Sea Diamond

SUBJECT: Weekly report of observations of oil recovery operations from the wreck of the K/Z "Sea Diamond" NP 1184
Mr. President,  Pursuant to your verbal order and the instructions of the Legal Advisor of the DLTH, Mr. Stylianos Papandreopoulos, I bring to your attention the facts that I observed and gathered, which, however, due to the complexity and specialization of the matter, I suggest that they be cross-referenced and confirmed by the corresponding data of our Technical Advisor of the National Technical University of Athens whose representative monitored and recorded all the work so far, the observer of the Port Authority of Thira as well as from the ship's bridge logbook.

  Monday 18/05/2009 
After a series of equipment tests the visual inspection began using the work class ROV targeting the wider zone around the wreck. Then a check was made on the existing moorings as well as on the moorings of the anti-pollution dam that exists above the wreck. Until now, in the previous audits, the surrounding area had not been audited. The existence of objects from the wreck on a relatively small scale was found. The inspection of the moorings and antifouling barrier is carried out for maritime safety  in all respects and with the agreement of all. Comments in relation to the schedule of the submitted decommissioning plan: A thorough inspection of the existing moorings and antifouling barrier is carried out for maritime safety reasons, i.e. it must be ensured (a) that Vos Satisfaction will be able to moor safely at two points within a barrier and (b) that the barrier will not interfere with the work. The inspection of the moorings started from the B section of dam. It was found that the anchor of the B anchorage has not "caught" on the bottom, according to the captain of the Vos Satisfaction he cannot use it as it is now. The captain's proposal is about dropping a different type of anchor that can ensure the safety of Vos Satisfaction. The safety of everyone involved in the business comes first. As far as the dam's moorings are concerned, they seem to be holding up, although visible strain can be recorded in some places. The visual inspection stopped a mooring prior to the mooring in the South part of the antifouling barrier. It is noted that in several places during the visual inspection parts of the anti-fouling barrier that was attached to the Sea Diamond during the development of the incident 2 years ago were found on the seabed. 

Tuesday 19/05/2009 
During the inspection of the moorings, it was deemed appropriate for safety reasons to carefully check the possibility of stabilizing the business vessel.  For this reason, a suitable tug was invited to come for the relevant inspection.   About 15 casks were removed above the wreck mainly from the radar area in the bow. Buoys tied to the wreck were also removed as they would have hindered the smooth operation of the operation. A preliminary visual inspection of the bow section and in particular the bow sections of the superstructures of the wreck for oil leakage was done using the ROV cameras. The ROV inspected a significant number of potential oil escape points such as windows, cracks, etc. It is noted that the above inspection of the ROVs was done in the context of test filming and is not included in the operations of the general investigation / filming of the wreck. Remarks in relation to the schedule of the submitted of drawdown plan: The delay is due to the master's requirement to check the dropped anchors in the ship's loading. During the relevant inspection of the anchors, there were doubts both about their ability to withstand the load and their exact orientation. The inspection of the anchors with a suitable ship that will carry the relevant load is done for safety reasons.  The wreck has been cleared. partly on the upper decks from materials that can make the work difficult (ropes, cables, etc.)  and the space is safer for the execution of future work. During the test preliminary visual inspection of the specific parts of the ship, no oil leakage to the surface was detected. 
 
Wednesday 20/05/2009
 Today's mission actions involved repositioning the anchors. The repositioning of the four anchors was carried out for the following reasons. The first reason concerns the optimal orientation according to the needs of the business and the second their positioning in such a way as to cope with the loading levels of the ship during the decommissioning process. The specific tests are scheduled for the following day. Comments in relation to the timing of the submitted dewatering plan: The delay is due to the requirement of the master of VOS SATISFACTION to reposition and re-check the anchors in the ship loading and waiting for the trailer for the relevant check. According to information from the operations manager, the ATLAS tugboat will be in the maritime area of the wreck tomorrow Thursday (21/05/2009) at 07:30. exhaust but they cannot be evaluated until after tomorrow's tests with the use of the tug. 

Thursday 21/05/2009 
Complete repositioning of the anchors on the two sea anchorages and strengthening of the land anchorages (Old Mine NE and three rocks SE).  Perform strength checks on all four anchorages (2 at sea and 2 on land) using of R/K ATLAS. Visual inspection using the ROV at the anchor of the B mooring. The control of the moorings is done for reasons of maritime safety  .  Comments regarding the schedule of the submitted decommissioning plan:             The existing moorings using P/C have been thoroughly checked for maritime safety reasons, i.e. it must be ensured that VOS SATISFACTION will be able to moor safely at two points within a barrier to the intended operation is carried out. Possible delay of about 2.5 days.            The B mooring in the sea responded to the test by the R/K and a visual recheck of its anchor was decided . The N sea mooring failed the test by R/K (at 20t load it moved about 5m) – Environmental Protection Engineering took responsibility to fix it by the next day so it could be re-checked. The NE land mooring (Old Mine) met the test from R/K. The SE land anchorage (three rocks) was responded to by R/K ATLAS. All of the above is done to protect maritime security. When this stage is completed the next step is to enter the VOS SATISFACTION inside the antifouling dam area. 

Friday 22/05/2009 
Repositioning of the anchors in the 2 sea moorings: in particular with the help of the R/K ATLAS   and the M/V AEGIS, the S sea mooring was safely established (it is now "tied" to the pier of the aggregates of the port of Athens). Also changed anchor in B berth with new anchor provided by M/V VOS SATISFACTION. Both moorings were then tested at sea with the help of the ATLAS R/K.  Remarks in relation to the schedule of the submitted decommissioning plan: The existing marine moorings were repositioned and thoroughly checked using the R/K for reasons maritime safety, i.e. it must be ensured that the VOS SATISFACTION will be able to moor safely at two points when inside a barrier, in order to carry out the intended operation. Logged about 4.5 days delay.B sea anchor repositioned – anchor use. In the first test it did not respond to the test, immediately a second test was carried out in which the B mooring showed a marginal response (the test had the same specifications). The N mooring was redeployed (now "tied up" onshore as well) and then responded to the test by R/K. The above is done to protect maritime security. It is estimated that by tomorrow at noon the M/V VOS SATISFACTION will enter the area of the antipollution barrier.

 Saturday 23/05/2009 
Scheduled preparatory operations of the Plan are being carried out with little delay. Entry of the vessel M/V VOS SATISFACTION to the inner perimeter of the anti-fouling barrier. The  M/V VOS SATISFACTION, with the same means, entered with the stern from the northern gate of the dam to the inner perimeter of the latter.  Followed  the vessel's mooring operations at the four moorings in which the T.P.P. with the boats AKTAIA and PSAROMATIS. The order of priority adopted during mooring was the following by mooring: N. mooring, S. mooring, NE mooring, SE mooring.  After each mooring there was a final strength check of the specific mooring.  Remarks on in relation to the schedule of the submitted recovery plan: The operations related to the entry of the vessel inside the antifouling barrier as well as positioning it safely and accurately over the wreck were carried out in one day according to the submitted recovery plan. During the  the same day, it was planned to start the underwater investigation operations with the aim of detecting disturbing materials in a radius of 100 meters around the wreck, but these were postponed to the next day. Their relocation was decided due to the longer duration (justified for safety reasons) of the previous mooring and strength control operations. The entry of the vessel was made with the stern at the choice of the captain of the  M/V VOS SATISFACTION in order to facilitate its mooring at the moorings. After the successful completion of the  first mooring and its strength control, it was deemed necessary (in consultation with the T.P.P.) to enter the vessel AKTAIA inside the dam to assist with the mooring at the next 3 moorings. The mooring and strength operations of all four moorings were successfully completed in 7 hours.  

Sunday 24/05/2009 
Planned operations are being carried out with little delay. The general underwater investigation of the wreck began with the use of the multi-beam sonar which was used to detect disturbing materials - objects within a radius of 100 meters around the wreck. With the completion of the above investigation, the area in question was deemed safe for the two ROVs (ROVs) of DRONIK that carry out the video recording/investigation to approach. The largest of these was fitted with a detection device to detect a concentration of hydrocarbons. The forward part of the wreck, its port side and the upper decks with access above the wreck were inspected.  For the inspection of the forward part both submarines were used at the same time while for the inspection of the port side they were used on a case-by-case basis depending on the needs of the investigation.  The control of the left side of the wreck was carried out with longitudinal access and in such a way that each deck was checked twice (1 access from bow to stern and 1 access in the opposite direction) . For the inspection of the upper decks, access was made above the wreck from the stern to the air conditioning cabin and the chimney. Comments in relation to the schedule of the submitted decommissioning plan: The work of the general underwater investigation of the wreck according to the submitted Plans were scheduled to be completed in one day. This was not possible due to the large number of new finds, the detailed video recording of the areas reported and above all the dedication to identifying the points of possible oil leakage. During each approach, the submarines stopped for a more detailed check of the areas of potential exploitation of the submitted Plan. The same was done at the points where important findings were found (large deformations, traces of oil, magnetic marks placed in previous surveys, cracks on the outer surface). The investigation lasted 10 hours.   The control of the right side of the wreck was not possible to start on the first day and will be done the following day.  Monday 05/25/2009 Planned operations are being carried out with a short delay. The general underwater investigation of the wreck continued with a thorough inspection of the starboard side of the wreck and an inspection of the stern. The area around the 1st  probable exhaust point (bow, deck 8) of the Plan and the area on the upper decks of the aft section where a concentration of hydrocarbons was detected during yesterday's investigation were also re-inspected. With the completion of the investigation work, the video recording of the large crack detected on the left side of the wreck during yesterday's investigation, which according to DRONIK had not been detected in any of the previous underwater investigations, was replayed. (It was ordered by the legal advisor Mr. S. Papandreopoulos that all relevant findings of the identified fault on the left side be collected and preserved). Then a meeting was held between those present (DRONIK, NTUA, D.LT.THIRAS, LOUIS, Coast Guard) where it was agreed that DRONIK would submit a written report with a re-evaluation of the condition of the wreck and a proposal for the further progress of the recovery operations . It was also agreed that until this report is filed, no work on drilling holes in the wreck to install the hot-tap tool will be done. to begin.  Observations regarding the schedule of the submitted decommissioning plan: Today the work of the general underwater investigation was completed which lasted a total of 2 days. In the Depletion Plan it was foreseen that these would last 1 day.  The delay was considered justified by DRONIK for the following reasons: 1.      The investigation covered areas that had not been examined in previous surveys (lower decks, bottom). 2.      It was deemed necessary to re-examine areas where there are possible depletion points that were originally foreseen in the Depletion Plan (eg 1st point, Club Maritime) as and areas where an increase in hydrocarbon concentration was observed by the detector (black light).  3.      Thorough investigation to find places with obvious oil leakage.4.       The large deformations and the presence of debris near the outer surface on the starboard side of the ship made the videography task difficult. 5.      It was deemed necessary to make several close downloads. Many of these shots were taken from the rim of cracks and of broken windows with a view to the interior of the wreck.   The inspection of the starboard side was done with the same method followed for the inspection of the port side (double longitudinal accesses per deck. For the upper decks use of the large ROV while for the bottom and the bottom the small ROV was used.  It is clarified that today 26/05/2009 the company DRONIK MARITIME CONSULTANS Ltd is going to file a report that will contain the reassessment of the state of the wreck after the general investigation that preceded it. This report is expected to be forwarded to the National Technical University of Athens together with the relevant video recordings and the reassessment of the state of the wreck by DRONIK which are described in order to reassess them.   Sincerely  Saliveros Mattheos