METHOD
Anti-pollution booms placed around the vessel to serve the dual purpose of pollution control while demarcating the work area.
March 2007:
The St Enogat was a ship with far superior mass to that which we had seen
before in the Southern Harrier. Mid June 2007:
We went about the process of sealing off the vessel sufficiently to assist
the harbour crane's 200 ton lifting capacity.
End July 2007:
Ongoing research and surveying of the wreck revealed evidence that the internal
bulkheads and decks had either and often both, been tampered with to the extent
of removing them in order to gain access to the internal chambers within the
vessel or otherwise corroded away, ultimately causing the necessity for extensive
repair work, in order to seal off the holds.
With the wreck having been sealed sufficiently to partially float, large amounts
of debris were discovered, burying the stern section and restraining any attempts
made by us to right the wreck, introducing the activity of dredging and clearing
of obstructions deposited on the wreck.
End August 2007:
Due to the combination of the weakness of the gunwales, the excess weight
of the wreck and an excess of deposited debris in and around the wreck, causing
a cradle effect, it proved impossible to right the wreck using lift-bags alone
and it became necessary to request the use of a port tug to enable a more
controlled pull in rolling the wreck upright.
End October 2007:
After repeated structural failure, repairing and re-sealing and re-testing,
to an extent that allowed sufficient floating, it was observed that due to
the stripping and removal of the heavy internal components of the vessel,
that there was a tendency for the vessel become unstable and overturn during
dewatering.
The target of sealing off the factory area was moved, to sealing off of the
entire accommodation by extensive reconstruction of the internal bulkheads,
decks and doors and portside gunwale.
Structural weakness of these specific areas required repeated partial testing
of the repairs, with the use of the harbour crane or a port tug. This to prevent
the wreck from rolling over once dewatering began or to heave the unstable
vessel away from the quay wall.
Quayside winches where installed to haul and maintain the vessel in the upright
position.
7 March 2008:
Concrete was placed in reconstruction of the accommodation floors
Controlled input of compressed air using a 900cfm compressor was used to pump
air into selected sealed compartments. 9 x 6inch sludge pumps were used to
dewater
After testing, rebuilding and re-testing, we were able to float the vessel
upright and tie her up alongside.
7 March to 6 June 2008:
Pumping off of mud and water to maintain the vessel afloat
Vessel monitoring to protect from re-sinking
Breaking up at quayside and syncro-lift.
