sobrinho (GNHo) - 3°SG-MO-SN 86.4887.16 Hamilton Silva Ferreira de Oliveira (NHiSirius) - 3°SG-EL 87.2978.92 Mário dos Santos Silva Junior (NHiSirius) - CB-MC 00.0173.96 Lenilson Alves Fernandes (NHiSirius) 3. SCOPE OF THE INSPECTION The following aspects were evaluated during the inspection: - Governance system; - Propulsion; - Energy generation; - Communication and navigation; - Anchor equipment; - Oil and water supply tanks; - Structure; - Damage control; - Auxiliary machines and pumps; - Water proof; - Lighting; and - Habitable state. 4. RESULTS OF THE INSPECTION The inspection was done on 24 January 2007, from 9.45 to 12.00. The inspection was visual and superficial, due to the fact that the vessel has not been active since its decommissioning in 2002. Moreover, the vessel has no conditions of generation or receiving ground energy, which raised difficulties to the completion of the assessment. In general, the vessel is complete, exactly as it was sold by the Brazilian Navy. The areas and external decks are much affected by time, given the large period without maintenance. The internal compartments show better conditions. Corrosions were the only damage observed in the compartments due to salt water leakage, mainly in the engine area. According to the actual owner, Mr Jorge Xavier, the Vessel Plans are available at EMGEPRON since the date of the purchase of the vessel. There are also documentation and the plans of the vessel aboard (in the Chief Mechanics cabin and the dry laboratory), which might be useful for recovering the ship. As far as we could assess, we can inform the following about item 3: a) Governance system: the rudder machine hydraulic system (picture 2), is apparently in good state of conservation, the hydraulic cylinders are clean, the pumps have a good external aspect. Initially, it would be necessary to flush the system and repair the direction valves and hydraulic pumps. A giro-piloto, in the passageway, needs refitting and the main rudder is out of place. b) Propulsion: i) Main combustion engine (MCP) and shaft line: all inspection gates are open (picture 3), all bearings covers and metal sleeves were taken away, some of the networks of the lubrication system were taken away, the seven pistons are suspended in the upper part of the cylinder with a wooden support (picture 4) and all headstocks and exhaust valves were also taken away. All stub axles of the off cranks are covered by grease, however it is clear that the damages that caused the lay up of the vessel in 2002 are still there (picture 5). The bearings covers, the lubricant oil system and other pieces which were taken away from the engine, have not been replaced yet due to lack of lighting. As far as we could observe, the exhaust valves found are the same ones left in the ship when it was sold. They are below required density and not appropriate for operation. The intermediary bearing of the shaft line was found dry and needs repair, if it is to be used. The shaft cover is not leaking. The flywheel is apparently corroded and it will need a detailed assessment in order to verify its state. O caixão de ar de lavagem is open and dirty; however, as far as we could note, it does not present any problem. ii) Controlled pace propeller (HPC): not much was observed in the HPC system. The oil cooler is well in place and the direction valve control is installed, however the transmission system should be verified because it is composed of various bearings and bushings near the frame may have been soaked by salt water. c) Energy generation: i) Auxiliary combustion engines (MCA) 1 e 2 (picture 6): apparently, both are in good state, and the inspection gates of the injection pumps are open. As far as we could observe, all components and accessories are in place. For a more detailed verification, we would have to open the equipment. As far as we could see from the outside, the continued current flow generators (CC) are in good state, however an inspection and maintenance are recommended due to the time it has been there. ii) The main electrical panel (picture 7): it presents good conditions, however it needs a clean up, tighten up the bus bar, tests to the breakers, continuity and isolation tests on the electric chains; iii) DGE (picture 8): apparently, it is complete and in good state of conservation. However, an internal inspection is recommended. O demarrador de controle needs to have all electric contacts changed and a general refit; and iv) The ground energy reception panel and the converters are, apparently, in good state. d) Navigation and communication: the passageway is not operating, it is damaged (picture 9), and many of its components are out of place. The vessel lacks the compass, navigation systems and there are some other communication components in bad state. It is necessary to recondition the ship in order to navigate safely. However, the installations are in a reasonable state, easy to be repaired. e) Anchor equipment: the lifting machine (picture 10) and the aft capstan (picture 11) are, apparently, in good state, however it will need to be repaired. The electrical panels are not working due to rust and bad state of conservation and it needs to be repaired. Chains and anchors are found in good state, however, it needs to be painted; f) Oil and water supply tanks: it was not possible to have a safe access to the internal area of the oil and water supply tanks for verification. g) Structure: i) the internal part of the hull above the waterline presented a good state of conservation (pictures 1 and 12); ii) The main deck of the vessel presented a superficial wastage due to corrosion, and it needs mechanic refitting and painting (pictures 13 and 14); iii) Plating and internal structural reinforcements of the ship’s side and bulkheads are clearly in excellent state of conservation, and the painting is intact (picture 15); iv) Os escovéns present superficial corrosion, and needs repair and painting (picture 16); v) The dock lines located at the main deck have lost material due to corrosion, and it needs superficial treatment, denseness measurement and inspection to the bead for traction resistance verification (picture 17); vi) The vent pipes located at the main deck have its plating penetrating pieces worn out due to corrosion (pictures 18 and 19); vii) The life boat’s supports are in good state of structural conservation, however, we recommend operational tests with the bearings and halyards; viii) The life boats[1][1] are in good state of conservation, the BE one was lifted and fixed to the support (picture 20), and the BB one is in the water (picture 21); ix) The structural reinforcements of the bulwark all over the deck need to be repaired/ replaced due to the degree of damage by corrosion (picture 22); x) The cargo hatch need superficial repair and painting (picture 23); xi) The ladders of portaló need to be dismounted, inspected and repaired; xii) the ladders that lead to the foredeck need structural repair (picture 24); xiii) the horns located at the main deck need superficial repair and painting; xiv) Convôo: its support structure is in excellent state of conservation, however, the upper side needs to be painted and superficial repair (picture 25); and xv) The basis of the capstan and winches are in good state of conservation (picture 10). h) The damage control needs the following: i) General repair to the fire network and replacement of valves; ii) Acquisition of material of CAv; iii) Recharge the fire extinguishers; and iv) Fixed system of CO2 has oxidised and needs to be repaired. i) Pumps and auxiliary machines are apparently in good state, however they need new bearings, isolation test and refit its panels. Some starting controls are totally dismounted, others are apparently in good state, however, and the controls need repair. i) Fresh water and salt water: it needs a general repair; ii) Fire: it needs a general repair; iii) Sewerage: needs repair; iv) Lubricant oil, diesel, transference, purifiers: need general repair; v) Networks and engine room valves: need general repair; vi) The pumps of the hidróforo system (salt water, fresh water and reserve) are not in place; vii) The drain pump and ballast (BEL) were found in advanced state of corrosion, the piano of valves and security valves are completely corroded, the pumps need a general repair, given its main function which is to keep the sewage out of the engine room during the journey; viii) The main pump of the fire system (CARGO-OIL, picture 26) is partly immersed, all valves below the frame level are immersed, the electric engine, due to its size and operation characteristics, need a complete verification of its brush system and bearings; ix) All pumps, electric engines and start controls which were not mentioned should be dismounted for assessment of its current state. j) Water proofing: the valves need inspection for assessing the origin of the water. According to local staff, there are around three areas where the water is entering; k) Lighting: apparently, the lighting circuits are operating, however this can only be confirmed when we refit the generators or when the vessel receives ground energy; l) Habitability state: i) Kitchen (picture 27): resistances and electrical circuits need to be repaired; ii) Toilet: are in good state of conservation, however, the sanitary system needs to be repaired; iii) Cabins (pictures 28): are in good state of conservation, however, need mattresses and sheets; iv) Refrigeration and central air-conditioner: apparently, the compressors are damaged by corrosion and salt water. It needs to be dismounted for a detailed assessment of its components, electric engine and refrigerating compressors. The electrical panel needs repair; 5. CONCLUSION Apparently, there are two possibilities for the boat to sail back to a) General reconditioning of the components to be done in a national ship yard, and navigation by its own power; b) Recover water proof and floating capacity, and tow the vessel back. Although it was a quick assessment, using the knowledge on the vessel acquired before its decommissioning, we concluded that it is possible to repair the vessel and sail it back to All options will require a verification and certification from the Classifying Society. In the case of towing it back, the specific procedures should be followed according to the ruling below, NORMAM – Brazilian Maritime Authority Rules – 08/DPC – Traffic and permanence in Brazilian Jurisdictional Waters (AJB), Chapter 2 item 0203 - "Clearance": "e) "Special procedures" 3) Clearance of Damaged, Inactivated, Out of Class, Hulls and Floating Wreckers with more than 500 AB: Clearance of a ship from a national port, which are unable to operate by its own power, will be considered a special cases, similar to aos cuidados de operação de assistência e salvamento, a todo risco (NORMAM-16/DPC e Lei no 7.203/84), devendo ser apresentados, tempestivamente, para análise e aprovação da AM o seguinte: a) etc), elaborado por um “SALVAGE MASTER”, identificado, contendo o seguinte: I) Cronograma dos eventos que apresente todas as etapas da faina, de modo a garantir a segurança necessária durante a operação; II) Obrigatoriedade de emprego de um rebocador acompanhante (“ESCORT TUG”); III) IV) Derrotas que evitem águas adjacentes à costa brasileira, reduzindo ao máximo o potencial risco ambiental. b) Ratificação do Especializada atestando a water proof e flutuabilidade do dispositivo a ser rebocado; e c) Garantia oferecida por Clube P&I, atestando cobertura para remoção de destroços - Wreck Removal e cobertura de responsabilidade civil - CIVIL LIABILITY. As coberturas do Clube P&I exigidas pela Autoridade Marítima Brasileira são obrigatórias nas fainas realizadas dentro do mar territorial brasileiro, sendo recomendado manter essas garantias nas demais áreas fora do mar territorial. Os casos omissos neste subitem serão tratados, individualmente, pela Autoridade Marítima." Annex: photographic file. ALBERTO PEDRASSANI COSTA NEVES Capitão-de-Fragata Command NhiSirius ELECTRONIC SIGNATURE JUAREZ MAIA DE CARVALHO JUNIOR Vistoriador Naval da DPC ELECTRONIC SIGNATURE FERNANDO Capitão-Tenente (EN) Vistoriador Naval d _________________________________________________________________________
Sidste nyt
|
