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Archive for the ‘accidents’ Category

Vineyard Wind turbine blade failure (7/2024). When will the Federal investigation report finally be issued?

The diligent folks at Scotland Against Spin (SAS) have updated their turbine incident data through Sept. 2026. Their latest summary is attached, and their detailed historical table (347 pages) is linked.

The SAS data indicate that the number of wind turbine incidents has risen sharply in recent years (see chart below). The increased number of turbines worldwide and the inclusion of SafetyOn data (from 2020 on) for UK onshore wind facilities contributed to the sharp increase. Nonetheless, the growing number of incidents is disconcerting, as is the absence of comprehensive industry and government summaries and reports.

SAS has records of 274 fatalities from 195 fatal incidents. 67 of those fatal incidents have been since 2016.

SAS acknowledges that their list, which is dependent on publicly available reports, is merely the “tip of the iceberg.” For example, their list does not include the June 2, 2025, Empire Wind project fatality.

Unsurprisingly, SAS data (table below) show that blade failure and fire are the most common incident types. We previously reported on a Windpower article suggesting an average of 3800 blade failures per year. Presumably, “routine” blade failures, are not classified as incidents.

20162017201820192020202120222023202420252026
as of 9/30
blade
failure
2119282532182415231712
fire28 26272525211917231615

A high priority for wind industry regulators in the US and internationally should be establishing a consistent wind energy incident reporting regime and making the data available to the public in a timely and organized manner.

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There have been many BOE posts about the Nord Stream pipeline sabotage, but most of our 2023 summary still stands.

Yesterday, the trial of a Ukrainian officer began in a Hamburg courtroom. See the X post and video below.

The big issue, of course, is the extent of Ukrainian govt involvement in the sabotage.

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Comments on the proposed “Revisions to the Requirements for Exploratory Drilling on the Arctic Outer Continental Shelf” are due today.

My submission (one page) is attached. Main points:

  • Removing the same-season-relief-well (SSRW) requirements is an essential precursor to the renewal of arctic drilling activity. The SSRW provisions make Arctic operations cost prohibitive while at the same time increasing safety and environmental risks.
  • The potential risks and benefits of a subsea isolation device (SSID) should be assessed on a case-by-case basis considering water depth, temperature related BOP failure risks, wellhead integration, ice and vessel traffic exposure, and other factors.
  • As is the case for floating drilling operations anywhere, the focus in the Arctic should be on well design, integrity, and control, including carefully verifying casing and cement integrity, ensuring complete barrier redundancy, and having standby capping and containment capability.

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Two fisherment died when the F/V Mistress capsized and sank near the Block Island Wind Farm on 1/1/2019. This summer Green Oceans sponsored investigators located the wreckage within 50′ of one of the turbines.

“The F/V Mistress appears to have been resting in a very conspicuous location and that should have been detected and reported to the USCG for investigation within a period of months, not for more than 7 years.” John Ansay Sr., father of one of the deceased.

John Ansay Jr had just celebrated his 31st birthday before the tragic capsizing of the F/V Mistress.

Green Oceans (press release attached) is calling for the Federal government to reopen the F/V MISTRESS marine casualty investigation and independently examine the new evidence in light of the incident’s proximity to the Block Island Wind Farm. Because the Coast Guard declared the wreck ‘lost,’ its investigation never resolved the cause of the sinking or the conditions impacting the search and rescue response.

A Coast Guard helicopter dispatched in response to mayday calls reportedly could not conduct sector or parallel searches. The helicopter aborted its rescue attempt, returning after approximately 37 minutes. The records cite high winds, limited visibility, a low ceiling, and proximity to wind turbines as the hazards affecting the decision to turn back.

Green Oceans has asked the U.S. Department of the Interior to coordinate an interagency investigation, including reopening the Coast Guard inquiry that concluded with the vessel and two crew members classified as ‘lost’, and to provide public transparency for all subsea maintenance and monitoring at the site since 2019.

On a related note, perhaps the Coast Guard can finally issue a report on the tragic toppling of the liftboat Russell Peterson in 2008. One crew member lost his life. The vessel was conducting research for a proposed offshore wind project.

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The proposed revisions to the Arctic drilling regulations are a positive initiative that will improve the prospects for renewal of Beaufort and Chukchi Sea exploration.

In particular, removing the same-season-relief-well (SSRW) requirements in the current regulations is an essential regulatory action. The SSRW provision has the effect of precluding exploratory drilling while providing no added environmental protection and increasing operational risks. Given that there is at least a 50% chance that rig mobilization, relief well planning, drilling, repeated surveying, and plugging the flowing well would take more than the specified 45 days, a SSRW is not a legitimate well control option.

The preamble includes important questions for respondents. These questions are compiled beginning on p. 108 of the attachment. In particular, the comments on Subsea Isolation Devices (SSIDs) should be interesting. Given the required blowout preventer stack redundancy, it’s not clear to me that SSIDs would reduce blowout risk. They would however increase operational complexity.

For floating drilling operations in the Arctic and elsewhere, the focus needs to be on well design, integrity, and control.  Fortunately, by carefully verifying casing and cement integrity, ensuring complete barrier redundancy, and having standby capping and containment capability, the probability of a sustained oil blowout can be reduced to 10–6  or lower. 

Lastly for now, these regulations further demonstrate the importance of consolidating BOEM and BSEE in a single bureau.

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The attached letter to the General Accountability Office (GAO) asserts that there were “deeply entrenched ethical issues and conflicts of interest within the former Minerals Management Service (MMS),” and implies that these issues were among the factors contributing to the tragic Macondo well blowout.

I retired from MMS shortly before the Macondo well blew out on April 20, 2020, and testified before the Senate Energy and Natural Resources Committee on May 11, 2010. My comments on MMS employee ethics still stand and are reiterated below:

I also want to express my disappointment in certain media comments directed at my former MMS colleagues. These comments have not only been ill-informed and unsubstantiated, but malicious. Without hesitation, I can tell you that MMS regulatory personnel–inspectors, engineers, scientists, and others–are 100% committed to their safety and pollution prevention mission. MMS inspectors are themselves exposed to risks every day when they fly offshore and inspect facilities. MMS personnel have repeatedly made personal sacrifices to support the regulatory mission. After Ivan, Katrina, Rita, Gustav, and Ike, MMS employees worked to restore oil and gas production essential to our economy, even when their personal lives had been disrupted by the onshore impacts of these hurricanes. These personnel work under strict ethics standards, and despite a few isolated and highly publicized incidents that occurred more than four years ago, conduct themselves with the highest degree of professionalism. While a critical review of the entire offshore regulatory regime is necessary and appropriate, unsubstantiated accusations and personal attacks are not.


The comprehensive Chief Counsel’s Report, National Commission on the BP Deepwater Horizon Oil Spill and Offshore Drilling, was the only inquiry to consider whether ethical lapses were a contributing factor to the blowout. In the “Regulatory Observations” chapter, the Chief Counsel addressed ethics concerns directly (p. 261):

“In recent years various bodies have concluded that certain MMS offices and programs have violated ethical rules or guidelines. In the wake of the Deepwater Horizon disaster, some questioned whether ethical lapses played any role in causing the blowout. The Chief Counsel‘s team found no evidence of any such lapses.“

This blog closely followed the Macondo blowout. I have read all of the investigation reports and many of the court documents. I also served on the defense team for Bob Kaluza, the BP Well Site Leader who was fully acquitted after being shamefully prosecuted in the wake of the blowout. My thoughts on the Macondo tragedy are summarized in a six part series.

Because of the false ethics narrative and scapegoating of MMS, experts who should have been directing the well control efforts, were pushed to the back of the bus shortly after the blowout began. Had that not been the case, I believe the top kill operation would not have been aborted in late May and the well would have been killed 48 days sooner, reducing the oil spill volume by at least 2.4 million bbls. (See the analysis by Dr. Mayank Tyagi and his colleagues at LSU.) Also, keep in mind that the USCG Incident Commander almost required BP to resume flow from the well after the capping stack successfully shut-in the well on 7/15/2010, and would have likely done so were it not for forceful input from an engineer from the former MMS.

The consolidation of BOEM and BSEE into a single bureau makes sense. As I previously commented:

This is an excellent step that many OCS program veterans have been advocating. In addition to the inefficiencies associated with overlapping and intertwined BOEM and BSEE responsibilities, the associated regulatory fragmentation is a significant safety risk factor.

The primary OCS functions including leasing, resource evaluation, economic analysis, permitting, inspection and enforcement, investigations, environmental assessment, spill response preparedness, promulgation of regulations, technology assessment, research,and decommissioning, are inextricably linked, cannot be effectively segmented, and should not be stovepiped.

Finally, with regard to the reorganization planning questions posed at the end of the attached letter, perhaps GAO should first consider the abrupt, unplanned termination of MMS. At a 2011 Ministerial Forum in Washington, an international offshore safety expert criticized that rash decision noting – “It took 87 days to stop the blowout, but only 30 days to get rid of the regulator.”

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On July 13, 2024, a Vineyard Wind (VW) turbine blade shattered and spread debris on Nantucket beaches and throughout the region.

In VW’s own words:

“As was widely reported in national and local news, in July 2024, one of the GER offshore blades collapsed and fell into the waters off Nantucket, necessitating a massive environmental cleanup, and a six-month construction hiatus during which GER performed a “root cause” analysis. That analysis concluded that 68 of the 72 GER blades installed at the Project (nearly all manufactured by GER in Gaspé, Canada) were also defective because they were inadequately bonded together, and were so poorly made that they were beyond repair. GER’s remediation plan required it to remove all of the blades and to replace all Gaspé blades with others manufactured at a different facility in Cherbourg, France.“

Unsurprisingly, VW has found their contractor GE Renewables to be solely responsible for this troubling incident. However, as lessee and operator VW bears ultimate responsibility for all lease activities including the work of contractors, project design and management, fabrication and installation oversight, selection of the certified verification agent, and incident response.

Meanwhile, the Federal ( BSEE) investigation report has still not been issued. That report should provide an independent assessment of concerns discussed on this blog including quality control, regulatory departures, debris recovery, and environmental impacts. The investigation is significant, not only for VW, but for other offshore wind projects planned or under construction, in the US and worldwide.

Keep in mind that the lengthy and complex National Commission, BOEMRE, Chief Counsel, and NAE reports on the 2010 Macondo blowout were published 6 to 17 months after the well was shut-in.

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The Piper Alpha fire (July 6, 1988) was the worst disaster in the history of offshore oil and gas operations and sent shock waves around the world. Eight months later another interactive pipeline-platform fire killed 7 workers at the South Pass 60 “B” facility in the Gulf of Mexico. A US Minerals Management Service task group reviewed the investigation reports for both fires and recommended regulatory changes with regard to:

  1. the identification and notification procedures for out-of-service safety devices and systems,
  2. location and protection of pipeline risers,
  3. diesel and helicopter fuel storage areas and tanks,
  4. approval of pipeline repairs, and
  5. location of ESD valves on pipelines.

Paul Schneider and I wrote a paper on the task group’s findings and that paper was published in Offshore Operations Post Piper Alpha (Institute of Marine Engineers,1991). The proposed regulations that followed summarized these findings and can be be found at this Federal Register link.

Lord Cullen’s comprehensive inquiry into the Piper Alpha tragedy challenged traditional thinking about regulation and how safety objectives could best be achieved, and was perhaps the most important report in the history of offshore oil and gas operations. Per Cullen:

“Many current safety regulations are unduly restrictive because they impose solutions rather than objectives. They also are out of date in relation to technological advances. Guidance notes lend themselves to interpretations that discourage alternatives. There is a danger that compliance takes precedence over wider safety considerations and that sound innovations are discouraged.“

Cullen advocated management systems that describe the safety objectives, the system by which those objectives were to be achieved, the performance standards to be met, and the means by which adherence to those standards was to be monitored. He called for safety cases that describe major hazards on an installation and provide appropriate safety measures. Per Cullen, each operator should be required in the safety case to demonstrate that the safety management systems of the company and the installation are adequate to assure that design and operation of the platform and its equipment are safe.

Full Piper Alpha Inquiry – 2 parts.

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Aban Pearl listing off Trinidad in August 2009 before sinking offshore Venezuela in 2010

Now that we are friends with Venezuela, can someone in the Administration ask them to release the report on the sinking of the Aban Pearl semisubmersible drilling rig in May 2010? This incident is of great interest to operating companies, safety regulators, and contractors worldwide.

Posts on the Aban Pearl sinking.

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Jennette Barnes/CAI

Pointing to the potential financial implications for GE Vernova, Recharge News cites this serious fraud accusation by Vineyard Wind (VW):

“This exceptional misconduct includes [GE Vernova’s] intentional scheme to falsify critical quality assurance data… and to intentionally misrepresent the quality of those blades to [Vineyard Wind] in a brazen fraudulent, and willful breach of the TSA, ultimately resulting in the catastrophic blade failure…”

Recharge also discusses the findings of the Project Engineer appointed by VW to resolve claims between parties. Under the terms of the contract, the engineer’s determinations are binding unless overturned in arbitration.

  • The engineer determined that GE Vernova was liable for project delays, blade defects, vessel costs, and a $185m rescission of previously certified payments.
  • The damage claims issued by the project engineer total $853m.
  • On the basis of those determinations, VW withheld 100% of the outstanding invoices issued by GE Vernova. Even netted against sums allegedly owed to GE Vernova, VW says the turbine maker owes around $545m.
  • Per the contract, there are no limitations on liability in cases of “fraud, gross negligence, deliberate default or willful misconduct.”

My take: VW’s charges against GE Vernova will be resolved in the courts. However, VW is the lessee and operator, and is thus the party responsible to the Federal govt for project safety and environmental protection.

  • Operator responsibility is a fundamental tenet of the OCS regulatory program. As lessee/operator, VW bears ultimate responsibility for project safety and environmental protection.
  • VW is responsible for contractor selection, management, and oversight.
  • If a contractor violates a regulation, the violation notice is given to the operator. If a contractor causes pollution, the operator is responsible for the cleanup.
  • DNV, the Certified Verification Agent (CVA) hired by VW, was required to verify the design, fabrication, and installation procedures. Did they raise any issues to VW and the regulators?
  • At VW’s request, BOEM waived a Fabrication and Installation Report (FIR) requirement so the project could stay on schedule. The FIR addresses quality assurance measures, so the waiver is highly relevant and concerning.
  • Did the division of responsibilities between BOEM and BSEE weaken regulatory oversight? BOEM, ostensibly just the leasing bureau, should not have been authorized to grant departures that could affect structural integrity and operational safety.
  • It’s surprising that VW has not been cited for civil penalties resulting from the blade failure and the resulting environmental damage.
  • How can a judge prevent a contractor from stopping work for an operator that has filed serious fraud allegations against the contractor, has stopped making payments, and has, along with the Governor, declared the project to be complete?

Lastly, nearly two years after the blade failure, we are still awaiting BSEE’s investigation report.

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